Awaiting Parliament 1st reading / single reading / budget 1st stage
2016/2908(RSP) Recommendation following the inquiry into emission measurements in the automotive sector
Lead committee dossier: EMIS/8/07945
Legal Basis RoP 019
Lead committee dossier: EMIS/8/07945
Legal Basis RoP 019
Subjects
Activites
-
2017/02/28
Vote in committee, 1st reading/single reading
Documents
| Amendments | Dossier |
| 181 |
2016/2908(RSP)
2017/01/24
EMIS
181 amendments...
Amendment 1 #
Citation 5 a (new) - having regard to Directive 2008/50/EC of the European Parliament and of the Council of 21 May 2008 on ambient air quality and cleaner air for Europe,
Amendment 10 #
Paragraph 5 5. Calls
Amendment 100 #
Paragraph 26 Amendment 101 #
Paragraph 26 26. Believes that type-approval authorities, market surveillance authorities and technical services should be able to carry out their duties; considers that the
Amendment 102 #
Paragraph 26 26. Believes that type-approval
Amendment 103 #
Paragraph 26 26. Believes that type-approval authorities, market surveillance authorities and technical services should
Amendment 104 #
Paragraph 26 a (new) 26a. Believes that greater coordination and discussion between type approval authorities and the European Commission, in the form of a Forum chaired by the Commission, will contribute to the promotion of good practices aimed at ensuring effective and harmonised implementation of the type approval and market surveillance regulation;
Amendment 105 #
Paragraph 27 Amendment 106 #
Paragraph 27 27. Calls on the Commission and the Member States to assess the US practice of random off-
Amendment 107 #
Paragraph 27 a (new) 27a. Calls on the Commission to carry out an analysis to assess whether manufacturers could use a system of self- certification, with an enhanced system for infringements, sanctions and surveillance of the market, by the Commission and Member States, in line with the practice in other parts of the world and with the legislation laid down within the framework of the new approach and the general approach for other products;
Amendment 108 #
Paragraph 27 a (new) 27a. Notes the loss of some of the characteristics in terms of performance, fuel consumption, power, increase in emissions, etc., of vehicles recalled by the manufacturer to be repaired in order to bring them into line with the legislation on NOx emissions; calls on Member States and the Commission to monitor NOx and CO2 emissions, along with engine performance and consumption, in passenger cars that have been repaired by the manufacturer;
Amendment 109 #
Paragraph 27 a (new) 27a. Calls on the Commission to look into the possibility of making it mandatory for manufacturers to notify the Commission of their choice of technical service, so as to ensure that the Commission is fully aware of the situation;
Amendment 11 #
Paragraph 5 5. Calls
Amendment 110 #
Paragraph 27 a (new) 27a. Calls on the Commission to look into the possibility of making it mandatory for manufacturers to notify the Commission of their choice of technical service, so as to ensure that the Commission is fully aware of the situation;
Amendment 111 #
Paragraph 27 a (new) 27a. Calls on the Member States to require car manufactures to disclose and justify their emissions strategies to type- approval authorities, such as is the case for heavy-duty vehicles;
Amendment 112 #
Paragraph 27 b (new) 27b. Calls on Member States to analyse whether ‘standard’ solutions proposed by the manufacturer for repairing the vehicles equipped with fraudulent systems actually comply with the emissions regulations, and calls for random checks to be carried out on new vehicles which have been repaired;
Amendment 113 #
Paragraph 27 b (new) 27b. Calls on the Commission to analyse the risks of authorising technical services which do not have testing equipment (category B technical services) and may only supervise tests performed in the manufacturer’s facilities;
Amendment 114 #
Paragraph 27 b (new) 27b. Calls on the Commission to analyse the risks of authorising technical services which do not have testing equipment (category B technical services) and may only supervise tests performed in the manufacturer’s facilities;
Amendment 115 #
Paragraph 27 c (new) Amendment 116 #
Paragraph 27 c (new) 27c. Calls on the Commission to introduce an IT system through which all manufacturers are able and compelled to submit their type approvals at the time of approval, with the entire type-approval file being entered in the database, in order to create a European database, updated in real time, that contains all the information needed to carry out harmonised studies;
Amendment 117 #
Paragraph 27 d (new) 27d. Suggests that with the aim of fully harmonising criteria, the Commission should assess whether type approvals could be granted on a harmonised basis, not by Member States but by a prospective European vehicle safety agency;
Amendment 118 #
Paragraph 27 d (new) 27d. Suggests that with the aim of fully harmonising criteria, the Commission should assess whether type approvals could be granted on a harmonised basis, not by Member States but by a prospective European vehicle safety agency;
Amendment 119 #
Paragraph 28 28. Calls for stricter and more effective enforcement of vehicle emission measurement rules in the EU;
Amendment 12 #
Paragraph 5 a (new) 5a. To this end, calls on the Commission to change its internal structure and amend its division of responsibilities so that all legislative responsibilities currently held by DG GROW in the area of vehicle emissions are transferred to the responsibility of DG ENV.
