2023/0042(COD) | [ParlTrack]

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. On the other hand, it should be possible to incentivize zero- and low-emission vocational vehicles, and therefore they should also be accounted, for the purpose of this Regulation, when determining a manufacturer’s compliance with its specific CO2 emissions targets.

Amendment 101 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. On the other hand, zero-and-Low emission vocational vehicles could be used for the purpose of this Regulation and for the purpose of determining manufacturer’s compliance with its specific CO2 emissions targets.

Amendment 102 #

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. On the other hand, zero-and-Low emission vocational vehicles could be used for the purpose of this Regulation and for the purpose of determining manufacturer’s compliance with its specific CO2 emissions targets.

Amendment 103 #

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles~~, such as garbage trucks, tippers or concrete mixers,~~ should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. The Commission should follow the technological development of zero- emission vocational vehicles closely with a view to include such vehicles in the scope of this regulation in a future review.

Amendment 104 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI

Proposal for a regulation
Recital 23

(23) For the purposes of the newly introduced transfer of vehicles between manufacturers and of establishing an exemption for manufacturers producing only few vehicles, a definition of the term of ‘group of connected entities’ should be added to Regulation (EU) 2019/1242, in substance following the terminology used in Regulation (EU) 2019/631 of the European Parliament and of the Council20 for light-duty vehicles. __________________ 20 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).deleted

Amendment 105 #

Proposal for a regulation
Recital 23

Amendment 106 #

Proposal for a regulation
Recital 24

(24) For defining the obligations of individual manufacturers, Union fleet-wide CO₂ reduction targets for the new heavy- duty vehicle fleet should be translated into specific reduction targets for subgroups that should be defined by the technical characteristics of the vehicles they comprise, but consideration should be given to possible delays to the delivery and placing on the market of certain vehicle groups, owing to difficulties in the supply of certain components that are beyond the manufacturer’s control.

Amendment 107 #

Proposal for a regulation
Recital 25 a (new)

(25a) CO2 emissions from vocational vehicles, such as garbage, tippers or concrete mixers, are already certified under VECTO, monitored and reported by vehicle manufacturers and Member States, and several zero-emission vocational vehicles are already commercially available in Europe. CO2 emissions from vocational vehicles represent around 5% of heavy-duty vehicles emissions and around 10% of the sales. As they mostly operate in cities, vocational vehicles also significantly impact urban air quality. Most of those vehicles run on low mileage and predictable routes, and are being stored overnight in depots, thereby making it easier for operators to run zero-emission vehicles. CO2 emissions reduction targets should therefore also apply to those vehicles.

Amendment 108 #

Proposal for a regulation
Recital 25 b (new)

(25b) CO2 emissions from small lorries with a maximum mass lower than 5t and medium lorries with a maximum mass lower than 7.4t cannot yet be determined under VECTO, but their CO2 emissions are being determined under Regulation (EU) 2018/858 and their registrations reported by Member States to the Commission. Zero-emission technologies for vehicles under this segment are already mature and cost-efficient. This segment includes many urban delivery trucks supplying stores like supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality. Smaller lorries should therefore also be subject to the same CO2 targets, and be attributed to the respective sub-groups according to their mission profile, mileage and payload.

Amendment 109 #

Proposal for a regulation
Recital 26

~~(26) Due to the technical readiness of the sub-sector and the need to improve air quality in cities, a mandatory minimum share of new zero-emission urban buses should be set.~~deleted

Amendment 110 #

Proposal for a regulation
Recital 26

(26) In 2021, zero-emission buses represented 23% of all EU sales of that segment, with some Member States already reaching close to 100%, including the Netherlands and Bulgaria. Due to the technical readiness of the sub-sector and the need to improve air quality in cities, a mandatory minimum share of new zero- emission urban buses should be set. This minimum share should reach 100% by 2030.

Amendment 111 #

Proposal for a regulation
Recital 27

(27) ~~A mandatory minimum share of zero-emission urban buses should reflect the societal need for affordable public transport, includ~~With Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles setting min rural areas. The increased supply of zero-emission urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of zero-emission urban buses, reflecting fossil fuel savings resulting from their operation. Joint procurement of urban buses building on the Clean Bus Platform can bring the purchasing cost of such buses further down, and the proposed Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. Finally, regional and long- distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicleimum procurement targets for clean heavy duty vehicles in public transport fleets, with clean vehicles identified both as zero-emission and low- emissions vehicles, many local contracting authorities have made long- term investments in low-emissions technologies, which can include electric but also biogas. Hence, urban, inter- urban, and regional and long-distance buses and coaches, including for transport in rural areas, need to remain subject to the targets for heavy duty vehicles with some margin to be left to accommodate developments in technology yet to occur and the financial decisions made so far by local contracting authorities. Beyond the costs of acquiring zero and low emissions buses and coaches, massive investments in infrastructure are necessary for local contracting authorities to adapt to new and more ambitious CO2 standards. Support from the Social Climate Fund could address specific needs of rural areas and prevent transport poverty21 by securing access to affordable public transport. __________________ 21 In line with the definition in the Social Climate Fund regulation, article 2(2a)

