Activities of Dominique RIQUET related to 2023/0042(COD)
Shadow opinions (1)
OPINION on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956
Amendments (70)
Amendment 23 #
Proposal for a regulation
Recital 5
Recital 5
(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector, which is the only sector in the Union in which emissions have been increasing since the 1990s. Heavy duty transport in particular represents more than a quarter of greenhouse gas emissions from road transport in the EU and over 6% of total EU greenhouse gas emissions. Accelerating its decarbonisation is even more important due to the fact that truck activity in the EU is expected to further increase by 40% between 2019 and 2050, while activity from buses and coaches would grow by 10% over the same period.
Amendment 25 #
Proposal for a regulation
Recital 5
Recital 5
(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector, which is the only sector in the Union in which emissions have been increasing since the 1990s. Heavy duty transport in particular represents more than a quarter of greenhouse gas emissions from road transport in the EU and over 6% of total EU greenhouse gas emissions. Accelerating its decarbonisation is even more important due to the fact that truck activity in the EU is expected to further increase by 40% between 2019 and 2050, while activity from buses and coaches would grow by 10% over the same period.
Amendment 32 #
Proposal for a regulation
Recital 9
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero- and low emissions vehicles being deployed on the Union market whilst providing benefits to users and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. Zero-emission vehicles currently by respecting the principle of technological neutrality. Possible technological alternatives to fossil fuels include battery electric vehicles, fuel-cell and other hydrogen- powered vehicles, provided that electricity is supplied by renewable or low-carbon sources, biogas, advanced biofuels, renewable and synthetic fuels and technological innovations are continuing.
Amendment 35 #
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) Battery electric, fuel-cell and other hydrogen-powered vehicles have a strong potential to decarbonise certain segments of the heavy duty transport sector and their development should be encouraged, while taking into account the fact that no technology goes without an environmental impact. Where electrification is not possible or less efficient and hydrogen fueled vehicles are not appropriate or cost competitive, the principle of technological neutrality allows for ensuring a level playing field with other technologies that are more mature.
Amendment 37 #
Proposal for a regulation
Recital 9
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero- and low emissions vehicles being deployed on the Union market whilst providing benefits to users and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. Zero-emission vehicles currently by respecting the principle of technological neutrality. Possible technological alternatives to fossil fuels include battery electric vehicles, fuel-cell and other hydrogen- powered vehicles, provided that electricity is supplied by renewable or low-carbon sources, biogas, advanced biofuels, renewable and synthetic fuels and technological innovations are continuing.
Amendment 40 #
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) Battery electric, fuel-cell and other hydrogen-powered vehicles have a strong potential to decarbonise certain segments of the heavy duty transport sector and their development should be encouraged, while taking into account the fact that no technology goes without an environmental impact. Where electrification is not possible or less efficient and hydrogen fuelled vehicles are not appropriate or cost competitive, the principle of technological neutrality allows for ensuring a level playing field with other technologies that are more mature.
Amendment 41 #
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero- and low emissions vehicles on the Union market and to stimulate innovation in zero- and low emissions technologies in a cost- efficient way.
Amendment 45 #
Proposal for a regulation
Recital 11 – paragraph 1
Recital 11 – paragraph 1
The updated New Industrial Strategy14 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway takes particular heed of small and medium-sized enterprizes in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions and on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at the European and national level to boost the affordability of zero- emission vehicles are also being addressed in the pathway. This could, for example, include the possibility for Member States to use the proposed Social Climate Fund to assist micro-enterprises in the purchasing of zero- and low emissions trucks and lorries. _________________ 14 Commission Communication on Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021.
Amendment 47 #
Proposal for a regulation
Recital 12
Recital 12
(12) The Union fleet-wide targets are to be complemented by the necessary roll-out of publicly accessible recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16 . The deployment of recharging and refuelling infrastructure is equally important in private locations, such as in private depots and at logistic centres to ensure overnight and destination charging. It is imperative that no European region is left behind and that regional disparities in the deployment of alternative fuels infrastructure are duly addressed, particularly in less developed regions or regions with specific needs and circumstances, such as rural and sparsely populated, remote and outermost, island and mountainous regions. This public and private network of recharging and refuelling stations is an enabling condition for manufacturers to be able to reach the CO2 reduction targets. _________________ 16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.