Amendment 120 #
Paragraph 28 28. Calls for stricter and more effective enforcement of vehicle emission measurement rules in the EU; considers that only stronger oversight at EU level can ensure that the EU law on emissions is properly enforced; proposes that the governance structure on car emissions be reformed without delay and brought into line with the other transport sectors by establishing the Agency; notes that the Agency could benefit from the experience gained in the railway sector, regarding conformity checks and coordination of national authorities;
Amendment 121 #
Paragraph 28 28. Calls for stricter and more effective enforcement of vehicle emission measurement rules in the EU; considers that only stronger oversight at EU level can ensure that the EU law on emissions is properly enforced; proposes that the governance structure on car emissions be reformed without delay and brought into line with the other transport sectors; calls for a central role of the JRC in such a new governance structure to ensure that testing methods are applied in a uniform manner in the EU;
Amendment 122 #
Paragraph 28 a (new) 28a. Recalls that emission measurement rules are set to achieve better quality of the air, which was not previously reached due in part to weak law enforcement and in part to manipulation by some car manufacturers; considers that relevant authorities should take into consideration car emissions and data on air quality development to assess if the intended goal is reached;
Amendment 123 #
Paragraph 29 Amendment 124 #
Paragraph 30 30. Urges the Commission to launch infringement procedures against Member States that have not put in place effective market surveillance of the models issued with type approval by their authorities;
Amendment 125 #
Paragraph 30 30. Urges the Commission to launch infringement procedures against Member States that have not put in place effective market surveillance and national system of penalties for infringements of EU law as required by the existing legislation;
Amendment 126 #
Paragraph 31 Amendment 127 #
Paragraph 31 Amendment 128 #
Paragraph 31 31. Suggests that the Commission should be empowered to impose effective, proportionate and dissuasive administrative fines and to command remedial and corrective actions where non-compliance of vehicles is established; considers that the possible sanctions should include type-approval withdrawal and the establishment of EU-wide recall programmes;
Amendment 129 #
Paragraph 31 31. Suggests that the Commission should be empowered to impose effective, proportionate and dissuasive administrative fines where non-compliance of vehicles is established; believes that a clear reporting mechanism within the Commission should be put in place to ensure that when non-compliances are identified by the JRC, they are reported to all relevant levels within the hierarchy of the Commission;
Amendment 13 #
Paragraph 5 a (new) 5a. Notes that the USA has a history of implementing fuel economy standards and only lately has taken action directly on greenhouse gas emissions from vehicles, whereas the EU has developed an earlier focus on CO2 emissions from vehicles, which has substantially affected the EU automobile market; underlines that the EU and the USA legislators can mutually learn from each other, for the benefit of the climate protection, the consumer as well as the car industry; calls therefore on the Commission to initiate necessary steps for the harmonization of CO2 and NOx emission standards and emission testing procedures between the EU and the USA.
Amendment 130 #
Paragraph 31 31. Suggests that the Commission should be empowered to impose on vehicle manufacturers effective, proportionate and dissuasive administrative fines where non- compliance of their vehicles is established;
Amendment 131 #
Paragraph 31 31. Suggests that the Commission should be empowered to impose effective, proportionate and dissuasive administrative fines where non-compliance of vehicles is established, particularly on vehicle manufacturers;
Amendment 132 #
Paragraph 31 a (new) 31a. Believes that the resources levied by these fines should be held by the Member States for purposes of redress to persons negatively affected by the infringement and other such activities to the benefit of consumers or, where appropriate, environmental protection within the Member States;
Amendment 133 #
Paragraph 31 a (new) 31a. Calls on the Commission to make an assessment of potential shortcomings in EU consumer law, including Consumer Sales and Guarantees Directive and Unfair Commercial Practises Directive, in order to make sure that if the rules are breached, consumers are entitled to fair compensation;
Amendment 134 #
Paragraph 33 33. Calls on the Member States to apply more vigorous measures in the wake of the emissions cheating scandal; calls on the Member States
Amendment 135 #
Paragraph 33 33. Calls on the Member States to apply more vigorous measures in the wake of the emissions cheating scandal; calls on the Member States to apply the available sanctions, where relevant, including mandatory recall programmes and the withdrawal of type-approvals, and to ensure that consumers receive adequate compensation; calls on the Commission to ensure a coordinated approach on recall programmes across the EU;
Amendment 136 #
Paragraph 33 a (new) 33a. Suggests that the Member States and the car industry establish a code of conduct in which they commit themselves to provide the consumers with detailed and comprehensible information explaining which software modifications were made during recall programmes and maintenance checks, taking into account existing national best practices (e.g. using the Car-Pass, a digital information tool, as already operational in some Member States) to improve transparency for consumers and trust in the car market.
Amendment 137 #
Paragraph 34 a (new) 34a. Calls on Member States and the Commission to clarify to the vehicle owners affected whether or not the vehicles involved have to be repaired, and the legal consequences ensuing from the repairs as regards compliance with emissions legislation, obligations concerning the technical inspection of vehicles, taxation, and the consequences of a potential re-classification of the vehicle, etc.;
Amendment 138 #
Paragraph 36 Amendment 139 #
Paragraph 36 a (new) 36a. Notes that research and development investment plays a key role in the development of clean technology, particularly low emission vehicles, and the associated public health and environmental improvements gained; calls on the Commission and the Member States to open a dialogue with the automobile sector with a view to compensation regarding the exceedance of emission standards, in particular by minimum R&D investments for the development of cleaner cars;
Amendment 14 #
Paragraph 6 6. Calls on the Commission to e
Amendment 140 #
Paragraph 36 a (new) 36a. Notes that research and development investment plays a key role in the development of clean technology, particularly low emission vehicles, and the associated public health and environmental improvements gained; calls on the Commission and the Member States to open a dialogue with the automobile sector with a view to compensation regarding the exceedance of emission standards, in particular by minimum R&D investments for the development of cleaner cars;
Amendment 142 #
Paragraph 36 a (new) 36a. Deplores the fact that European consumers are treated worse than US consumers; notes, in addition, that consumers affected often receive vague and incomplete information about the vehicles involved, about the obligations to repair the vehicle and the consequences of doing so;
Amendment 143 #
Paragraph 36 a (new) Amendment 144 #
Paragraph 36 a (new) 36a. Asks the Commission and Member States to take all necessary measures to ensure that consumers will be adequately compensated, including through mechanisms of collective redress;
Amendment 145 #
Paragraph 36 b (new) 36b. Deplores the fact that the European Union does not have a uniform, harmonised system under which joint actions may be taken by consumers to enforce their rights; considers that the Commission’s recommendation to Member States in 2013 on establishing a collective redress system has not produced any results and that to date this option is still not available in most Member States;
Amendment 146 #
Paragraph 36 b (new) 36b. Calls on the European Commission to verify and oversee the impact of the recall programmes, already in place in many Member states, and to ensure that the recalled cars conform to the legal requirements set out in the EU legislation.
