Progress: Procedure lapsed or withdrawn
Role | Committee | Rapporteur | Shadows |
---|---|---|---|
Lead | ENVI | DE LANGE Esther ( EPP) | DALLI Miriam ( S&D), SOLÍS PÉREZ Susana ( Renew), EICKHOUT Bas ( Verts/ALE), LIMMER Sylvia ( ID), ZALEWSKA Anna ( ECR), KONEČNÁ Kateřina ( GUE/NGL) |
Committee Opinion | TRAN | SCHULZE Sven ( EPP) | Ismail ERTUG ( S&D) |
Committee Opinion | IMCO | CAVAZZINI Anna ( Verts/ALE) | |
Committee Opinion | ITRE |
Lead committee dossier:
Legal Basis:
TFEU 114
Legal Basis:
TFEU 114Subjects
- 2.10.03 Standardisation, EC/EU standards and trade mark, certification, compliance
- 3.20.06 Transport regulations, road safety, roadworthiness tests, driving licence
- 3.40.03 Motor industry, cycle and motorcycle, commercial and agricultural vehicles
- 3.70.02 Atmospheric pollution, motor vehicle pollution
Events
The European Parliament adopted by 485 votes to 169, with 42 abstentions, amendments, to the proposal for a regulation of the European Parliament and of the Council amending Regulation (EC) No 715/2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information.
The matter was referred back to the committee responsible for inter-institutional negotiations.
As a reminder, the Commission's proposal aims to reintroduce legal exemptions (via a compliance factor) concerning nitrogen oxide (NOx) emissions from passenger cars and light commercial vehicles (Euro 5 and Euro 6) for vehicles tested under real driving conditions, in order to comply with the judgment of the Court of the European Union of 13 December 2018.
The amendments adopted in plenary are as follows:
Compliance factor
In order to address the technical uncertainties associated with measurements obtained using portable emission measurement systems (PEMS), which measure engine emissions during use, the Commission introduced the ‘conformity factor’ - which allows for a margin of error for higher emissions measured under real driving conditions.
Members introduced amendments to clarify that the compliance factor shall apply for a transitional period and be subject to a margin corresponding to the additional technical measurement uncertainties linked with the introduction of the Portable Emission Measurement Systems (PEMS).
The Commission shall continuously review this conformity factor in the light of technical progress and review it downwards each year on the basis of assessments by the Joint Research Centre (JRC). After an immediate reduction from 1.43 to 1.32, the conformity factor shall cease to apply by 30 September 2022.
The Commission may adopt delegated acts by 1 June 2021 at the latest to complete the Regulation in order to:
- adapt the procedures, tests and requirements, as well as the test cycles used to measure emissions so as to properly reflect emissions under real driving conditions under normal use, including temperature and boundary conditions,
- lower the zero response drift and addressing hazardous spikes in particles resulting from filter cleaning, taking into account any relevant elements of standardisation developed by CEN and based on best available equipment.
Members also stressed that the manufacturer shall also ensure the reliability of pollution control devices and endeavour to reduce the risk of theft or damage to these devices.
Post-Euro 6 proposal
In order to ensure swift progress towards the adoption of the future (post - Euro 6) emission limit values and improved air quality for Union citizens, Parliament called on the Commission to present, where appropriate, a legislative proposal to that effect as soon as possible and at the latest by June 2021, as announced in its ‘European Green Deal’.
In order to encourage the producers to have a proactive, pro-environmental attitude, the new technological innovations meant to absorb NOx shall be tested, quantified and considered in the subsequent revision of Euro standards.
Diesel vehicles
Parliament recalled that following recent violations of the existing legal framework by manufacturers, consumers have not been satisfactorily compensated. Even in cases where compensation has been granted, vehicles have rarely been brought into line with Euro 5 and Euro 6 standards.
Since the increasing number of diesel bans across European cities affect citizens’ daily life, Members suggested adequate compensation measures would be the equipment of non-compliant vehicles with the adapted exhaust treatment technology (hardware change) or, in the event that the consumer wished to exchange a purchased vehicle for a cleaner model, the offer of conversion premiums.
Parliament recalled that the 2019 air quality report published by the European Environment Agency (EEA) estimated that in 2016 long-term exposure to air pollution was responsible for more than 506 000 premature deaths in the EU-28. Road transport continued to be the primary source of NOx emissions in the EU-28 in 2017, representing around 40 % of total EU NOx emissions, and that around 80 % of the total NOx emission from road transport is generated by diesel powered vehicles.
The Committee on the Environment, Public Health and Food Safety adopted the report by Esther de LANGE (EPP, NL) on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EC) No 715/2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information.
The Committee on the Internal Market and Consumer Protection, exercising its prerogatives as an associated committee, also gave its opinion on this report.
The legislative proposal concerns the introduction of conformity factors used to assess the compliance of the vehicle with the Euro 6 emission limits laid down in EU legislation when performing a Real Driving Emissions tests (RDE). This proposal follows the judgment of the General Court of the European Union in December 2018 according to which conformity factors for registration by type of vehicle in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council should not have been introduced through comitology but through the ordinary legislative procedure.
The committee recommended that the European Parliament’s position adopted at first reading under the ordinary legislative procedure should amend the Commission proposal as follows:
Conformity factors
Members proposed to reinstate conformity factors consisting of the requirements of the vehicle to comply with the binding emission limits set out in Regulation (EC) No 715/2007 and a margin of error resulting from statistical and technical uncertainties in portable emission measurement systems (PEMS). The report introduces amendments to clarify that the conformity factor consists of the emission limits and the device-related error margin.