Amendment 49 #
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero- and low emissions vehicles on the Union market and to stimulate innovation in zero- and low emissions technologies in a cost- efficient way.
Amendment 51 #
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) While more ambitious CO2 standards are necessary to increase the uptake of zero and low emissions vehicles by addressing the supply side, they must be complemented by additional enabling conditions on the demand side for more fuel-efficient vehicles, in particular effective carbon pricing measures, such as a relevant average price of allowances under the new emissions trading scheme covering road transport as well as distance-based charges made possible by the Eurovignette directive and essential to reduce greenhouse gas emissions and air pollution.
Amendment 54 #
Proposal for a regulation
Recital 13
Recital 13
(13) The transition to climate neutralitdeployment of battery electric, fuel-cell and other hydrogen-powered vehicles will undoubtedly requires significant investments in the electricity grids including enhanced capacity, resilience and storage, as well as additional connections. Concerning the heavy-duty vehicles, with the target levels proposed in Article 3a for the year 2030 the share of zero emission vehicles in the total fleet of vehicles circulating on the road as well as the electricity consumption in the sector will remain limited. Therefore the related impact on the el and behaviour adaptation so that peak demand hours are addressed without risks on secturicity grid will remain limited as wellof supply.
Amendment 55 #
Proposal for a regulation
Recital 14
Recital 14
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero- and low emissions vehicles in a cost-efficient manner, and it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps.
Amendment 57 #
Proposal for a regulation
Recital 11 – paragraph 1
Recital 11 – paragraph 1
The updated New Industrial Strategy14 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway takes particular heed of small and medium-sized enterprizses in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions and on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at the European and national level to boost the affordability of zero- emission vehicles are also being addressed in the pathway. This could, for example, include the possibility for Member States to use the proposed Social Climate Fund to assist micro-enterprises in the purchasing of zero- and low emissions trucks and lorries. __________________ 14 Commission Communication on Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021.
Amendment 58 #
Proposal for a regulation
Recital 11 – paragraph 1 a (new)
Recital 11 – paragraph 1 a (new)
A rapid roll out of charging and fuelling infrastructure requires availability of qualified installers. Investments in re- and upskilling will be a corner stone in fulfilling the targets of this regulation and will ensure a just transition in the truck manufacturing sector.
Amendment 59 #
Proposal for a regulation
Recital 15
Recital 15
(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur. Against that background, the principle of technological neutrality is essential to ensure that there is a plurality of solutions, to foster innovation and to allow for market flexibility. It is thus important not to limit heavy road transport to a single technology but rather to encourage innovation and complementarities between different technologies, especially given the heterogenous nature of heavy road transport in terms of range, payload and driving times.
Amendment 60 #
Proposal for a regulation
Recital 12
Recital 12
(12) The Union fleet-wide targets are to be complemented by the necessary roll-out of publicly accessible recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16 . The deployment of recharging and refuelling infrastructure is equally important in private locations, such as in private depots and at logistic centres to ensure overnight and destination charging. It is imperative that no European region is left behind and that regional disparities in the deployment of alternative fuels infrastructure are duly addressed, particularly in less developed regions or regions with specific needs and circumstances, such as rural and sparsely populated, remote and outermost, island and mountainous regions. This public and private network of recharging and refuelling stations is an enabling condition for manufacturers to be able to reach the CO2 reduction targets. __________________ 16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.
Amendment 65 #
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
Amendment 65 #
Proposal for a regulation
Recital 15 a (new)
Recital 15 a (new)
(15a) Following consultation with stakeholders, the Commission shall make a proposal for registering heavy-duty vehicles running exclusively on CO2 carbon neutral fuels in conformity with the Union’s climate-neutrality objective.
Amendment 66 #
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) Minimum requirements on charging infrastructure for heavy-duty vehicles laid down in regulation on the deployment of alternative fuel infrastructure may fall short of what the strengthened CO₂ emission performance standards demand. It is therefore of utmost importance that EU and national funding instruments prioritise support towards further developing alternative fuels infrastructure projects.