Amendment 147 #
Paragraph 36 b (new) 36b. Calls on the Commission and the competent authorities in the Member States to fully engage and implement a low emission mobility strategy;
Amendment 148 #
Paragraph 36 c (new) 36c. Calls on the Commission to bring forward a legislative proposal for the establishment of a collective redress system to create a harmonised system for EU consumers, thus eliminating the current situation in which they lack protection in most EU Member States; to that end, calls on the Commission to assess existing systems within and outside the EU to identify best practices in this field and include them in its legislative proposal;
Amendment 149 #
Paragraph 36 c (new) 36c. Calls on the Commission to review the existing rules on consumer protection in order to create consistent standards across the Union and the possibility for class action against fraudulent companies; urges the European Commission to review all relevant EU legislation in order to support the establishment of a common compensation scheme and proper rules to compensate European consumers;
Amendment 15 #
Paragraph 6 6. Calls on the Commission to ensure that there are adequate human resources and technical expertise in the JRC, including measures to keep relevant
Amendment 150 #
Paragraph 36 d (new) 36d. Calls on the Commission and the Member States to assess the effectiveness of current Low Emission Zones in cities - taking into account the failure of Euro standards for light duty vehicles to reflect real world emissions, and to examine the benefit of introducing a label or standard for Ultra Low Emission Vehicles that meet the emission limit values in real driving conditions;
Amendment 151 #
Paragraph 36 d (new) 36d. Considers that, where it is shown that some characteristics in terms of efficiency, consumption, guarantee, emissions, etc., of passenger cars that have been repaired have been lost, consumers should be entitled to compensation from the manufacturer for the vehicle’s loss in value and the loss of its original characteristics;
Amendment 152 #
Paragraph 36 e (new) 36e. Calls on the Commission and the co-legislators to follow a more integrated approach in their policies to improve the environmental performance of cars, in order to ensure progress on both the decarbonisation and air quality objectives, such as by fostering the electrification or transition to alternative motorisations of the car fleet;
Amendment 153 #
Paragraph 36 f (new) 36 f. Calls on the Commission, to that end, to review the Clean Power for Transport Directive and 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 Ultra Low Emission Vehicles (ULEV) mandates that impose a stepwise increasing share of zero and ultra-low emission vehicles in the total fleet with the aim to phase out new CO2-emitting cars by 2035;
Amendment 154 #
Paragraph 36 g (new) 36g. Calls on the Commission and the Member States to foster green public procurement policies, purchasing ZEVs and ULEVs by public authorities for their own fleets or for (semi-)public car sharing programs;
Amendment 155 #
Paragraph 36 h (new) 36 h. Calls on the Commission to review the emissions limits set out in Annex I of Regulation (EC) No 715/2007 with a view to improving air quality in the Union and to achieving the Union ambient air quality limits as well as the WHO recommended levels, and come forward by 2025 at the latest with proposals, as appropriate, for new technology-neutral Euro 7 emission limits applicable for all M1 and N1 vehicles placed on the Union market;
Amendment 156 #
Paragraph 36 i (new) 36i. Asks the Commission to consider the review of the Environmental Liability Directive (2004/35/EC) to include environmental damage caused by air pollution by car manufactures that are violating the EU's car emissions legislation; believes that if car manufactures could be held financially liable for remedying the environmental damage they caused, an increased level of prevention and precaution might be expected;
Amendment 157 #
Paragraph 36 j (new) 36 j. Calls on the Commission to work with the Member States to ensure that no worker from the automotive sector should suffer from the emissions scandal; to this end, Member States and car manufacturers should coordinate and promote vocational training plans to guarantee that workers, whose employment situation has been negatively affected by the emission scandal, remain in employment in the future, for example in the field of alternative motorisations;
Amendment 158 #
Paragraph 37 a (new) 37a. Considers that it is vital for exercise of democratic control over the executive for the Parliament to be empowered with powers of inquiry that match those of national parliaments of the EU; believes that in order to exercise this role of democratic oversight the Parliament must have the power to summon and compel witnesses to appear and compel the production of documents; believes that in order for these rights to be exercised the Member States must agree to implement sanctions against individuals for failure to appear or produce documents in line with national law governing national parliamentary inquiries; reiterates the Parliament's support for the position outlined in the 2012 report on this issue;
Amendment 159 #
Paragraph 37 b (new) 37b. Considers that the limitation on the subject matter of a committee of inquiry set out in the Lisbon Treaty means that special committees must also have the same powers of investigation as a committee of inquiry in order to effectively examine broader public policy questions that may not involve alleged contravention or maladministration of EU law;
