38 Amendments of Gerben-Jan GERBRANDY related to 2018/0143(COD)
Amendment 85 #
Proposal for a regulation
Recital 13
Recital 13
(13) In the light of innovation and to 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 updated annually. Taking into accountinuously and timely updated the role these new technologies can have on the CO2 emission reduction potential of the transport sector, the update of the VECTO simulation tool should be taken into account and be a key criterion for the review in 2022.
Amendment 95 #
Proposal for a regulation
Recital 15
Recital 15
(15) A reduction target should be set for 2025 as a relative reduction based on the average CO2 emissions of those heavy-duty vehicles in 2019, reflecting the deployment of readily available cost-effective technologies for conventional vehicles. The 2030 target should be considered aspirational and the finalA minimum reduction target should also be dsetermined for 2030, pursuant to a review to be carried out in 2022 as, that takes account of the fact that there are more uncertainties on the uptake of more advanced technologies which are not yet readily available.
Amendment 98 #
Proposal for a regulation
Recital 16
Recital 16
(16) Liquefied natural gas (LNG) is an available alternative fuel to diesel for heavy duty vehicles. The deployment of current and upcoming more innovative LNG-baseEfficient, technology neutral and sufficient refuelling and trechnologies will contribute to meeting the CO2 emission targets in the short and medium term as the use of LNG technologies leads to lower CO2 emissions as compared to diesel vehicles. The CO2 emission reduction potential of LNG vehicles is already fully reflected in VECTO. In addition, current LNG technologies ensure a low level of air pollutant emissions such as NOx and particulate matters. A sufficient minimum refuelling infrastructure is also in place and beingarging infrastructure should, in line with the ambitions of this regulation, be further deployed as part of national policy frameworks for alternative fuel infrastructure.
Amendment 104 #
Proposal for a regulation
Recital 17
Recital 17
(17) In calculating the 2019 reference emissions serving as basis for determining the 2025 and 2030 reduction targets, the expected reduction potential of the heavy- duty fleet in that period should be taken into account. It is therefore appropriate to exclude from that calculation, vocational vehicles such as vehicles used for garbage collection or construction works. Those vehicles have a comparatively low mileage, and due to their specific driving pattern, technical measures for reducing CO2 emissions and fuel consumption do not appear to be cost effective in the same way as for heavy-duty vehicles used for the delivery of goods.
Amendment 106 #
Proposal for a regulation
Recital 17 a (new)
Recital 17 a (new)
(17a) A validation mechanism for the 2019 baseline should be developed in order to guarantee the accuracy and benefits of this regulation.
Amendment 107 #
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.
Amendment 110 #
Proposal for a regulation
Recital 21
Recital 21
(21) Contrary to cars and vans, zero- and low-emission heavy-duty vehicles are not yet availableIn order to retain the Union's global competitiveness and access to markets, to strengthen the technological and innovative leadership onf the market, except for buses. A dedicated mechanism, in the form of super credits, should thereforeUnion's manufacturers and component suppliers, and to create investment certainty, a dedicated policy mechanism should be introduced to facilitate a smoothe transition towards zero-emission mobility. This will provide incentives for the development and deployment on the Union market of zero- and low-emission heavy-duty vehicles that would complement demand-side instruments, such as the Clean Vehicle Directive 2009/33/EC of the European Parliament and of the Council26 . _________________ 26 Directive 2009/33/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of clean and energy-efficient road transport vehicles as amended by Directive …/…/EU [COM(2017) 653 final] (OJ L 120, 15.5.2009, p. 5)crediting and debiting mechanism should be designed so as to promote the development and deployment on the Union market of zero- and low-emission vehicles.
Amendment 116 #
Proposal for a regulation
Recital 22
Recital 22
(22) For the purpose of calculatSetting a rising benchmark for the share of zero- and low-emission vehicles ing the average specific emissions of a manufacturer, all zero- and low-emission heavy-duty vehicles should therefore be counted multiple times. The level of incentives should vary according to the actual CO2 emissions of the vehicle. In order to avoid a weakening of the environmental objectives, the resulting savings should be subject to a capEU fleet together with a mechanism for adjusting a manufacturer's specific CO2 target based on the share of zero- and low-emission vehicles in the manufacturer's own fleet should provide a strong signal for the development and deployment of such vehicles while continuing to require further improvement of the efficiency of the conventional internal combustion engine.
