BETA

48 Amendments of Zigmantas BALČYTIS related to 2017/0293(COD)

Amendment 37 #
Proposal for a regulation
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).
2018/05/04
Committee: ITRE
Amendment 54 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 59 #
Proposal for a regulation
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))
2018/05/04
Committee: ITRE
Amendment 61 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 66 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 71 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 73 #
Proposal for a regulation
Recital 17
(17) In determining the credits for the zero- and low-emission vehicles, it is appropriate to account for the difference in CO2 emissions between the vehicles. The adjustment mechanism should ensure that a manufacturer exceeding the benchmark level would benefit from a higher specific CO2 target. In order to ensure a balanced approach, limits should be set to the level of adjustment possible within that mechanism. This will provide for incentives, promoting a timely roll-out of recharging and refuelling infrastructure and yielding high benefits for consumers, competitiveness, and the environment.deleted
2018/05/04
Committee: ITRE
Amendment 82 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 84 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 87 #
Proposal for a regulation
Recital 20
(20) It should be avoided that the EU fleet-wide targets are altered due to changes in the average mass of the fleet. Changes in the average mass should therefore be reflected without delay in the specific emission target calculations, and the adjustments of the average mass value that is used to this end should therefore take place every two years with effect from 2025.deleted
2018/05/04
Committee: ITRE
Amendment 89 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 97 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 101 #
Proposal for a regulation
Recital 27
(27) In recognition of the disproportionate impact on the smallest manufacturers resulting from compliance with specific emissions targets defined on the basis of the utility of the vehicle, the high administrative burden of the derogation procedure, and the marginal resulting benefit in terms of CO2 emissions reduction from the vehicles sold by those manufacturers, manufacturers responsible for fewer than 1 000 new passenger cars and new light commercial vehicles registered in the Union annually should be excluded from the scope of the specific emissions target and the excess emissions premium. However, where a manufacturer that is covered by an exemption nevertheless applies for and is granted a derogation, it is appropriate that the manufacturer should be required to comply with that derogation target.deleted
2018/05/04
Committee: ITRE
Amendment 103 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 106 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 114 #
Proposal for a regulation
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))
2018/05/04
Committee: ITRE
Amendment 128 #
Proposal for a regulation
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 .
2018/05/04
Committee: ITRE
Amendment 136 #
Proposal for a regulation
Article 1 – paragraph 4 – introductory part
4. From 1 January 2025 the following EU fleet-wide and manufacturers targets shall apply:
2018/05/04
Committee: ITRE
Amendment 145 #
Proposal for a regulation
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;
2018/05/04
Committee: ITRE
Amendment 152 #
Proposal for a regulation
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;
2018/05/04
Committee: ITRE
Amendment 153 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 161 #
Proposal for a regulation
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;
2018/05/04
Committee: ITRE
Amendment 172 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 178 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 182 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 184 #
Proposal for a regulation
Article 2 – paragraph 4
4. Article 4, Article 7 (4)(b) and (c), Article 8 and Article 9(1)(a) and (c) shall not apply to a manufacturer which, together with all of its connected undertakings, is responsible for fewer than 1 000 new passenger cars or for fewer than 1 000 new light commercial vehicles registered in the Union in the previous calendar year, unless that manufacturer applies for and is granted a derogation in accordance with Article 10.deleted
2018/05/04
Committee: ITRE
Amendment 186 #
Proposal for a regulation
Article 3 – paragraph 1 – point g
(g) ‘mass in running order ’ means the mass of the passenger car or light commercial vehicle with bodywork in running order as stated in the certificate of conformity and defined in section 2.6 of Annex I to Directive 2007/46/EC;deleted