Amendment 16 #
Paragraph 6 6. Calls on the Commission to ensure that there are adequate human resources
Amendment 160 #
Paragraph 37 c (new) 37c. Considers that in order to closely align with the parliamentary inquiry powers of Member States, the Parliament should establish a permanent subcommittee on investigations;
Amendment 161 #
Paragraph 37 d (new) 37d. Considers that the 12-month time limit on committees of inquiry is arbitrary and often insufficient; believes the members of the inquiry committee are best placed to determine if an inquiry should be extended and if so, for what period; calls for the only pre-existing binding time limit on an inquiry committee to be linked to the Parliamentary term;
Amendment 162 #
Paragraph 38 Amendment 163 #
Paragraph 38 38. Considers that the powers of Parliament’s committees of inquiry should be better aligned with those of the national
Amendment 164 #
Paragraph 38 a (new) 38a. Considers that the final results and recommendations of the committee of inquiry could have been better aligned with the legislative work and timetable of the current proposal for a Regulation on the approval and market surveillance of motor vehicles and their trailers (2016/0014 (COD)) - which will replace and update the current directive on type- approval - in order to guarantee an effective sharing and full knowledge of the inquiry committee's findings and to be sure that the final conclusions and recommendations can be taken into account in the work of the legislative dossier, also at the initial stage of the internal negotiations in the Parliament;
Amendment 165 #
Paragraph 38 a (new) 38a. Considers that the operating period of any inquiry committee should be synchronised with the legislative processes relating to the subject under investigation;
Amendment 166 #
Paragraph 41 a (new) 41a. Calls on the Commission to improve its capabilities to handle document requests from both committees of inquiry as well as journalists and citizens under respective applicable access for document rules in a timely manner and acceptable quality; urges the Commission to release these documents in their native format and refrain from time- consuming and potentially content- altering format changes and format conversions; further instructs the Commission to make sure that information that is stored in a machine- readable format, e.g. a database has to be also be released in a machine-readable format;
Amendment 167 #
Paragraph 41 a (new) 41a. Notes that in several recent committees of inquiry and special committees, the Commission and Council have in some cases failed to provide the documents requested and in other cases provided the requested documents only after long delays; considers that there must be an accountability mechanism introduced in order to ensure the immediate and guaranteed transfer of documents to the Parliament that the committee of inquiry or special committee requests and is entitled to access;
Amendment 168 #
Paragraph 41 b (new) 41b. Notes that it is the responsibility of the committee of inquiry to make any determinations whether information within the scope of a request is relevant for the work of the committee; notes that this task should not be pre-empted by the recipient of such a document request; instructs the Commission to properly reflect this responsibility in its guidelines on access to documents requests;
Amendment 169 #
Paragraph 42 Amendment 17 #
Paragraph 6 6. Calls on the Commission to ensure that there are adequate human resources and technical expertise in the JRC, including measures to keep relevant experience with vehicle and emissions technology and vehicle testing in the organisation;
Amendment 170 #
Paragraph 44 Amendment 171 #
Paragraph 45 45. Notes that Rule 198 of Parliament’s Rules of Procedure should define more clearly when the
Amendment 172 #
Paragraph 46 Amendment 173 #
Paragraph 46 46. Considers that an interim report should not necessarily be included in future mandates in order not to pre-empt the final conclusions of the inquiry;
Amendment 174 #
Paragraph 47 Amendment 175 #
Paragraph 47 47. Considers that in the future committees of inquiry should be
Amendment 176 #
Paragraph 48 48. Underlines that Parliament’s internal administrative rules are aligned to the established practice of standing committees and as such are often not suited to the ad-hoc and temporary nature of a committee of inquiry, which operates under more unusual circumstances, with a very specific scope and during a limited timeframe; considers, therefore, that the development of a defined set of rules relating to the effective functioning of committees of inquiry in regards to the conducting of hearings and missions, for example, in a way that guarantees fair political representation, would increase efficiency; considers that there is a risk that financial constraints may prevent committees of inquiry from hearing all the experts deemed necessary for the committee to perform its duty; considers that internal authorisation deadlines for hearings and missions should be made more flexible;
Amendment 177 #
Paragraph 48 a (new) 48a. Notes that inquiry committees are temporary committees overlapping with the members' standing committee work and therefore requests flexibility of using members outside of the inquiry committee to cover the absence of any member or substitute member;
Amendment 178 #
Paragraph 48 a (new) 48a. Deplores the fact that it has not been possible to hold an investigatory hearing at the Commission on the impact on consumer rights, and that it has not been possible to hear the consumer organisations involved.