The Commission may adopt delegated acts by 1 June 2021 at the latest to complete the Regulation in order to:
- adapt the procedures, tests and requirements, as well as the test cycles used to measure emissions so as to properly reflect emissions under real driving conditions under normal use, including temperature and boundary conditions,
- adapt the procedures, tests and requirements as well as the test cycles used to measure emissions in order to adequately reflect real driving emissions under normal conditions of use, including inter alia temperature and boundary conditions;
- lower the zero response drift and addressing hazardous spikes in particles resulting from filter cleaning, taking into account any relevant elements of standardisation developed by CEN and based on best available equipment.
Post-Euro 6 proposal
In order to ensure swift progress towards the adoption of the future (post - Euro 6) emission limit values and improved air quality for Union citizens, Members called on the Commission present, where appropriate, a legislative proposal to that effect as soon as possible and at the latest by June 2021, as announced in its ‘European Green Deal’.
In order to encourage the producers to have a proactive, pro-environmental attitude, the new technological innovations meant to absorb NOx shall be tested, quantified and considered in the subsequent revision of Euro standards.
Diesel vehicles
Members highlighted that following recent violations of the existing legal framework by manufacturers, consumers have not been satisfactorily compensated. Even in cases where compensation has been granted, vehicles have rarely been brought into line with Euro 5 and Euro 6 standards.
Since the increasing number of diesel bans across European cities affect citizens’ daily life, Members suggested adequate compensation measures would be the equipment of non-compliant vehicles with the adapted exhaust treatment technology (hardware change) or, in the event that the consumer wished to exchange a purchased vehicle for a cleaner model, the offer of conversion premiums.
PURPOSE: to establish rules on motor vehicle emissions in order to control the emissions of motor vehicles to achieve the fundamental air quality objectives.
PROPOSED ACT: Regulation of the European Parliament and of the Council.
ROLE OF THE EUROPEAN PARLIAMENT: the European Parliament decides in accordance with the ordinary legislative procedure and on an equal footing with the Council.
BACKGROUND: Regulation (EC) No 715/2007 requires new light-duty vehicles to comply with certain emission limits (Euro 5 and Euro 6 standards) and lays down additional requirements on access to vehicle repair and maintenance information.
Successive Euro emission standards have led to very significant drops in emissions of exhaust particles both in terms of mass (PM) and in terms of numbers (PN) and other pollutants such as hydrocarbons (HC) and carbon monoxide (CO).
However, NOx emissions--and in particular nitrogen dioxide (NO2) emissions--from road transport have not been reduced as much as expected with the introduction of Euro standards since 1991.
To deal with high on-road emissions from passenger vehicles, where a significant discrepancy with the laboratory testing was observed in recent years, the Commission developed the Real Driving Emissions (RDE) test procedure, which applies from 1 September 2017.
In December 2018, the Court annulled certain provisions of EU legislation relating to emissions tests under real driving conditions. In its judgment, the General Court did not question the technical necessity of the compliance factors, but considered that the Commission had exceeded its implementing powers by setting the RDE compliance factors under the comitology procedure and not under the ordinary legislative procedure. It therefore cancelled the part of Regulation (EU) 2016/646 that establishes the compliance factors.
The annulment is of a partial nature and the RDE test procedure remains in force and must still be conducted at type-approval.
To avoid legal uncertainty on the type approvals already granted since 1 September 2017, the General Court delays the effects of the annulment by a maximum period of 12 months, (i.e. 23 February 2020) to give time to the Commission to implement the judgment.
The need to adopt the current proposal results directly from the Judgement of the General Court and its swift adoption is vital in order to avoid legal uncertainty on the type approvals already granted since 1 September 2017 as well as on the future type-approvals.
CONTENT: in response to a ruling by the General Court, the Commission proposes to reinsert certain aspects of Real Driving Emissions testing (RDE) into legislation to be adopted by the European Parliament and Council. In doing so, the Commission aims to provide legal certainty to national authorities, industry and consumers.
In order to avoid imposing an undue burden on manufacturers who have already designed their vehicles taking into account the previously adopted RDE procedure, the Commission proposes to reinsert the conformity factors for new car models of 2.1 until 2020 and the already revised technical margin of error of 1.43 after 2020 through the legislative procedure requested by the General Court. The Commission has kept the conformity factors unaltered in order to ensure stability for national authorities and the automotive sector.
In addition, the Commission also proposes that the legislator empowers the Commission to annually review downwards the conformity factors set out by the legislator, in order to reflect the progress in accuracy of the portable measuring equipment. This will allow to gradually reduce even further the emissions of nitrogen oxides (NOx) under real driving.
Documents
- Decision by Parliament, 1st reading: T9-0222/2020
- Committee report tabled for plenary, 1st reading: A9-0139/2020
- Committee draft report: PE644.883
- Economic and Social Committee: opinion, report: CES3042/2019
- Legislative proposal published: COM(2019)0208
- Legislative proposal published: EUR-Lex
- Economic and Social Committee: opinion, report: CES3042/2019
- Committee draft report: PE644.883
Votes
A9-0139/2020 - Esther de Lange - Am 1-10, 13-17, 19-20, 23 #
A9-0139/2020 - Esther de Lange - Am 11 #
A9-0139/2020 - Esther de Lange - Bloc A #
A9-0139/2020 - Esther de Lange - Proposition de la Commission #
A9-0139/2020 - Esther de Lange - Renvoi (article 59, paragraphe 4 du règlement) #
Amendments | Dossier |
170 |
2019/0101(COD)
2019/12/17
IMCO
11 amendments...
Amendment 10 #
Proposal for a regulation Recital 3 a (new) (3a) The transparency of repair information for internal market actors is an important value of the Union, especially for Europeans wishing to sell or buy a second-hand car in Europe.