2018/05/04
Committee: ITRE
Amendment 188 #
Proposal for a regulation
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;
2018/05/04
Committee: ITRE
Amendment 189 #
Proposal for a regulation
Article 3 – paragraph 1 – point i
(i) ‘footprint’ means the average track width multiplied by the wheelbase as stated in the certificate of conformity and defined in Sections 2.1 and 2.3 of Annex I to Directive 2007/46/EC;deleted
2018/05/04
Committee: ITRE
Amendment 191 #
Proposal for a regulation
Article 3 – paragraph 1 – point l
(l) 'test mass' means the test mass of a passenger car or light commercial vehicle as stated in the certificate of conformity and as defined in point 3.2.25 of Annex XXI to Regulation (EU) 2017/1151;deleted
2018/05/04
Committee: ITRE
Amendment 195 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 196 #
Proposal for a regulation
Article 3 – paragraph 1 – point m a (new)
(ma) 'zero- and low-emission vehicle certificate' (ZLEV certificate) means a certificate issued by the Commission to manufacturers and their designated importers or representatives for each zero emission vehicle registered in the EU in a certain calendar year and for each low- emission vehicle based on the following formula ZLEVcertificate = 1-(specific emissions/50). The ZLEV certificate is tradable amongst manufacturers and will be deleted after transfer to the central register mentioned under Article 7(4) at the end of the calendar year following its issuing when checking the compliance with the targets under Article 1(4)(ba) and Article 1(5)(ba); the Commission may adopt specific rules by delegated act for the issuing of the certificates, their tradability and transferability;
2018/05/04
Committee: ITRE
Amendment 200 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 204 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 210 #
Proposal for a regulation
Article 7 – paragraph 4 – subparagraph 1 – point c a (new)
(ca) the amount of assigned ZLEV certificates in the preceding calendar year;
2018/05/04
Committee: ITRE
Amendment 211 #
Proposal for a regulation
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);
2018/05/04
Committee: ITRE
Amendment 212 #
Proposal for a regulation
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);
2018/05/04
Committee: ITRE
Amendment 221 #
Proposal for a regulation
Article 8 – title
8 Excess emissions premium and ZLEV penalty
2018/05/04
Committee: ITRE
Amendment 222 #
Proposal for a regulation
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);
2018/05/04
Committee: ITRE
Amendment 224 #
Proposal for a regulation
Article 8 – paragraph 2 a (new)
2a. The ZLEV penalty under paragraph 1a is 4.500€ for each ZLEV certificate that is not transferred.
2018/05/04
Committee: ITRE
Amendment 226 #
Proposal for a regulation
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).
2018/05/04
Committee: ITRE
Amendment 229 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 243 #
Proposal for a regulation
Article 10 – paragraph 4
4. An application for a derogation from the specific emissions target calculated in accordance with points 1 to 4 of Part A of Annex I may be made by a manufacturer which is responsible, together with all of its connected undertakings, for between 10 000 and 300 000 new passenger cars registered in the Union per calendar year. Such application may be made by a manufacturer in respect of itself or in respect of itself together with any of its connected undertakings. An application shall be made to the Commission and shall include: (a) in paragraphs 2(a) and (c) including, where relevant, information about any connected undertakings; (b) on the average specific emissions of CO2 in 2007 or, where a single application is made in respect of a number of connected undertakings, a 45 % reduction on the average of those undertakings’ average specific emissions of CO2 in 2007. Where information on a manufacturer's average specific emissions of CO2 does not exist for the year 2007, the Commission shall determine an equivalent reduction target based upon the best available CO2 emissions reduction technologies deployed in passenger cars of comparable mass and taking into account the characteristics of the market for the type of car manufactured. This target shall be used by the applicant for the purposes of point (b). The Commission shall grant a derogation to the manufacturer where it is demonstrated that the criteria for the derogation referred to in this paragraph have been met.deleted all of the information referred to a target which is a 45 % reduction
2018/05/04
Committee: ITRE
Amendment 255 #
Proposal for a regulation
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.