Amendment 179 #
Paragraph 48 b (new) 48b. Considers that the inquiry committee mandate should be able to be altered according to the findings during the investigation in order to have full picture of the issues under investigation;
Amendment 18 #
Paragraph 6 a (new) 6a. Calls for all, full, non-anonymised JRC test results to be made available to the public through a database; furthermore calls for the JRC VELA lab to report to a supervisory board which includes representatives of the Member States and organisations for environmental and health protection;
Amendment 180 #
Paragraph 50 50. Notes that
Amendment 181 #
Paragraph 50 50. Notes that accredited parliamentary assistants are not allowed to consult non- classified ‘other confidential information’ in a secure reading room under the current rules; notes that some Members found that this rule stands in the way of effective and thorough consultation of such documents within the limited time available to committees of inquiry; proposes that accredited parliamentary assistants can be given access to such information in secure reading rooms on permission of their respective Member of European Parliament and on the latter's responsibility;
Amendment 19 #
Paragraph 8 8. Calls for the swift adoption, implementation and application of the 3rd and 4th real driving emissions (RDE) packages to complete the regulatory framework for the new type-approval procedure; recalls that, in order for RDE tests to be effective in reducing the discrepancies between the
Amendment 2 #
Recital C a (new) Ca. whereas the market share of diesel-powered passenger cars grew in the European Union during the last decades to a level where they represent more than half of new cars sold in almost every Member State; whereas this sustained growth in market share of diesel vehicles also came about as a result of the EU climate policy, as diesel technology has a significant advantage over petrol engines when it comes to CO2 emissions; whereas at the combustion stage, diesel engines produce far more pollutants other than CO2, which are significantly and directly harmful to public health, such as NOx, SOx and particulate matter, than do petrol engines; whereas mitigation technologies for these pollutants exist and are deployed in the market;
Amendment 20 #
Paragraph 8 8. Calls for the swift adoption of the 3rd and 4th real driving emissions (RDE) packages to complete the regulatory framework for the new type-approval procedure; recalls that, in order for RDE tests to be effective in reducing the discrepancies between the NOx emissions measured in the laboratory and on the road, the specifications of the test and evaluation procedures should be set out very carefully and should cover a wide range of driving conditions, including temperature, engine load, vehicle speed, altitude, type of road surface and other parameters commonly found when driving in the Union;
Amendment 21 #
Paragraph 8 8. Calls for the swift adoption of the 3rd and 4th
Amendment 22 #
Paragraph 9 9. Urges the Commission to revi
Amendment 23 #
Paragraph 9 9. Urges the Commission to re
Amendment 24 #
Paragraph 9 9. Urges the Commission to review in 2017 the conformity factor for RDE tests of NOx emissions, as provided for by the
Amendment 25 #
Paragraph 9 9. Urges the Commission to review in 2017 the conformity factor for RDE tests of NOx emissions, as provided for by the 2nd RDE package, so as to bring it down to 1 by 2021 at the latest;
Amendment 26 #
Paragraph 9 9. Urges the Commission to review in 201
Amendment 27 #
Paragraph 9 a (new) 9a. Takes note of the action for annulment against the 2nd RDE package initiated by several EU cities on the grounds that by introducing new increased thresholds for NOx emissions, the Commission Regulation alters an essential element of a basic act, thereby infringing an essential procedural requirement, as well as the provisions of the Air Quality Directive (2008/50/EC) as regards the limitation of the maximum nitrogen-emission levels for diesel vehicles;
Amendment 28 #
Paragraph 9 a (new) 9a. Emphasises the importance of providing consumers with realistic, accurate and robust information on their car fuel consumption and air pollutant emissions in order to raise consumers' awareness and support them to take an informed car purchase decision; calls for a revision of the Car Labelling Directive 1999/94/EC which should make information on other air pollutant emissions like NOx and particulate matter mandatory in addition to information on fuel use and CO2;
Amendment 29 #
Paragraph 9 a (new) 9a. Asks the Commission to set more strict limits for NOx emissions since air pollution is the largest environmental health hazard in Europe, resulting in a lower quality of life due to illnesses and an estimate of thousands premature deaths per year;
Amendment 3 #
Recital C a (new) Ca. whereas best practices from the USA, with stricter emission standards which apply for gasoline and diesel vehicles alike, and stricter enforcement policies, offer a standard to which the EU should aspire;
Amendment 30 #
Paragraph 10 10. Calls on the Commission to review the applicable Union law in order to ascertain whether the testing procedures prior to the placing on the market of other vehicle systems, or of other products, could be
Amendment 31 #
Paragraph 10 10. Calls on the Commission to review
Amendment 32 #
Paragraph 10 10. Calls on the Commission to review the applicable Union law in order to ascertain whether the placing on the market of other vehicle systems, or of other products, could be dependent on inadequate test procedures, as in the case of vehicle emissions, or where market surveillance efforts are similarly lacking, and to come forward with appropriate legislative proposals to ensure the enforcement of internal market standards;
Amendment 33 #
Paragraph 10 a (new) 10a. Calls on the Commission to come forward with proposals to introduce environmental inspections at EU level to monitor compliance with environmental product standards, emission limits relating to operating permits, and EU environmental law in general;
Amendment 34 #
Paragraph 11 11. Calls on the Commission to continue its work on improving Portable Emission Measurement System (PEMS)
Amendment 35 #
Paragraph 11 11. Calls on the Commission to continue its work on improving Portable Emission Measurement System (PEMS) measurements for particulate matter with a view to improving their accuracy and the technological ability to account for particles
Amendment 36 #
Paragraph 11 a (new) 11a. Calls on the Commission to substantially alter the existing policies of archiving and storing information, and to ensure that notes, inter-services communication, drafts and unofficial exchanges within the Commission, the Member States, the Council and their representatives will be archived by default; deplores the gaps in public records that have been created by a far too narrow scope of documents primed for archival that requires active intervention in order for documents to be archived;
Amendment 37 #
Paragraph 12 a (new) 12a. Calls for lists of participants and meeting minutes of comitology committees such as TCMV and Commission expert groups such as the Motor Vehicles Working Group or the RDE-LDV group to be made available to the public;
Amendment 38 #
Paragraph 13 13. Urges the Member States to ensure more transparency in access to documents of the Technical Committee on Motor Vehicles (TCMV) meetings
Amendment 39 #
Paragraph 13 a (new) 13a. Calls for a more formal approach and clearer rules about contacts of Commission officials with lobbyists and for the proper implementation of the rules;
Amendment 4 #