Amendment 11 #
Proposal for a regulation Recital 3 a (new) (3a) Access to vehicle repair and maintenance information for independent operators is crucial in order to re- establish consumers trust.
Amendment 12 #
Proposal for a regulation Recital 3 b (new) (3b) Recent violations of the existing legal framework by manufacturers, including legal obligations under Regulation (EC) No 715/2007, demonstrated the lack of control and enforcement mechanisms. Consumers were left without satisfactory compensation, since even where compensation was granted, it did not bring the vehicles into conformity with Euro 5 and 6 standards. Since increasingly issued diesel bans across European cities affect citizens’ daily life, adequate compensation measures would be the re-equipment of affected vehicles with the latest exhaust treatment technology (“hardware change”) or the offer of conversion premiums in case the consumer wishes to exchange a purchased vehicle for a cleaner model.
Amendment 13 #
Proposal for a regulation Recital 11 (11) In order to contribute to the achievement of the Union’s air quality objectives and to reduce vehicle emissions, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union (TFUE) should be delegated to the Commission in respect of the detailed rules on the specific procedures, tests and requirements for type approval. That delegation should include supplementing Regulation (EC) No 715/2007 by such revised rules as well as the test cycles used to measure emissions; the requirements for the implementation of the prohibition on the use of defeat devices that reduce the effectiveness of emission control systems; the adoption of a revised measurement procedure for particulates. Notwithstanding the short gap between the entry into force of this Regulation and the repeal of the provisions regarding repair and maintenance information (RMI) by Regulation (EU) 2018/858, for the purposes of legal certainty and to ensure all options are available to the legislator, the delegation should also include the measures necessary for the implementation of the obligation of a manufacturer to provide unrestricted and standardised access to vehicle repair and maintenance information
Amendment 14 #
Proposal for a regulation Recital 11 (11) In order to contribute to the achievement of the Union’s air quality objectives and to reduce vehicle emissions, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union (TFUE) should be delegated to the Commission in respect of the detailed rules on the specific procedures, tests and requirements for type approval. That delegation should include supplementing Regulation (EC) No 715/2007 by such revised rules as well as the test cycles used to measure emissions; the requirements for the implementation of the prohibition on the use of defeat devices that reduce the effectiveness of emission control systems;
Amendment 15 #
Proposal for a regulation Recital 11 (11) In order to contribute to the achievement of the Union’s air quality objectives and to reduce vehicle emissions, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union (TFUE) should be delegated to the Commission in respect of the detailed rules
Amendment 16 #
Proposal for a regulation Recital 14 (14) Since the objectives of this Regulation, namely to lay down rules on emissions from motor vehicles in order to contribute to the achievement of the basic air quality objectives, cannot be sufficiently achieved by the Member States as motor vehicles with a valid type approval may be marketed across national boundaries and consumers have to be equally protected in the whole Union but can rather, by reason of the scale and effects of the action, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives.
Amendment 17 #
Proposal for a regulation Article 1 – paragraph 1 – point 6 Regulation (EC) No 715/2007 Article 8 Amendment 18 #
Proposal for a regulation Article 1 – paragraph 1 – point 6 Regulation (EC) No 715/2007 Article 8 – paragraph 1 The Commission is empowered to adopt delegated acts in accordance with Article 14a in order to supplement Articles 6 and 7. This shall include the definition and updating of technical specifications relating to the way in which OBD and vehicle repair and maintenance information shall be provided, with special attention being paid to the specific needs of SMEs, micro-enterprises and self-employed operators.;
Amendment 19 #
Proposal for a regulation Article 3 – paragraph 1 This Regulation shall enter into force on the
Amendment 9 #
Proposal for a regulation Recital 3 (3) The type-approval requirements relating to emissions from motor vehicles have been gradually and significantly tightened through the introduction and subsequent revision of Euro standards. While vehicles in general have delivered substantial emission reductions across the range of regulated pollutants, this was not the case for NOx emissions from diesel engines or particles for gasoline direct injection engines, installed in particular in light-duty vehicles. Actions for correcting this situation are therefore needed, while not penalising individuals who already own vehicles with diesel or direct injection petrol engines.
source: 644.807
2020/01/28
ENVI
91 amendments...
Amendment 100 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a – row 3 Amendment 101 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a – row 3 CF 2,1 1
Amendment 11 #
Proposal for a regulation – — The European Parliament rejects the Commission proposal.
Amendment 12 #
Proposal for a regulation Recital 2 (2) Regulation (EC) No 715/2007 requires new light-duty vehicles to comply with certain emission limits (Euro 5 and Euro 6 standards) and lays down additional requirements on access to vehicle repair and maintenance information, which were amended and further consolidated by Regulation (EU) 2018/85815a, which will apply as of 1 September 2020. The specific technical provisions necessary to implement
Amendment 13 #
Proposal for a regulation Recital 3 (3) The type-approval requirements relating to emissions from motor vehicles have been gradually and significantly tightened through the introduction and subsequent revision of Euro standards. While vehicles in general have delivered substantial emission reductions across the range of regulated pollutants, this was not the case for NOx emissions from diesel engines or particles for gasoline direct injection engines, installed in particular in light-duty vehicles
Amendment 14 #
Proposal for a regulation Recital 3 (3) The type-approval requirements relating to emissions from motor vehicles have been gradually and significantly tightened through the introduction and subsequent revision of Euro standards. While vehicles in general have delivered substantial emission reductions across the range of regulated pollutants, this was not the case for NOx emissions from diesel engines or particles for gasoline direct injection engines, installed in particular in
Amendment 15 #
Proposal for a regulation Recital 3 a (new) (3 a) The 2019 Air Quality Report1a published by the European Environment Agency (EEA) estimated that in 2016 long-term exposure to air pollution has been responsible to more than 506 000 premature deaths in the EU-28. The report also confirmed that road transport continued to be the primary source of NOx emissions in the EU-28 in 2017, representing around 40 % of total EU NOx emissions, and that around 80 % of the total NOx emission from road transport is generated by diesel powered vehicles; __________________ 1a EEA Air Quality in Europe 2019 report
Amendment 16 #
Proposal for a regulation Recital 6 (6) Regulation (EU) 2016/64621
Amendment 17 #
Proposal for a regulation Recital 6 (6) Regulation (EU) 2016/64621 introduced the dates of application of the RDE test procedure, as well as the compliance criteria for RDE.