Amendment 67 #
Proposal for a regulation
Recital 15 b (new)
Recital 15 b (new)
(15b) Given the fact that a significant part of lorries produced in the EU is exported worldwide and that this sector is exposed to a strong international competition, the industrial leadership of European manufacturers and suppliers operating globally shall be protected and strenghthened by respecting as much as possible the principle of technological neutrality, which is essential to guarantee the capacity of innovation and competitiveness.
Amendment 68 #
Proposal for a regulation
Recital 13
Recital 13
(13) The transition to climate neutralitdeployment of battery electric, fuel-cell and other hydrogen-powered vehicles will undoubtedly requires significant investments in the electricity grids including enhanced capacity, resilience and storage, as well as additional connections. Concerning the heavy-duty vehicles, with the target levels proposed in Article 3a for the year 2030 the share of zero emission vehicles in the total fleet of vehicles circulating on the road as well as the electricity consumption in the sector will remain limited. Therefore the related impact on the el and behaviour adaptation so that peak demand hours are addressed without risks on secturicity grid will remain limited as wellof supply.
Amendment 68 #
Proposal for a regulation
Recital 15 c (new)
Recital 15 c (new)
Amendment 73 #
Proposal for a regulation
Recital 17
Recital 17
(17) With the stricter Union fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero- and low emissions vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/1242. The ZLEV incentive mechanism should therefore be removed as of 2030.
Amendment 74 #
Proposal for a regulation
Recital 18
Recital 18
(18) The possibility of assigning the rRevenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(4) of Regulation (EU) 2019/1242, with the conclusion that this would significantly increase the administrative burden, while not directly benefit the automotive sector in its transition. Revenue from the excess emission premiums should therefore continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) of Regulation (EU) 2019/1242should be considered as revenue assigned to the Innovation Fund in order to support the development of innovative technologies which is key for the green transition of the automotive sector.
Amendment 75 #
Proposal for a regulation
Recital 14
Recital 14
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero- and low emissions vehicles in a cost-efficient manner, and it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps.
Amendment 82 #
Proposal for a regulation
Recital 15
Recital 15
(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur. Against that background, the principle of technological neutrality is essential to ensure that there is a plurality of solutions, to foster innovation and to allow for market flexibility. It is thus important not to limit heavy road transport to a single technology but rather to encourage innovation and complementarities between different technologies, especially given the heterogenous nature of heavy road transport in terms of range, payload and driving times.
Amendment 85 #
Proposal for a regulation
Recital 15 a (new)
Recital 15 a (new)
(15a) Following consultation with stakeholders, the Commission shall make a proposal for registering heavy-duty vehicles running exclusively on CO2 carbon neutral fuels in conformity with the Union’s climate-neutrality objective.
Amendment 86 #
Proposal for a regulation
Recital 15 a (new)
Recital 15 a (new)
Amendment 87 #
Proposal for a regulation
Recital 15 b (new)
Recital 15 b (new)
(15b) Given the fact that a significant part of lorries produced in the EU is exported worldwide and that this sector is exposed to a strong international competition, the industrial leadership of European manufacturers and suppliers operating globally shall be protected and strengthened by respecting as much as possible the principle of technological neutrality, which is essential to guarantee the capacity of innovation and competitiveness.
Amendment 89 #
Proposal for a regulation
Recital 15 c (new)
Recital 15 c (new)
(15c) Assessing the full life-cycle CO2 emissions of existing and future technologies in a well-to-wheel approach is essential to ensure technological neutrality. To that end, the Commission shall no later than 31 December 2026 draw up a methodology for the assessment and reporting of the full life-cycle CO2 emissions of heavy-duty vehicles placed on the EU market. This Regulation should be reviewed in 2027 to include this life-cycle methodology and to take into consideration potential technological developments.
Amendment 91 #
Proposal for a regulation
Recital 26
Recital 26
Amendment 94 #
Proposal for a regulation
Recital 17
Recital 17
(17) With the stricter Union fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero- and low emissions vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/1242. The ZLEV incentive mechanism should therefore be removed as of 2030.