Recital C a (new) Ca. whereas current technology exists to meet the Euro 6 NOx standards for diesel vehicles, including with regard to real driving conditions and without having a negative impact on CO2 emissions;
Amendment 40 #
Paragraph 13 b (new) 13b. Calls upon Member States to introduce or strengthen the regulation of lobby activities of, in particular, the car manufacturing industries and thus to ensure that public health and other public interests are well represented in their national decision-making procedures;
Amendment 41 #
Paragraph 14 14. Considers that although the RDE procedure will minimise the risk of defeat device use, it will not completely prevent recourse to illegal practices; recommends therefore that, in line with the approach of the US authorities, a degree of unpredictability is built into the type- approval testing and random tests are conducted on cars in-use and on the road in order to prevent any outstanding loopholes from being exploited
Amendment 42 #
Paragraph 14 14. Considers that although the RDE procedure will minimise the risk of defeat device use, it will not completely prevent recourse to illegal practices; recommends therefore that
Amendment 43 #
Paragraph 14 14. Considers that although the RDE procedure will minimise the risk of defeat device use, it will not completely prevent recourse to illegal practices; recommends
Amendment 44 #
Paragraph 14 14. Considers that although the RDE procedure will minimise the risk of defeat device use, it will not completely prevent recourse to illegal practices; recommends therefore that, in line with the approach of the US authorities, a degree of unpredictability is built into the type- approval and in-service conformity testing in order to prevent any outstanding loopholes from being exploited;
Amendment 45 #
Paragraph 14 14. Considers that although the RDE procedure will minimise the risk of defeat device use, it will not completely prevent potential recourse to illegal practices; recommends
Amendment 46 #
Paragraph 14 a (new) 14a. Notes with concern that the official testing of CO2 emissions and fuel consumption of vehicles will still be limited to a laboratory test procedure (WLTP), which means that the illegal use of defeat devices remains possible and can stay undetected; urges the Commission and the Member States to establish remote fleet monitoring schemes - making use of roadside remote sensing equipment and/or on-board sensors - to screen the environmental performance of the in- service fleet and to detect possible illegal practices that might lead to continued discrepancies between the performance on paper and in the real world;
Amendment 47 #
Paragraph 16 16. Calls on the Commission to
Amendment 48 #
Paragraph 16 16. Calls on the Commission to analyse why the JRC
Amendment 49 #
Paragraph 16 a (new) 16a. Calls on the Commission to mandate the JRC to further investigate, together with the national authorities and independent research institutes, the suspicious emission behaviour observed on several cars in August 2016;
Amendment 5 #
Recital C b (new) Cb. whereas best practices from the USA, with stricter emission standards which apply for gasoline and diesel vehicles alike, and stricter enforcement policies, should offer inspiration for the EU to improve its efforts;
Amendment 50 #
Paragraph 16 a (new) 16a. Calls on the Commission to investigate why it has not assigned the JRC with the task to prove potential use of defeat devices by European car manufacturers when the defeat devices had been found in the US in light-duty vehicles in 1995 and in heavy-duty vehicles in 1998;
Amendment 51 #
Paragraph 16 a (new) 16a. Considers that the JRC should have a mandate to review exemptions that have been granted on the use of defeat devices as set out in Article 5(2) of Regulation (EC) No 715/2007;
Amendment 52 #
Paragraph 17 17. Calls on the Member States to require car manufacturers, in the context of the recently introduced obligation for car manufacturers to disclose their base and auxiliary emission strategies, to explain any irrational emissions behaviour of vehicles observed in testing, to disclose both the source code and its documentation used in any emission strategy and to demonstrate the need to apply the exemptions set out in Article 5(2) of Regulation (EC) No 715/2007; calls on the Member States to share the results of their investigations and the technical test data with the Commission and Parliament;
Amendment 53 #
Paragraph 17 17. Calls on the Member States to require car manufacturers, in the context of the recently introduced obligation for car manufacturers to disclose their base and auxiliary emission strategies, to explain any irrational emissions behaviour of vehicles observed in testing and to demonstrate the need to apply the exemptions set out in Article 5(2) of
Amendment 54 #
Paragraph 17 17. Calls on the Member States to require car manufacturers, in the context of the recently introduced obligation for car manufacturers to disclose their base and auxiliary emission strategies, to explain
Amendment 55 #
Paragraph 18 18. Calls on the Commission to
Amendment 56 #
Paragraph 18 18. Calls on the Commission to strictly monitor the uniform enforcement by Member States of the exemptions to the use of defeat devices and to issue interpretative guidelines; calls
Amendment 57 #
Paragraph 18 18. Calls on the Commission to strictly monitor the enforcement by Member States of the exemptions to the use of defeat devices and to issue detailed interpretative guidelines; calls on the Commission to launch infringements procedures
Amendment 58 #
Paragraph 18 18. Calls on the Commission to strictly monitor the enforcement by Member States of the exemptions to the use of defeat devices and to issue interpretative guidelines; considers that the broad definition of the derogations to the ban on defeat devices foreseen in Article 5(2) of Regulation (EC) No 715/2007 (especially the one concerning engine protection) is implicitly counter-productive, because it allows unfair competition among car producers when an outdated and excessively polluting engine technology can be justified by these exceptions; calls on the Commission to launch infringements procedures if it deems them necessary;
Amendment 59 #
Paragraph 18 18. Calls on the Commission to strictly monitor the enforcement by Member States of the exemptions to the use of defeat devices and to issue interpretative guidelines; calls on the Commission to launch infringements procedures if
Amendment 6 #
Recital C (new) Cc. whereas the protection of public health and the environment should be a shared societal concern and responsibility, in which all stakeholders, including the automobile sector, have an important role to play;
Amendment 60 #
Paragraph 18 18. Calls on the Commission to strictly monitor the enforcement by Member States of the exemptions to the use of defeat devices and to issue interpretative guidelines; demands such guidelines to apply retroactively to cars already in use; calls on the Commission to launch infringements procedures if it deems them necessary;
Amendment 61 #
Paragraph 18 a (new) 18a. Considers that the results of the OLAF investigation and of any further internal investigation of the EIB on whether EU money was used to support RDI investments affected by the defeat devices that were installed on certain Volkswagen diesel engines shall be made publicly available; calls on OLAF and the EIB to share and make public such results with the Commission and the Parliament; asks the Commission, the EU Agencies and the EIB in particular, in case of a proven misuse of public funds, to suspend any upcoming disbursement and to recover the entire amount that was granted for the implementation of the projects; believes that the recovered amount should be used to compensate EU consumers affected by the Volkswagen scandal.