Amendment 18 #
Proposal for a regulation Recital 6 (6) Regulation (EU) 2016/64621 introduced the dates of application of the RDE test procedure, as well as the compliance criteria for RDE. For that purpose, pollutant-specific conformity factors were introduced, and separate error margins were used to take account of statistical and technical uncertainties of the measurements conducted by means of Portable Emission Measurement Systems (PEMS). __________________ 21 Commission Regulation (EU) 2016/646 of 20 April 2016 amending Regulation (EC) No 692/2008 as regards emissions from light passenger and commercial vehicles (Euro 6) (OJ L 109, 26.04.2016, p.1).
Amendment 19 #
Proposal for a regulation Recital 6 (6) Regulation (EU) 2016/64621 introduced the dates of application of the RDE test procedure, as well as the compliance criteria for RDE. For that purpose, pollutant-specific conformity factors (including margins of error) were used to take account of statistical and technical uncertainties of the measurements conducted by means of Portable Emission Measurement Systems (PEMS). __________________ 21 Commission Regulation (EU) 2016/646 of 20 April 2016 amending Regulation (EC) No 692/2008 as regards emissions from light passenger and commercial vehicles (Euro 6) (OJ L 109, 26.04.2016, p.1).
Amendment 20 #
Proposal for a regulation Recital 6 a (new) (6 a) According to the EEA report from 2016, the gap between real-world and laboratory emissions was mainly due to three factors: an outdated test procedure, flexibilities in the current procedure and in-use factors which are driver dependent. A study is required in order to establish the margin of error that is due to the driving style and to the outside temperature. A clear distinction should be made between the CF, the device-related margin of error and the margin of error of the in-use factor which is driver- and temperature-dependent.
Amendment 21 #
Proposal for a regulation Recital 6 a (new) (6 a) The European Parliament's recommendation of 4 April 2019 to the Council and the Commission following the inquiry into emission measures in the automotive sector1a called on the Commission and the Member States to apply more vigorous measures in the wake of the emissions cheating scandal, and urged in particular the Commission to review the conformity factors so as to bring them down to 1 by 2021at the latest. __________________ 1a OJ C 298, 23.8.2018, p. 140
Amendment 22 #
Proposal for a regulation Recital 7 (7) On 13 December 2018, the General Court delivered judgment in Joined Cases T-339/16, T-352/16 and T-391/1622 concerning an action for annulment of Regulation (EU) 2016/646. The General Court annulled the part of Regulation (EU) 2016/646 which established the conformity factors used to assess compliance of RDE test results with the emission limits laid down in Regulation (EC) No 715/2007. The Court found that only the legislator could introduce those conformity factors as they
Amendment 23 #
Proposal for a regulation Recital 7 (7) On 13 December 2018, the General Court delivered judgment in Joined Cases T-339/16, T-352/16 and T- 391/16
Amendment 24 #
Proposal for a regulation Recital 7 a (new) (7 a) The General Court observed that the system which seeks to introduce a conformity factor, a multiplier of the limits on emissions of oxides of nitrogen laid down for the Euro 6 standard, necessarily entails the amendment of that standard itself, unlike a typical measuring system, which takes into account the performance and possible errors of the measuring equipment by making corrections to the measurements themselves, but not to the limits which must be observed. In view of the very high value of the CF, 2,1 and 1,5, the levels of emissions of NOx measured during the RDE test may be, respectively, up to more than two times greater and up to one and a half times greater than the limits on those emissions laid down for the Euro 6 standard, without a test being regarded as having been failed. The not-to-exceed values for emissions of NOx resulting from the claimed technical and statistical uncertainties do not make it possible to verify, with a reasonable degree of reliability, whether or not the limits of those emissions laid down for Euro 6 standard, are observed by a vehicle during an RDE test.
Amendment 25 #
Proposal for a regulation Recital 8 (8) The General Court
Amendment 26 #
Proposal for a regulation Recital 8 (8) The General Court
Amendment 27 #
Proposal for a regulation Recital 8 (8) The General Court did not question the technical justification of the conformity factors and error margins. Therefore, and given that at the current stage of technological development there is still a discrepancy between emissions measured in real driving and those measured in a laboratory, it is appropriate to introduce the same conformity factors and error margins into Regulation (EC) No 715/2007.
Amendment 28 #
Proposal for a regulation Recital 8 (8) The General Court did not question the technical justification of the conformity factors. Therefore, and given that at the current stage of technological development there is still a discrepancy between emissions measured in real driving and those measured in a laboratory, it is appropriate to introduce the conformity factors(including margins of error) into Regulation (EC) No 715/2007.
Amendment 29 #
Proposal for a regulation Recital 8 a (new) (8 a) During the negotiations on the mandatory introduction of the RDE in the Technical Committee on Motor Vehicles on 6 and 28 October 2015, a temporary conformity factor of 2,1 was agreed, to address the alleged statistical uncertainty. That CF of 2,1, referred to as Euro 6 TEMP, cannot legally be justified and was intended as a phase-in value to accommodate the demands of the industry. That is also why the CF of 2,1 was vigorously criticised by the European Parliament and it has now been declared invalid by the judgment of the General Court. Tt is appropriate therefore to delete the temporary conformity factor of 2,1 introduced by Regulation (EU) 2016/646.