Amendment 95 #
Proposal for a regulation
Recital 18
Recital 18
(18) The possibility of assigning the rRevenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(4) of Regulation (EU) 2019/1242, with the conclusion that this would significantly increase the administrative burden, while not directly benefit the automotive sector in its transition. Revenue from the excess emission premiums should therefore continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) of Regulation (EU) 2019/1242should be considered as revenue assigned to the Innovation Fund in order to support the development of innovative technologies, which is key for the green transition of the automotive sector.
Amendment 95 #
Proposal for a regulation
Recital 27
Recital 27
(27) A mandatory minimum share of zero-emission urban buses should reflect the societal need for affordable public transport, includWith Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles setting min rural areas. The increased supply of zero-emission urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of zero-emission urban buses, reflecting fossil fuel savings resulting from their operation. Joint procurement of urban buses building on the Clean Bus Platform can bring the purchasing cost of such buses further down, and the proposed Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. Finally, regional and long- distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicleimum procurement targets for clean heavy duty vehicles in public transport fleets, with clean vehicles identified both as zero-emission and low- emissions vehicles, many local contracting authorities have made long- term investments in low-emissions technologies, which can include electric but also biogas. Hence, urban, inter- urban, and regional and long-distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicles, with some margin to be left to accommodate developments in technology yet to occur and the financial decisions made so far by local contracting authorities. Beyond the costs of acquiring zero and low emissions buses and coaches, massive investments in infrastructure are necessary for local contracting authorities to adapt to new and more ambitious CO2 standards. Support from the Social Climate Fund could address specific needs of rural areas and prevent transport poverty21 by securing access to affordable public transport. _________________ 21 In line with the definition in the Social Climate Fund regulation, article 2(2a)
Amendment 99 #
Proposal for a regulation
Recital 28
Recital 28
(28) The zero- and low-emission factor should last be applied for the reporting period of the year 2029, because it is no longer considered necessary after that time as an incentive to promote the market entrance of zero- and low emissions vehicles.
Amendment 109 #
Proposal for a regulation
Recital 26
Recital 26
Amendment 111 #
Proposal for a regulation
Recital 27
Recital 27
(27) A mandatory minimum share of zero-emission urban buses should reflect the societal need for affordable public transport, includWith Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles setting min rural areas. The increased supply of zero-emission urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of zero-emission urban buses, reflecting fossil fuel savings resulting from their operation. Joint procurement of urban buses building on the Clean Bus Platform can bring the purchasing cost of such buses further down, and the proposed Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. Finally, regional and long- distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicleimum procurement targets for clean heavy duty vehicles in public transport fleets, with clean vehicles identified both as zero-emission and low- emissions vehicles, many local contracting authorities have made long- term investments in low-emissions technologies, which can include electric but also biogas. Hence, urban, inter- urban, and regional and long-distance buses and coaches, including for transport in rural areas, need to remain subject to the targets for heavy duty vehicles with some margin to be left to accommodate developments in technology yet to occur and the financial decisions made so far by local contracting authorities. Beyond the costs of acquiring zero and low emissions buses and coaches, massive investments in infrastructure are necessary for local contracting authorities to adapt to new and more ambitious CO2 standards. Support from the Social Climate Fund could address specific needs of rural areas and prevent transport poverty21 by securing access to affordable public transport. __________________ 21 In line with the definition in the Social Climate Fund regulation, article 2(2a)
Amendment 119 #
Proposal for a regulation
Recital 28
Recital 28
(28) The zero- and low-emission factor should last be applied for the reporting period of the year 2029, because it is no longer considered necessary after that time as an incentive to promote the market entrance of zero- and low emissions vehicles.