Amendment 62 #
Paragraph 18 a (new) 18a. Considers that a permanent exchange space for the Commission and Member States should be set up in order to facilitate coordinated action in applying and accepting exemptions regarding the use of defeat devices; calls on the Commission to assess whether any exemption may be granted by the Commission or by approval from the TCMV, rather than directly by a Member State;
Amendment 63 #
Paragraph 19 19. Calls for the swift adoption of the proposal for a Regulation on the approval and market surveillance of motor vehicles and their trailers (2016/0014(COD)), replacing the current framework directive on type-approval; considers the
Amendment 64 #
Paragraph 19 19. Calls for the swift adoption of the proposal for a Regulation on the approval and market surveillance of motor vehicles and their trailers (2016/0014(COD))
Amendment 65 #
Paragraph 19 19. Calls, in the interests of consumer and environmental protection, for the swift adoption of the proposal for a Regulation on the approval and market surveillance of motor vehicles and their trailers (2016/0014(COD)), replacing the current framework directive on type- approval; considers the
Amendment 66 #
Paragraph 19 19. Calls for the swift adoption of the proposal for a Regulation on the approval and market surveillance of motor vehicles and their trailers (2016/0014(COD)), replacing the current framework directive on type-approval;
Amendment 67 #
Paragraph 19 a (new) 19a. Calls for the creation of a European Agency for Market Surveillance of Road Transport, that would be in charge of market surveillance activities, coordinate the work of national market surveillance authorities, and have the final say in case of disagreements between them; suggests that the Agency should have the power to organise European-wide recall programs and to withdraw type-approval when appropriate; additionally, that the Agency should initiate a test or inspection following a submission of third party test verification results that show evidence of suspicious emission behaviour and that besides market surveillance, it should perform audits on national type approval authorities;
Amendment 68 #
Paragraph 19 a (new) 19a. Insists on the establishment of an European Vehicles Surveillance Agency to organise and carry out, on an adequate scale, tests and inspections of vehicles, systems, components and separate technical units already made available on the market, with a view to verifying that those vehicles, systems, components and separate technical units conform to the type-approvals and to applicable legislation as well as to ensure the correctness of the type-approvals;
Amendment 69 #
Paragraph 19 a (new) 19a. Calls for the creation of an independent European Vehicles Surveillance Agency (EVSA) in order to ensure homogeneous market surveillance across the Union and to ensure that the new type-approval and market surveillance framework is fully implemented.
Amendment 7 #
Paragraph 2 a (new) 2a. calls on the Commission to submit by 30 June 2017 and every year thereafter to the European Parliament and the Council a comprehensive progress report on the implementation of the conclusions and recommendations of the Committee of Inquiry by the Commission and the Member States;
Amendment 70 #
Paragraph 19 b (new) 19b. Suggests that in the case of passenger vehicles, random market surveillance tests, including with unspecified test protocols, should be performed on at least 20% of the new models put on the Union market each year as well as on a representative quantity of older models to verify whether the vehicles comply with the Union safety and environmental legislation on the road; believes that in choosing the vehicles to be tested at the Union level, substantiated complaints should be followed up and third-party testing, remote sensing data, reports from periodic technical inspections and other information should be taken into account;
Amendment 71 #
Paragraph 20 20. Calls for a
Amendment 72 #
Paragraph 20 20. Calls for a drastic strengthening of market surveillance
Amendment 73 #
Paragraph 20 20. Calls for a drastic strengthening of market surveillance in the new EU type- approval framework, on the basis of clearly defined rules and a clearer distribution of responsibilities
Amendment 74 #
Paragraph 20 a (new) 20a. Urges the Commission in this respect to examine how competition among type approval authorities and among testing services can be eliminated, for example, by restricting the choice of car manufacturers to authorities and testing services to those in the Member State in which the car manufacturers' main offices are located.