Amendment 30 #
Proposal for a regulation Recital 8 a (new) (8 a) The European Parliament's resolution of 28 March 2019 on recent developments in the 'Dieselgate' scandal welcomed the ruling of the General Court, and explicitly asked the Commission not to introduce any new conformity factor in order to ensure Euro 6 standards are not further diluted and are instead met under normal conditions of use, as originally provided for in Regulation (EC) 715/2007.
Amendment 31 #
Proposal for a regulation Recital 8 b (new) (8 b) The Court also stated in its judgment that a margin of error of 50 %, corresponding to the ‘FINAL’ CF of 1,5, which is explained by the existence of a margin of technical uncertainty, represents half the value, which is supposed to be measured and that, if that margin is converted into a real margin of error as compared with the measurement by the equipment, this results in a margin of 33 % (a measurement of 120 mg/km may correspond in reality to emissions of 80 mg/km, one third less than the value measured or to emissions of 160 mg/km, two times greater than the standard allows). That means that it is impossible to determine, following an RDE test, whether the vehicle being tested complies with those limits or is even close to them.
Amendment 32 #
Proposal for a regulation Recital 8 c (new) (8 c) Any measurement equipment has a margin of error, even under laboratory conditions, and manufacturers already take this into account when designing vehicles to meet regulatory limits. PEMS equipment has been found to have a somewhat larger margin of error compared to non-mobile laboratory equipment, but this in fact can mean both, over- and under-estimating emissions. It is unacceptable that those uncertainties are used only one-sidedly at the expense of public health without a clear end date.
Amendment 33 #
Proposal for a regulation Recital 9 Amendment 34 #
Proposal for a regulation Recital 9 (9) In order to allow manufacturers to comply with the Euro 6 emission limits in the context of RDE test procedure, the compliance criteria for RDE should be introduced in two steps. During the first step, upon the request of the manufacturer, a temporary conformity factor should apply, while as a second step only the final conformity factor should be used. The Commission should
Amendment 35 #
Proposal for a regulation Recital 9 (9) In order to allow manufacturers to comply with the Euro 6 emission limits in
Amendment 36 #
Proposal for a regulation Recital 9 (9) In order to allow manufacturers to comply with the Euro 6 emission limits in the context of RDE test procedure, the compliance criteria for RDE
Amendment 37 #
Proposal for a regulation Recital 9 (9) In order to allow manufacturers to comply with the Euro 6 emission limits in the context of RDE test procedure, the compliance criteria for RDE should be introduced in two steps. During the first step, upon the request of the manufacturer, a temporary conformity factor should apply, while as a second step only the final conformity factor should be used. The Commission should keep under review the
Amendment 38 #
Proposal for a regulation Recital 9 (9) In order to allow manufacturers to comply with the Euro 6 emission limits in the context of RDE test procedure, the compliance criteria for RDE should be introduced in two steps. During the first step, upon the request of the manufacturer, a temporary conformity factor should apply, while as a second step only the final conformity factor
Amendment 39 #
Proposal for a regulation Recital 9 (9) In order to allow manufacturers to comply with the Euro 6 emission limits in the context of RDE test procedure,
Amendment 40 #
Proposal for a regulation Recital 9 (9) In order to allow manufacturers to comply with the Euro 6 emission limits in the context of RDE test procedure, the compliance criteria for RDE
Amendment 41 #
Proposal for a regulation Recital 9 a (new) (9 a) On 11 December 2019, the Commission published its Communication on the European Green Deal, which highlights the need to accelerate the shift to sustainable and smart mobility, including by addressing and tackling all emission sources, and ensuring a clear pathway from 2025 onwards towards zero- emission mobility. To deliver on that ambition, it is essential that the Commission present, as soon as possible and by June 2021 at the latest, new legislative proposals to introduce more stringent air pollution emissions standards for combustion-engine vehicles, covering all pollutants and all fuels and powertrains under all driving conditions. As part of the future revision of the CO2 standards for cars and vans, the Commission should also propose a clear phase out the sale of new passenger cars and light commercial vehicles with combustion engines by 2035 at the latest, while ensuring rules do not prevent frontrunner countries to apply more stringent measures at national level in order to decarbonise road transport.
Amendment 42 #
Proposal for a regulation Recital 9 a (new) (9 a) As the General Court of the European Union has ruled that the Commission had no power to amend the limits for RDE tests by applying conformity factors and that the relevant provisions relating to setting the oxides of nitrogen emissions limits are to be annulled, this legislative act aims at addressing the effects of the annulment by amending Regulation (EC) No 715/2007 with transitional provisions. To that end, it is essential that the Commission establish, by 1 June 2021 at the latest, ambitious and robust requirements for PEMS measuring equipment that may be used for RDE tests. Those requirements should ensure the use of the best available PEMS equipment to ensure accurate measurement of air pollutants including NOx and PN. On the publication of the PEMS requirements, the final conformity factor should become obsolete and no longer apply for the RDE tests starting 1 January 2022 at the latest.
Amendment 43 #
Proposal for a regulation Recital 9 a (new) (9 a) In order to ensure swift progress towards improved air quality for Union citizens, it is essential that the Commission adopt a legislative proposal for more stringent air pollutant emissions standards for combustion-engine vehicle as soon as possible, and at the latest by June 2021, as announced by the Commission in its communication of 11 December 2019 entitled "The European Green Deal". In that legislative proposal (post-Euro 6), air pollutant standards should apply to all vehicles regardless of their motor type or the fuel they employ and ensure a lifelong compliance. The standards should further address all relevant pollutants including ammonia.