2018/05/04
Committee: ITRE
Amendment 309 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.2
6.2. Specific emissions reference targets from 2025 onwards 6.2.1. 2025 to 2029 The specific emissions reference target = EU fleet-wide target2025 + a2025 · (TM- TM0) Where, EU fleet-wide target2025 is as determined in accordance with point 6.1.1 a2025 is null where, a2021 is the slope of the best fitting straight line established by applying the linear least squares fitting method to the test mass (explanatory variable) and the specific CO2 emissions (dependent variable) of each individual vehicle in the 2021 EU fleet average emissions2021 is the average of the specific emissions of CO2 of all newly registered vehicles in 2021 of those manufacturers for which a specific emissions target is calculated in accordance with point 4 TM is the average test mass in kilograms of all newly registered vehicles of the manufacturer in the relevant calendar year TM0 is the value determined in accordance with Article 13(1)(d) 6.2.2. 2030 onwards The specific emissions reference target = EU fleet-wide target2030 + a2030 · (TM- TM0) Where, EU fleet-wide target2030 is as determined in accordance with point 6.1.2 a2030 is null where, a2021 is the slope of the best fitting straight line established by applying the linear least squares fitting method to the test mass (explanatory variable) and the specific CO2 emissions (dependent variable) of each individual vehicle in the 2021 EU fleet average emissions2021 is the average of the specific emissions of CO2 of all newly registered vehicles in 2021 of those manufacturers for which a specific emissions target is calculated in accordance with point 4 TM is the average test mass in kilograms of all newly registered vehicles of the manufacturer in the relevant calendar year TM0 is the value determined in accordance with Article 13(1)(d)deleted
2018/05/04
Committee: ITRE
Amendment 319 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3
6.3. The specific emissions target from 2025 onwards Specific emissions target = specific emissions reference target · ZLEV factor Where, Specific emissions reference target is the specific emissions reference target of CO2 determined in accordance with point 6.2.1 for the period 2025 to 2029 and 6.2.2 for 2030 onwards ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.0 in which case the ZLEV factor shall be set to 1.05 or 1.0 as the case may be Where, y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly registered passenger cars calculated as the total number of zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the formula below, divided by the total number of passenger cars registered in the relevant calendar year null x is 15% in the years 2025 to 2029 and 30% in 2030 onwards.deleted
2018/05/04
Committee: ITRE
Amendment 349 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.2
6.2. The specific emissions reference target from 2025 onwards 6.2.1. 2025 to 2029 The specific emissions reference target = EU fleet-wide target2025 + α · (TM-TM0) Where, EU fleet-wide target2025 is as determined in accordance with point 6.1.1 α is a2025 where the average test mass of a manufacturer's newly registered vehicles is equal to or lower than TM0 determined in accordance with Article 13(1)(d) and a2021 where the average test mass of a manufacturer's newly registered vehicles is higher than TM0 determined in accordance with Article 13(1)(d), where, a2025 is null a2021 is the slope of the best fitting straight line established by applying the linear least squares fitting method to the test mass (explanatory variable) and the specific CO2 emissions (dependent variable) of each newly registered vehicle in the 2021 EU fleet average emissions2021 is the average of the specific emissions of CO2 of all newly registered vehicles in 2021 of those manufacturers for which a specific emissions target is calculated in accordance with point 4 TM is the average test mass in kilograms of all newly registered vehicles of the manufacturer in the relevant calendar year TM0 is the value determined in accordance with Article 13(1)(d) 6.2.2. 2030 onwards The specific emissions reference target = EU fleet-wide target2030 + α · (TM-TM0) Where, EU fleet-wide target2030 is as determined in accordance with point 6.1.2 α is a2030 where the average test mass of a manufacturer's newly registered vehicles is equal to or lower than TM0 determined in accordance with Article 13(1)(d) and a2021 where the average test mass of a manufacturer's newly registered vehicles is higher than TM0 determined in accordance with Article 13(1)(d), where, a2030 is null a2021 is the slope of the best fitting straight line established by applying the linear least squares fitting method to the test mass (explanatory variable) and the specific CO2 emissions (dependent variable) of each newly registered vehicle in the 2021 EU fleet average emissions2021 is the average of the specific emissions of CO2 of all newly registered vehicles in 2021 of those manufacturers for which a specific emissions target is calculated in accordance with point 4 TM is the average test mass in kilograms of all newly registered vehicles of the manufacturer in the relevant calendar year TM0 is the value determined in accordance with Article 13(1)(d)deleted
2018/05/04
Committee: ITRE
Amendment 354 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3
6.3. Specific emissions targets from 2025 onwards 6.3.1. From 2025 to 2029 The specific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025)) · ZLEV factor Where, Specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.1 øtargets is the average, weighted on the number of newly registered light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.1 ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.0 in which case the ZLEV factor shall be set to 1.05 or 1.0 as the case may be Where, y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly registered light commercial vehicles calculated as the total number of zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the formula below, divided by the total number of light commercial vehicles registered in the relevant calendar year null x is 15% 6.3.2. From 2030 onwards The specific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2030)) · ZLEV factor Where, Specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.2 øtargets is the average, weighted on the number of newly registered light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.2 ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.0 in which case the ZLEV factor shall be set to 1.05 or 1.0 as the case may be Where, y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly registered light commercial vehicles calculated as the total number of zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the formula below, divided by the total number of light commercial vehicles registered in the relevant calendar year null x is 30%deleted
2018/05/04
Committee: ITRE