Amendment 112 #

Proposal for a regulation
Recital 27

(27) ~~A mandatory minimum share of zero-emission urban buses should reflect the societal need for affordable public transport, including in rural areas.~~ The increased supply of zero- emission urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of zero-emission urban buses, reflecting fossil fuel savings resulting from their operation. Joint procurement of urban buses building on the Clean Bus Platform can bring the purchasing cost of such buses further down, and the proposed Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. Finally, regional and long- distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicles. Support from the Social Climate Fund could address specific needs of rural areas and prevent transport poverty21 by securing access to affordable public transport. ~~__________________~~ The Commission should also consider amending the Clean Vehicles Directive1a so that it is aligned with the ambition of this Regulation. __________________ 1a Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles 21 In line with the definition in the Social Climate Fund regulation, article 2(2a)

Amendment 113 #

Proposal for a regulation
Recital 27 a (new)

(27a) Low-entry buses which are registered only in class II are designed for interurban operations and can be clearly identified. With their interurban mission profiles they should not be subject to the zero-emission mandate for urban buses. Instead, class II low entry vehicles should be treated as high floor interurban vehicles and coaches.

Amendment 114 #

Proposal for a regulation
Recital 27 a (new)

Amendment 115 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Recital 28

(28) The zero- and low-emission factor should last be applied for the reporting period of the year 20239, ~~because it is no longer considered necessary after that time as an ince~~in order to contivnue to promote the market entrance of zero-emission vehicles in the HDV sector.

Amendment 116 #

Proposal for a regulation
Recital 28

Amendment 117 #

Proposal for a regulation
Recital 28

(28) The zero- and low-emission factor should last be applied for the reporting period of the year 20239, ~~because it is no longer considered necessary after that time as an incentive to~~in order to continue promoteing the market entrance of zero-emission vehicles in the heavy-duty sector.

Amendment 118 #

Proposal for a regulation
Recital 28

Amendment 119 #

Proposal for a regulation
Recital 28

(28) The zero- and low-emission factor should last be applied for the reporting period of the year 2029, because it is no longer considered necessary after that time as an incentive to promote the market entrance of zero- and low emissions vehicles.

Amendment 120 #

Proposal for a regulation
Recital 28

(28) The zero- ~~and low-~~emission factor should last be applied for the reporting period of the year 2029, because it is no longer considered necessary after that time as an incentive to promote the market entrance of zero-emission vehicles.

Amendment 121 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI

Proposal for a regulation
Recital 28 a (new)

(28a) Low-entry buses which are registered only in class II are designed for interurban operations and can be clearly identified. With their interurban mission profiles they should not be subject to the zero-emission mandate for urban buses. Instead, class II low entry vehicles should be treated as high floor interurban vehicles and coaches.

Amendment 122 #

Proposal for a regulation
Recital 29

(29) As commercial rather than legal entities should be considered for compliance, economically connected manufacturers should, within certain limits, be allowed to transfer vehicles between them for the purposes of accounting these vehicles under Regulation (EU) 2019/1242.deleted

Amendment 123 #

Proposal for a regulation
Recital 29

Amendment 124 #

Proposal for a regulation
Recital 30

(30) Furthermore, in order to strengthen the development of new zero-emission technologies in specialized small- and medium-sized companies, it should also be possible to transfer zero-emission vehicles between non-connected entities, and to transfer existing vehicles retrofitted to zero-emission vehicles. Retrofitting existing vehicles represents a great opportunity to accelerate the transition towards zero-emission mobility in a cost- efficient and resource-efficient way.

Amendment 125 #

Proposal for a regulation
Recital 32

(32) The existing system of multi-annual emission credits and emission debts should be extended to 2039 as reduction targets keep strengthening beyond 2030 until 2040 and require forward-looking technical developments of manufacturers during that period. . Nevertheless, manufacturers should clear all remaining emission debts in the years 2029, 2034 and 2039, and emission credits that are not used within five years after they have been acquired should automatically expire, so as to avoid delays in achieving further emissions reductions.

Amendment 126 #

Jan-Christoph OETJEN, Nicola DANTI, Elsi KATAINEN, Ondřej KOVAŘÍK

Proposal for a regulation
Recital 38 a (new)

(38a) In order to promote the uptake of vehicles that consume less energy, the Commission should investigate as part of the 2028 review the impacts of setting minimum energy efficiency thresholds for new zero-emission heavy-duty vehicles placed on the Union market.