Amendment 44 #
Proposal for a regulation Recital 9 a (new) (9 a) The Commission should continually look into the final conformity factors in light of technical progress in order to revise the margins of error. In doing so, the Commission should take into account any standards adopted by the European Committee for Standardization (CEN) for a standard procedure to assess Real Driving Emissions measurement uncertainty with regard to gaseous and particle emissions.
Amendment 45 #
Proposal for a regulation Recital 9 a (new) (9 a) In order to ensure that only the best available technology of PEMS equipment is used by the type-approval authorities to perform the RDE test in the framework of the type-approval process, it is important that the Commission takes all necessary measures to accelerate the on- going development of standards by the European Committee for Standardization regarding the performance of PEMS NOx and particulate matter (PM) measurement.
Amendment 46 #
Proposal for a regulation Recital 9 a (new) (9 a) In order to assess more accurately the error margin, a standard procedure to assess RDE measurement uncertainty with regard to gaseous and particle emissions is necessary. It is essential therefore that the European Committee for Standardization (CEN) adopt as soon as possible standards for the PEMs devices. The Commission should duly take into account these standards.
Amendment 47 #
Proposal for a regulation Recital 9 a (new) (9 a) The Commission will mandate CEN to work out a PEMS-Performance Standard for determination of individual error margins of PEM-Systems. Before applying a PEMS-Performance Standard, the Commission is committed to keeping the error margin under annual review and to only update it once improvements in the measuring technology have been made.
Amendment 48 #
Proposal for a regulation Recital 9 a (new) (9 a) The Commission should establish ambitious and robust requirements for PEMS measuring equipment that may be used for RDE tests. These requirements should ensure the use of the best available PEMS equipment to ensure accurate measurement of air pollutants, including NOx and number of particles (PN).
Amendment 49 #
Proposal for a regulation Recital 9 a (new) (9 a) It is necessary that the Commission take into account any standards adopted by the European Committee for Standardization (CEN) for a standard procedure to assess RDE measurement uncertainty with regard to gaseous and particle emissions.
Amendment 50 #
Proposal for a regulation Recital 9 a (new) (9 a) In order to encourage the producers to have a proactive, pro- environmental attitude, the new technological innovations meant to absorb NOx should be tested, quantified and considered in the subsequent revision of Euro standards.
Amendment 51 #
Proposal for a regulation Recital 9 b (new) (9 b) In order to ensure swift progress towards improved air quality for Union citizens, it is essential that the Commission adopt a legislative proposal for more stringent air pollutant emissions standards for combustion-engine vehicle as soon as possible, and at the latest by June 2021, as announced by the Commission in its communication of 11 December 2019 entitled "The European Green Deal". In that legislative proposal (post-Euro 6), air pollutant standards should apply to all vehicles regardless of their motor type or the fuel they employ and should ensure a lifelong compliance. The standards should further address all relevant pollutants, including ammonia.
Amendment 52 #
Proposal for a regulation Recital 9 b (new) (9 b) It is essential that the Commission establish, by 1 June 2021 at the latest, ambitious and robust requirements for PEMS measuring equipment that can be used for RDE tests. These requirements should ensure the use of the best available PEMS equipment to ensure accurate measurement of air pollutants, including NOx and number of particles (PN). On the publication of the PEMS requirements, the final conformity factor should become obsolete and no longer apply for the RDE tests as from 1 January 2022 at the latest.
Amendment 53 #
Proposal for a regulation Recital 9 b (new) (9 b) In order to reduce air pollution, the emission limits standards for NOx (and other particle) emissions need to be revised downwards in the post-Euro 6 legislative proposal. Therefore, it is of utmost importance that the Commission present the post-Euro-6 legislative proposal as soon as possible, and at the latest by June 2021, in line with the commitments made under the European Green Deal ensuring a pathway towards zero-emission mobility.
Amendment 54 #
Proposal for a regulation Recital 9 b (new) (9 b) In order to reduce air pollution, the emission limits standards for NOx (and other particle) emissions need to be revised downwards in the post- Euro 6 legislative proposal. Therefore, it is of utmost importance that the Commission present the post-Euro-6 legislative proposal as soon as possible and at the latest by June 2021 in line with the commitments made under the European Green Deal.
Amendment 55 #
Proposal for a regulation Recital 11 (11) In order to contribute to the achievement of the Union’s air quality objectives and to reduce vehicle emissions, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union (TF
Amendment 56 #
Proposal for a regulation Recital 11 (11) In order to contribute to the achievement of the Union’s air quality objectives and to reduce vehicle emissions, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union (TF
Amendment 57 #
Proposal for a regulation Recital 11 (11) In order to contribute to the achievement of the Union’s air quality
Amendment 58 #
Proposal for a regulation Article 1 – paragraph 1 – point 3 – point a Regulation (EC) No 715/2007 Article 4 – paragraph 1 – subparagraph 2 Those obligations include meeting the emission limits set out in Annex I.