Amendment 118 #
Proposal for a regulation
Recital 23
Recital 23
(23) Low-emission heavy-duty vehicles should only be incentivised if their CO2 emissions are less than abouIn 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 thalf of the CO2 emissions of the Union fleet-wide average in 2025. This is consistent with the approach taken for light-duty vehicles and would incentivise innovation in this fieldt a manufacturer exceeding the benchmark level would benefit from a lower specific CO2 target, whereas a manufacturer not achieving the benchmark would have to comply with a stricter 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.
Amendment 121 #
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 coach and other types of heavy duty vehicles that are not yet 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.
Amendment 135 #
Proposal for a regulation
Recital 31
Recital 31
(31) It is essential for achieving the CO2 reductions pursuant to this Regulation that the CO2 emissions of heavy-duty vehicles in use and on road 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 and on road. Third party independent testing of vehicles in use and on road should also be introduced.
Amendment 139 #
Proposal for a regulation
Recital 33
Recital 33
(33) The effectiveness of the targets set out in this Regulation in reducing CO2 emissions is strongly dependent on the representativeness of the methodology used for determining the CO2 emissions. In line with the Opinion of the Scientific Advice Mechanism (SAM)27 as regards light duty vehicles, it is appropriate also in the case of heavy-duty vehicles to put in place a mechanism to assess the real-world representativeness of the CO2 emissions and energy consumption values determined pursuant to Regulation (EU) 2017/2400. 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 such assessments. Where a significant gap is identified between real-world emission values and those determined pursuant to Regulation (EU) 2017/2400, the Commission should have the powers to adapt accordingly the 2019 reference emissions as well as the specific emissions targets used for the purpose of compliance with this Regulation. _________________ 27 High Level Group of Scientific Advisors, Scientific Opinion 1/2016 “Closing the gap between light-duty vehicle real-world CO2 emissions and laboratory testing”
Amendment 147 #
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, the CO2 emission reduction potential of these vehicles and of a transport systems approach, and the possibility of including them under this Regulation.
Amendment 153 #
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 125%;
Amendment 174 #
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 305% subject to the review pursuant to Article 13.
Amendment 181 #
Proposal for a regulation
Article 1 – paragraph 2
Article 1 – paragraph 2
The reference CO2 emissions shall be based on the 2019 monitoring data reported pursuant to Regulation (EU) No …/2018 [HDV M&R], excluding vocational vehicles, and shall be calculated in accordance with Point 3 of Annex I.
Amendment 184 #
Proposal for a regulation
Article 1 – paragraph 2 a (new)
Article 1 – paragraph 2 a (new)
Amendment 200 #
Proposal for a regulation
Article 2 – paragraph 1 – subparagraph 2
Article 2 – paragraph 1 – subparagraph 2
It shall also apply, for the purposes of Article 5 and point 2.3 of Annex I, to vehicles of the categories M2 and M3, and1 (2a) and Article 5, to vehicles of the category N that do not fall within the scope of Regulation (EU) No 510/2011 and do not meet the characteristics set out in points (a) to (d).
Amendment 220 #
Proposal for a regulation
Article 4 – paragraph 1 – introductory part
Article 4 – paragraph 1 – introductory part
Starting from 2020 and in each subsequent calendar year, the Commission shall, by means of implementing acts referred to in Article 10(1), determine for each manufacturer the average specific CO2 emissions in g/tkm for the preceding calendar year, by taking into account the following:data reported pursuant to Regulation (EU) No …/2018 [monitoring & reporting HDV] for the manufacturer’s new heavy- duty vehicles registered in that preceding calendar year.