Amendment 75 #
Paragraph 21 21. Believes that the new framework for EU type-approval should empower the Commission to verify type approvals by asking Member States to retest
Amendment 76 #
Paragraph 21 21. Believes that the new framework for EU type-approval should empower the new Agency, or other EU body created for that purpose, or failing that, the Commission to verify type approvals by retesting vehicles, using a wide range of tests, and to initiate corrective measures where necessary including mandatory recalls and fines; believes that the new Regulation must foresee that such corrective measures might include compensation to consumers if the original vehicles' performance was altered following any remedial action taken, as well as financial compensation for any negative external impacts (such as on air quality, public health, etc.);
Amendment 77 #
Paragraph 21 21. Believes that the new framework for EU type-approval should empower the Commission to verify type approvals by retesting vehicles and to initiate corrective measures where necessary
Amendment 78 #
Paragraph 21 a (new) 21a. Believes that there should be a clear legal and administrative separation of responsibilities and tasks between type approval authorities, testing services and manufacturers: the type-approval authorities should not perform any activities that technical services perform and there should be a strict separation between them in terms of financing, organisation and human resources in order to avoid any possible conflict of interest; additionally believes that the type-approval authorities and national market surveillance authorities should not provide consultancy services on a commercial or competitive basis.;
Amendment 79 #
Paragraph 21 a (new) 21a. Believes that the possibility of an independent full review of type approval results, including data from coast down tests, will improve the effectiveness of the framework, and that the relevant data should be accessible to relevant parties;
Amendment 8 #
Paragraph 2 a (new) 2a. Calls on the Commission to report back to the European Parliament on its follow-up within 18 months and regularly thereafter;
Amendment 80 #
Paragraph 21 a (new) 21a. Believes that the Commission should be empowered to judge a dispute based on different interpretations of EU type-approval legislation between two national type-approval authorities;
Amendment 81 #
Paragraph 22 22. Believes that
Amendment 82 #
Paragraph 22 22. Believes that type-approval authorities should be
Amendment 83 #
Paragraph 22 22. Believes that type-approval authorities should be
Amendment 84 #
Paragraph 22 22.
Amendment 85 #
Paragraph 22 22. Believes that type-approval authorities should be made responsible for checking the financial relations existing between car manufacturers and technical services in order to prevent conflicts of interest between the two; believes that in a system in which the avoidance of conflicts of interest is ensured the current structure of technical services in the private sector can remain in place;
Amendment 86 #
Paragraph 23 Amendment 87 #
Paragraph 23 Amendment 88 #
Paragraph 23 23. Draws attention to the US type- approval system
Amendment 89 #
Paragraph 23 23. Draws attention to the US type- approval system – whereby fees collected from manufacturers to cover the cost of certification and compliance programmes are sent to the US Treasury, and the US Congress in turn allocates funds to the Environmental Protection Agency (EPA) to implement its programmes – as a paradigm that may be useful for improving the independence of the
Amendment 9 #
Paragraph 4 a (new) 4a. Calls on the Commission to report back to the Parliament no later than one year after adoption of the final report of the Committee of Inquiry on the follow-up actions taken by the Commission and Member States on the conclusions and recommendations of the Committee of Inquiry;
Amendment 90 #
Paragraph 23 a (new) 23a. Calls on the Commission to assess whether it is legally possible to set uniform rates for all Member States for each of the administrative processes in type approval;
Amendment 91 #
Paragraph 23 a (new) 23a. Calls on the Commission to assess whether it is legally possible to set uniform rates for all Member States for each of the administrative processes in type approval;
Amendment 92 #
Paragraph 24 24. Points out the need for systematic enforcement of conformity of production
Amendment 93 #
Paragraph 24 24. Points out the need for systematic enforcement of conformity of production and in-use conformity of vehicles by the national authorities responsible, further coordinated and supervised at EU level; believes that the conformity of production and in-use conformity testing should be done by a technical service different from the one responsible for the type-approval of the car in question and that in-house technical services should be excluded from performing the emissions test for type approval purposes; urges the Member States to clarify once and for all which authority is in charge of market surveillance in their territory, to ensure this authority is aware of its responsibilities, and to notify the Commission accordingly;
Amendment 94 #
Paragraph 24 24. Points out the need for systematic enforcement of conformity of production and in-use conformity of vehicles by the national authorities responsible, further coordinated and supervised at EU level; urges the Member States to clarify once and for all which authority is in charge of market surveillance in their territory and to notify the Commission accordingly; believes that much closer cooperation and information sharing between Member States' market surveillance authorities and the Commission, including on national market surveillance plans, will enhance the overall quality of market surveillance in the EU and enable the Commission to identify weaknesses in national market surveillance systems;
Amendment 95 #
Paragraph 24 24. Points out the need for systematic enforcement of conformity of production and in-use conformity of vehicles by the national authorities responsible, further coordinated and supervised at EU level; urges the Member States to clarify
Amendment 96 #
Paragraph 25 25. Calls
Amendment 97 #
Paragraph 25 25. Calls on the Commission and the co-legislators to consider also introducing testing with PEMS or in-service conformity checks, a
Amendment 98 #
Paragraph 25 a (new) 25a. Calls on the co-legislators to establish in the upcoming Regulation on the approval and market surveillance of motor vehicles, an EU-wide remote sensing network to monitor the real world emissions of the car fleet and to identify excessively polluting vehicles in order to target in-service conformity checks and to trace cars that might be illegally modified with hardware (e.g. EGR switch-off plates, DPF or SCR removal) or software (illegal chip tuning) modifications;
Amendment 99 #
Paragraph 25 b (new) 25b. Calls on the Commission to make use of its delegated powers foreseen in Article 17 of Directive 2014/45/EU on periodic roadworthiness tests for motor vehicles and their trailers, to update the test methods for the periodic technical inspection of cars in order to measure the NOx emissions of cars, at least for these cars identified as highly polluting by remote sensing schemes;
source: 597.536
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History
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2017-04-07Show (2) Changes | Timetravel
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Awaiting Parliament 1st reading / single reading / budget 1st stageNew
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2017-04-06Show (2) Changes | Timetravel
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Draft recommendation following the inquiry into emission measurements in the automotive sectorNew
Recommendation following the inquiry into emission measurements in the automotive sector |
2017-03-31Show (3) Changes | Timetravel
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Draft recommendations following the inquiry on emission measurements in the automotive sectorNew
Draft recommendation following the inquiry into emission measurements in the automotive sector |
2017-03-17Show (5) Changes
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