Amendment 59 #
Proposal for a regulation Article 1 – paragraph 1 – point 3 – point a Regulation (EC) No 715/2007 Article 4 – paragraph 1 – subparagraph 2 Those obligations include
Amendment 60 #
Proposal for a regulation Article 1 – paragraph 1 – point 3 – point a Regulation (EC) No. 715/2007 Article 4 – paragraph 1 – subparagraph 2 Those obligations include meeting the emission limits set out in Annex I. For the purposes of determining compliance with the Euro 6 emission limits set out in Table 2 of Annex I, the emission values determined during any valid Real Driving Emissions (RDE) test shall be divided by the applicable conformity factor set out in Table 2a of Annex I. The result shall remain below the Euro 6 emission limits set out in Table 2 of that Annex. The error margin shall reach zero by 31 December 2022;
Amendment 61 #
Proposal for a regulation Article 1 – paragraph 1 – point 3 – point a Those obligations include meeting the emission limits set out in Annex I. For the purposes of determining compliance with the Euro 6 emission limits set out in Table 2 of Annex I, the emission values determined during any valid Real Driving Emissions (RDE) test shall be divided by the
Amendment 62 #
Proposal for a regulation Article 1 – paragraph 1 – point 7 – point a Regulation (EC) No 715/2007 Article 10 – paragraph 1 1. With effect from 2 July 2007, if a manufacturer so requests, the national authorities may not, on grounds relating to emissions or fuel consumption of vehicles, refuse to grant EC type approval or national type approval for a new type of vehicle, or prohibit the registration, sale or entry into service of a new vehicle, where the vehicle concerned complies with this Regulation, and in particular with the Euro 5 limit values set out in Table 1 of Annex I or with the Euro 6 limit values set out in Table 2 of Annex I
Amendment 63 #
Proposal for a regulation Article 1 – paragraph 1 – point 7 – point b Regulation (EC) No 715/2007 Article 10 – paragraph 4 – subparagraph 2 Amendment 64 #
Proposal for a regulation Article 1 – paragraph 1 – point 7 – point b Regulation (EC) No 715/2007 Article 10 – paragraph 4 – subparagraph 2 The compliance with the Euro 6 limit values shall, during any valid RDE test, be determined by taking into account the pollutant-specific temporary conformity factor set out in Table 2a of Annex I, until its complete phase-out by 31 December 2021, in accordance with the second subparagraph of Article 4(1).
Amendment 65 #
Proposal for a regulation Article 1 – paragraph 1 – point 7 – point b Regulation (EC) No 715/2007 Article 10 – paragraph 4 – subparagraph 2 The compliance with the Euro 6 limit values shall
Amendment 66 #
Proposal for a regulation Article 1 – paragraph 1 – point 7 – point b Regulation (EC) No 715/2007 Article 10 – paragraph 5 – subparagraph 1 With effect from 1 September 2015, and from 1 September 2016 in the case of category N1 class II and III and category N2 vehicles, national authorities shall, in the case of new vehicles which do not comply with this Regulation, and in particular with the Euro 6 limit values set out in Table 2 of Annex I,
Amendment 67 #
Proposal for a regulation Article 1 – paragraph 1 – point 7 – point b Regulation (EC) No 715/2007 Article 10 – paragraph 5 – subparagraph 2 Amendment 68 #
Proposal for a regulation Article 1 – paragraph 1 – point 7 – point b Regulation (EC) No 715/2007 Article 10 – paragraph 5 – subparagraph 2 The compliance with the Euro 6 limit values shall, during any valid RDE test, be determined by taking into account the pollutant-specific temporary conformity factor set out in Table 2a of Annex I, until its complete phase-out by 31 December 2021, in accordance with the second subparagraph of Article 4(1).;
Amendment 69 #
Proposal for a regulation Article 1 – paragraph 1 – point 7 – point b Regulation (EC) No 715/2007 Article 10 – paragraph 5 – subparagraph 2 The compliance with the Euro 6 limit values shall
Amendment 70 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 Regulation (EC) No 715/2007 Article 14 – paragraph 2 Amendment 71 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 Regulation (EC) No 715/2007 Article 14 – paragraph 3 – point a (a) supplementing this Regulation in order to adapt the procedures, tests and requirements as well as the test cycles used to measure emissions in order to adequately reflect real driving emissions under all normal conditions of use, in particular in view of extending the temperature and altitude boundary conditions to the maximum capability of the best in class PEMS equipment, removing the maximum cumulative positive altitude gain permissible during the trip, removing the additional 1,6 conformity factor for pollutant emissions measured during extended ambient boundary conditions, and addressing hazardous spikes in particles resulting from filter cleaning;
Amendment 72 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 (a) supplementing this Regulation in order to adapt the procedures, tests and requirements as well as the test cycles used to measure emissions in order to adequately reflect real driving emissions in line with ISO standards;
Amendment 73 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 Regulation (EC) No 715/2007 Article 14 – paragraph 3 – point a a (new) (a a) amending this Regulation in order to establish, by 1 June 2021 at the latest, ambitious requirements for PEMS measuring equipment, based on the best available techniques, to ensure accurate measurement of air pollutants and discontinue the applications of the final conformity factors in RDE test as from 1 January 2022 at the latest.
Amendment 74 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 Regulation (EC) No 715/2007 Article 14 – paragraph 3 – point a a (new) (a a) amending this Regulation in order to establish ambitious requirements for PEMS measuring equipment, based on the best available techniques, to ensure accurate measurement of air pollutants. Results of those measurements shall be submitted in a unified form and shall be made publicly available online across the Union.