Amendment 157 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – introductory part Regulation 2019/1242
Article 1 – paragraph 1 – point 4 – introductory part Regulation 2019/1242
(4) the following Articles 3a toand 3cb are inserted:
Amendment 166 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – introductory part
Article 1 – paragraph 1 – point 4 – introductory part
(4) the following Articles 3a toand 3cb are inserted:
Amendment 182 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation 2019/1242
Article 3
Article 3
Amendment 184 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation 2019/1242
Article 3 – paragraph 1
Article 3 – paragraph 1
Amendment 191 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 b
Article 3 b
Amendment 192 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 b – paragraph 1
Article 3 b – paragraph 1
Amendment 195 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation 2019/1242
Article 3b – paragraph 2
Article 3b – paragraph 2
Amendment 196 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation 2019/1242
Article 3b – paragraph 2 – first part
Article 3b – paragraph 2 – first part
Amendment 199 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation 2019/1242
Article 3b – paragraph 2 – second part
Article 3b – paragraph 2 – second part
Amendment 201 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 b – paragraph 2 – first part
Article 3 b – paragraph 2 – first part
Amendment 201 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation 2019/1242
Article 3b – paragraph 3
Article 3b – paragraph 3
Amendment 202 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 b – paragraph 2 – second part
Article 3 b – paragraph 2 – second part
Amendment 202 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation 2019/1242
Article 3b – paragraph 3 – point a
Article 3b – paragraph 3 – point a
Amendment 203 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 b – paragraph 3
Article 3 b – paragraph 3
Amendment 203 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation 2019/1242
Article 3b – paragraph 3 – point b
Article 3b – paragraph 3 – point b
Amendment 204 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 b – paragraph 3 – point a
Article 3 b – paragraph 3 – point a
Amendment 205 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 b – paragraph 3 – point b
Article 3 b – paragraph 3 – point b
Amendment 213 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation 2019/1242
Article 3c – paragraph 3
Article 3c – paragraph 3
3. In accordance with Article 3ba, the tender’s contribution to security of supply shall be given a weighting of between 15 to 40% of the award criteria. ;
Amendment 215 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 c – paragraph 3
Article 3 c – paragraph 3
3. In accordance with Article 3ba, the tender’s contribution to security of supply shall be given a weighting of between 15 to 40% of the award criteria. ;
Amendment 216 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/1242
Article 3c – point 3 a (new)
Article 3c – point 3 a (new)
(4a) Following consultation with stakeholders, the Commission shall make a proposal for registering heavy-duty vehicles running exclusively on CO2 carbon neutral fuels in conformity with the Union’s climate-neutrality objective.
Amendment 227 #
Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)
Article 1 – paragraph 1 – point 5 a (new)
Regulation (EU) 2019/1242
Article 4 a (new)
Article 4 a (new)
(5a) the following Article 4a is inserted: Following consultation with stakeholders, the Commission shall make a proposal for registering heavy-duty vehicles running exclusively on CO2 carbon neutral fuels in conformity with the Union’s climate- neutrality objective.
Amendment 258 #
Proposal for a regulation
Article 1 – paragraph 1 – point 16
Article 1 – paragraph 1 – point 16
Regulation (EU) 2019/1242
Article 13 f – paragraph 4
Article 13 f – paragraph 4
4. The amounts of the administrative fines shall be considered as revenue for the general budget of the Unionassigned to the innovation fund.
Amendment 261 #
Proposal for a regulation
Article 1 – paragraph 1 – point 16
Article 1 – paragraph 1 – point 16
Regulation 2019/1242
Article 13f – paragraph 4
Article 13f – paragraph 4
4. The amounts of the administrative fines shall be considered as revenue for the general budget of the Unionassigned to the Innovation Fund.
Amendment 264 #
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EU) 2019/1242
Article 15 – paragraph 1
Article 15 – paragraph 1
The Commission shall, in 2028, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. The Commission shall no later than 31 December 2026 publish a report setting out a methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission shall submit that report to the European Parliament and the Council.
Amendment 269 #
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EU) 2019/1242
Article 15 – paragraph 1
Article 15 – paragraph 1
The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.
Amendment 273 #
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation 2019/1242
Article 15 – first paragraph
Article 15 – first paragraph
The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. The Commission shall no later than 31 December 2026 publish a report setting out a methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission shall submit that report to the European Parliament and the Council.