Amendment 221 #
Proposal for a regulation
Article 4 – paragraph 1 – point a
Article 4 – paragraph 1 – point a
Amendment 225 #
Proposal for a regulation
Article 4 – paragraph 1 – point b
Article 4 – paragraph 1 – point b
Amendment 234 #
Proposal for a regulation
Article 5 – paragraph 1 – subparagraph 1
Article 5 – paragraph 1 – subparagraph 1
Amendment 237 #
Proposal for a regulation
Article 5 – paragraph 1 – subparagraph 2
Article 5 – paragraph 1 – subparagraph 2
Amendment 239 #
Proposal for a regulation
Article 5 – paragraph 1 – subparagraph 3
Article 5 – paragraph 1 – subparagraph 3
Amendment 240 #
Proposal for a regulation
Article 5 – paragraph 2 – point a
Article 5 – paragraph 2 – point a
Amendment 247 #
Proposal for a regulation
Article 5 – paragraph 2 – point b
Article 5 – paragraph 2 – point b
Amendment 255 #
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
Amendment 270 #
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 2029, 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 309 #
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. The Commission shall take those deviations into account for the purpose of calculating the average specific emissions of a manufacturer and adapting, where appropriate, the 2019 reference CO2 emissions.
Amendment 313 #
Proposal for a regulation
Article 10 – paragraph 1 – subparagraph 1 – point b
Article 10 – paragraph 1 – subparagraph 1 – point b
(b) from 2020, the share of zero- and low- emission factor,heavy duty vehicles in each manufacturer's fleet, as referred to in Article 5;
Amendment 321 #
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. For that purpose, the Commission shall ensure the availability, including to third parties for the purpose of independent testing, 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.
Amendment 326 #
Proposal for a regulation
Article 11 – paragraph 2 a (new)
Article 11 – paragraph 2 a (new)
2a. The Commission shall adopt, no later than 31 December 2019, delegated acts in accordance with Article 15 to introduce an on-road in-service conformity test for ensuring that on-road CO2 emissions and fuel consumption of heavy-duty vehicles do not exceed the monitoring data reported pursuant to Regulation (EU) 2018/956. The Commission shall take any non- compliance into account for the purpose of calculating the average specific CO2 emissions of a manufacturer, and adapting, where appropriate, the 2019 reference CO2 emissions.
Amendment 329 #
Proposal for a regulation
Article 11 – paragraph 3
Article 11 – paragraph 3
3. The Commission mayshall adopt, by means of implementing acts, the measurrules on the procedures for reporting data on real- world CO2 emissions and energy consumption of heavy duty vehicles referred to in paragraphs 1 and 2 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 14(2).
Amendment 341 #
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 update of the VECTO simulation tool, as well as the effectiveness of the modalities addressing, in particular, zero- and low- emission vehicles, 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 376 #
Proposal for a regulation
Annex I – point 2 – point 2.3
Annex I – point 2 – point 2.3
Amendment 378 #
Proposal for a regulation
Annex I – point 2 – point 2.3
Annex I – point 2 – point 2.3
Amendment 396 #
Proposal for a regulation
Annex I – point 2 – point 2.7 a (new)
Annex I – point 2 – point 2.7 a (new)
2.7 a. Specific share of zero- and low- emission heavy duty vehicles The specific share of zero- and low- emission heavy duty vehicles is benchmarked against the following values: As of 2025: at least 5% As of 2028: at least 15% As of 2030: at least x%, pursuant to the review carried out in accordance with Article 13.
Amendment 400 #
Proposal for a regulation
Annex I – point 4 – paragraph 1 – subparagraph 1
Annex I – point 4 – paragraph 1 – subparagraph 1
T = ZLEV_benchmark_factor * ∑ sg sharesg × MPWsg × (1 - rf) × rCO2sg ZLEV_benchmark_factor is (1+y-x), unless this sum is larger than 1.05 or 0.95 in which case the ZLEV factor shall be set to 1.05 or 0.95 as the case may be. Where, y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly registered heavy duty vehicles calculated as the total number of zero- and low-emission vehicles, where each of them is counted as ZLEV_specific in accordance with the formula below, divided by the total number of vehicles registered in the relevant calendar year ZLEV_specific = 1- (specific emissions/350) x is the benchmarked share of zero- and low-emissions heavy duty vehicles as set in Annex I point 2.7 a (new)