Amendment 75 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 Regulation (EC) No 715/2007 Article 14 – paragraph 3 – point b Amendment 76 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 Regulation (EC) No 715/2007 Article 14 – paragraph 3 – point b Amendment 77 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 Regulation (EC) No 715/2007 Article 14 – paragraph 3 – point b (b) amending this Regulation in order to adapt to technical progress the pollutant- specific final conformity factors and error margins set out in Table 2a to Annex I
Amendment 78 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 Regulation (EC) No 715/2007 Article 14 – paragraph 3 – point b (b) amending this Regulation in order to
Amendment 79 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 Regulation (EC) No 715/2007 Article 14 – paragraph 3 – point b (b) amending this Regulation in order to adapt to technical progress the pollutant- specific
Amendment 80 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 Regulation (EC) No 715/2007 Article 14 – paragraph 3 – point b (b) amending this Regulation (by revising the margins of error)in order to adapt to technical progress the pollutant- specific final conformity factors set out in Table 2a to Annex I.;
Amendment 81 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 Regulation (EC) No 715/2007 Article 14 – paragraph 3 – point b (b) amending this Regulation in order to
Amendment 82 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 Regulation (EC) No 715/2007 Article 14 – paragraph 3 – point b (b) amending this Regulation in order to
Amendment 83 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 Regulation (EC) No 715/2007 Article 14 – paragraph 3 – point b (b) amending this Regulation in order to adapt to technical progress the pollutant
Amendment 84 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 a (new) Regulation (EC) 715/2007 Article 14 – paragraph 3 a (new) (10a) in Article 14 the following paragraph is inserted: “3 a. In exercising its powers referred to in paragraph 3 the Commission shall take into account any standards adopted by the European Committee for Standardization (CEN) which provide a technically sound approach to assess Real Driving Emissions measurement uncertainty with regard to gaseous and particle emissions and to verify a specific margin of error for PEMS applications. ”
Amendment 85 #
Proposal for a regulation Article 1 – paragraph 1 – point 10 a (new) Regulation (EC) No 715/2007 Article 14 – paragraph 5 a (new) (10 a) In Article 14, paragraph 5a is added: “5a. By June 2021at the latest and in view of improving compliance of Member States with Union Air Quality Standards, the Commission shall present a proposal to the European Parliament and the Council with a view to tightening the emission limits set out in Annex I, and to covering all remaining pollutants, for all types of fuels and power trains, under all driving conditions. New emission limits and accompanying measures, and their date of entry into force, shall be consistent with a pathway towards zero-emission mobility from 2025 onwards and the Union zero-pollution ambition.”
Amendment 86 #
Proposal for a regulation Article 1 – paragraph 1 – point 11 Regulation (EC) No 715/2007 Article 14a – paragraph 2 2. The power to adopt delegated acts referred to in Article 5(3), Article 8 and Article 14(2) and (3) shall be conferred on the Commission for a period of
Amendment 87 #
Proposal for a regulation Article 1 – paragraph 1 – point 11 Regulation (EC) No 715/2007 Article 14a – paragraph 6 a (new) 6 a. The Commission shall take into account any standards adopted by the European Committee for Standardization (CEN) which provide a technically sound approach to assess RDE measurement uncertainty with regard to gaseous and particle emissions, with the aim of requiring the use of such a standard within this Regulation in order for an appropriate authority to verify a specific margin of uncertainty for PEMS applications and to consider if that is sufficient to replace the specific margins of error indicated in Table 2a in Annex I to this Regulation or is able to complement these specific margins.
Amendment 88 #
Proposal for a regulation Annex – paragraph -1 (new) Regulation (EC) No 715/2007 Annex I – table 2 – column 6 Amendment 89 #
Proposal for a regulation Annex Regulation (EC) No 715/2007 Annex I – table 2a Amendment 90 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a – row 2 CF 1,
Amendment 91 #
Proposal for a regulation Annex – paragraph 1 CF 1,
Amendment 92 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a – row 2 CF
Amendment 93 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a – row 2 CF
Amendment 94 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a – row 2 CF
Amendment 95 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a – row 2 CF
Amendment 96 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a – row 2 CF
Amendment 97 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a – row 2 CF
Amendment 98 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a – row 3 Amendment 99 #
Proposal for a regulation Annex – paragraph 1 source: 646.951
2020/01/29
TRAN
5 amendments...
Amendment 72 #
Proposal for a regulation Annex – paragraph -1 (new) Regulation (EC) No. 715/2007 Annex I – table 2 Amendment 73 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a Amendment 74 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a Table 2a: Real Driving Emissions Conformity Factors Oxides of Number of Carbon Total Combined nitrogen (NOx) particles (PN) monoxide hydrocarbons hydrocarbons (CO)(1) (THC) and oxides of nitrogen (THC + NOx) CFpollutant-final (2)
Amendment 75 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a Table 2a: Real Driving Emissions Conformity Factors Oxides of Number of Carbon Total Combined nitrogen (NOx) particles (PN) monoxide hydrocarbons hydrocarbons (CO)(1) (THC) and oxides of nitrogen (THC + NOx) CFpollutant-final (2)
Amendment 76 #
Proposal for a regulation Annex – paragraph 1 Regulation (EC) No 715/2007 Annex I – table 2a Table 2a: Real Driving Emissions Conformity Factors
source: 646.958
2020/01/31
TRAN
63 amendments...
Amendment 10 #
Proposal for a regulation Recital 3 (3) The type-approval requirements relating to emissions from motor vehicles
Amendment 11 #
Proposal for a regulation Recital 3 (3) The type-approval requirements relating to emissions from motor vehicles have been gradually and significantly tightened through the introduction and subsequent revision of Euro standards. While vehicles in general have delivered substantial emission reductions across the range of regulated pollutants, this was not the case for NOx emissions from diesel engines or particles for gasoline direct injection engines, installed in particular in light-duty vehicles.
Amendment 12 #
Proposal for a regulation Recital 4 (4) The Commission performed a detailed analysis of the procedures, tests and requirements for type approval that are set out in Regulation (EC) No 692/2008 on the basis of own research and external information and found that the emissions generated by real driving on the road of Euro 5 or Euro 6 vehicles in almost all cases substantially exceed the emissions measured on the regulatory New European Driving Cycle (NEDC), in particular with respect to NOx emissions of diesel vehicles.
Amendment 13 #
Proposal for a regulation Recital 6 (6) Regulation (EU) 2016/64621 introduced the dates of application of the RDE test procedure, as well as the compliance criteria for RDE. For that |