Amendment 325 #
Proposal for a regulation
Annex I – point 4 – point 4.2
Annex I – point 4 – point 4.2
4.2 Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers The following sub-groups sg shall be included in the calculation of the specific CO2 emissions CO2(X),, specific emissions targets T(X) and CO2 emissions trajectory ET(X)Y: X = 2025 X= NO X = MCO2 X= MZEdeleted vehicle sub-groups, subject sub-groups of sub-groups of sub-groups of transport of to CO2 emissions targets transport of transport of persons vehicles, subject to according to Article 3a goods vehicles, persons zero-emissions vehicle targets paragraph 1 (a) subject to CO2 vehicles, according to Article 3b emissions subject to CO2 targets emissions according to targets Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, 4-LH, 5-RD, All vehicle sub- 32-C2, 32-C3, 31-LF, 31-L1, 31-L2, 31-DD, 5-LH, 9-RD, 9-LH, 10-RD, groups referred 32-DD, 34-C2, 33-LF, 33-L1, 33-L2, 33-DD, 10-LH to in points 34-C3, 34-DD, 35-FE, 39-FE 1.1.1 and 1.1.3. 31-LF, 31-L1, 31-L2, 31-DD, 33-LF, 33-L1, 33-L2, 33-DD, 35-FE, 39-FE
Amendment 331 #
Proposal for a regulation
Annex I – point 4 – point 4.3
Annex I – point 4 – point 4.3
4.3 . CO2 reduction targets and zero-emissions vehicle mandates 4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg Sub-groups sg Reporting period of the years 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 0 43% 64% 90% Heavy lorries > 1s, 1, 2, 37,4t 1s, 1, 2, 3 0 43% 64% 43%90% Heavy lorries > 16 t with 4-UD, 4-RD, 4x2 and 6x4 axle 4-LH, 5-RD, 64% 90% 7,4t Heavy lorries > 16 4-UD, 4-RD, 15% t with 4x2 and 6x4configurations 45-LH, 59-RD, axle 5-LH, 9-RD, 43% 43% 64% 90% configurations 9-LH, 10-RD, 10-LH Heavy lorries > 16 t with 11, 12, 16 0 0 t with special axle special axle 43% 64% 90% configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 43% 43% 64% 90% 34-C2, 34- C3, 34-DD Primary vehicles 32-C2, 32- 0 of coaches (rfpsg) C3, 32-DD, Urban heavy buses 31-LF, 31- 43%L1, 31-L2, 64% 90% 34-C2, 34- 0 C3, 341-DD Trailers, 33- LF, 33-L1, 0 7,5% 43% 7,564% 7,5% Semi-trailers 90% 33-L2, 33- 0 15% 15% 15% For reporting periods of the years before 2025, all CO2 reduction targets rfsg and rfpsg shall be 0. 4.3.2.The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable toDD, 35-FE, 39-FE Primary vehicles in the sub-group sg for different reporting periods: of 32-C2, 32- 0 Zero-emission vehicle mandates zevMsg Sub-groups sgcoaches (rfpsg) C3, 32-DD, Reporting period of the years 43% 64% 90% before 2030 2030 – 2035 – 2039 As from 34-C2, 34- 2034 C3, 34-DD Trailers 0 7,5% 7,5% 7,5% 2040 Urban heavy 31-LF, 31-L1, 31-Semi-trailers 0 1005% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE, 31- L2, 33-L25% 15% For reporting periods of the years before 2025, all CO2 reduction targets rfsg and rfpsg shall be 0. 4.3.2. deleted
Amendment 332 #
Proposal for a regulation
Annex I – point 4.2
Annex I – point 4.2
Amendment 335 #
Proposal for a regulation
Annex I – point 4.3.1
Annex I – point 4.3.1
4.3. CO2 reduction targets and zero-emissions vehicle mandates 4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 43% 64% 90% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43% 64% 90% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 43% 64% 90% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43% 64% 90% configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 43% 64% 90% 34-C2, 34- C3, 34-DD Urban heavy buses 31-LF, 31- 0 L1, 31-L2, 31-DD, 33- LF, 33-L1, 43% 64% 90% 33-L2, 33- DD, 35-FE, 39-FE Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, 43% 64% 90% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 0 15% 15% 15%
Amendment 341 #
Proposal for a regulation
Annex I – point 4.3.2
Annex I – point 4.3.2