Amendment 127 #

Proposal for a regulation
Recital 39 a (new)

(39a) For the swift decarbonisation of the transport sector it is important to adopt a holistic approach and take into account the full-life cycle CO2 emissions of heavy duty vehicles place on the Union market. Looking exclusively at tailpipe emissions, only captures part of the CO2 emissions and is not in line with technological neutrality. Thus, the Commission should develop a methodology for assessing the full life- cycle CO2 emission of heavy duty vehicles.

Amendment 128 #

Proposal for a regulation
Recital 39 a (new)

(39a) It is important to assess the full life-cycle CO2 emissions of heavy-duty vehicles at Union level. To that end, the Commission should develop a methodology for the assessment and the consistent data reporting of the full life- cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market.

Amendment 129 #

Proposal for a regulation
Recital 39 a (new)

(39a) The assessment of the full life- cycle CO2 emissions of heavy-duty vehicles at Union level is important. Hence, the Commission should develop a methodology for the assessment and the consistent data reporting of the full life- cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market.

Amendment 130 #

Proposal for a regulation
Recital 42 a (new)

(42a) This regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. As a complement to the efforts towards an increasing availability of zero emission vehicles, following consultation with stakeholders, the Commission will make a proposal for a mechanism to duly account the contribution from the use of sustainable renewable transport fuels including biofuels, biomass fuels as well as RFNBOs when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.

Amendment 131 #

Proposal for a regulation
Recital 42 a (new)

Amendment 132 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Recital 42 a (new)

(42a) This regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. As a complement to the efforts towards an increasing availability of zero emission vehicles, a mechanism based on a carbon correction factor is introduced to duly account the contribution from the use of sustainable renewable transport fuels including biofuels, biomass fuels as well as RFNBOs when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.

Amendment 133 #

Jan-Christoph OETJEN, Nicola DANTI, Elsi KATAINEN, Ondřej KOVAŘÍK

Proposal for a regulation
Recital 42 a (new)

(42a) This regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. As a complement to the efforts towards an increasing availability of zero emission vehicles, a mechanism based on a carbon correction factor is introduced to duly account the contribution from the use of sustainable renewable transport fuels including biofuels, biomass fuels as well as RFNBOs when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.

Amendment 134 #

Proposal for a regulation
Recital 42 a (new)

(42a) In order to speed-up the transition a mechanism, based on a carbon correction factor is introduced that reflects the CO2 intensity and the share of CO2 neutral fuels.

Amendment 135 #

Jan-Christoph OETJEN, Nicola DANTI, Elsi KATAINEN, Ondřej KOVAŘÍK

Proposal for a regulation
Recital 42 b (new)

(42b) a new definition of "CO2 neutral fuels" is introduced to allow for renewable fuels as defined in Directive 2018/2001, including biofuels, biogas, bioliquids, biomass fuels and renewable fuels of non-biological origin or recycled carbon fuels.

Amendment 136 #

Proposal for a regulation
Article 1 – paragraph 1 – point 1

Regulation (EU) 2019/1242
Article 1 – paragraph 1

1. This Regulation establishes CO2 emissions performance requirements for new heavy-duty vehicles that contribute to achieving the Union's ~~target of reducing its greenhouse gas emission~~climate-neutrality objective and its intermediate Union climate targets, as laid down in Regulation (EU) 2018/84223 , and the objectives of the Paris Agreement24 and to ensure the proper functioning of the internal market. __________________ 23 Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 16, 19.6.2018, p. 26. 24 OJ L 282, 19.10.2016, p.4.

Amendment 137 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – point b

(b) N~~1, which do not fall under Regulation (EU) 2019/631, N2~~2 with a technically permissible maximum laden mass above 5 tons and N3;

Amendment 138 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – paragraph 1 – point b

(b) N~~1, which do not fall under Regulation (EU) 2019/631, N2~~2 (a) with a technically permissible maximum laden mass above 5 tons and N3;

Amendment 139 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2

(b) N12, w~~hich do not fall under Regulation (EU) 2019/631, N2~~ith a technically permissible maximum laden mass above 5 tons, and N3;

Amendment 140 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – after point c

(ca) It shall also apply, for the purposes of this Regulation, to zero-and-low emission vocational vehicles.

Amendment 141 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2

(ca) It shall also apply, for the purposes of this Regulation, to zero- and low- emission vocational vehicles.

Amendment 142 #

Elsi KATAINEN, Jan-Christoph OETJEN, Ondřej KOVAŘÍK, Erik BERGKVIST

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – paragraph 1 – point c

(ca) It shall also apply, for the purposes of this Regulation, to zero-and-low emission vocational vehicles.

Amendment 143 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point c

Regulation (EU) 2019/1242
Article 2 – paragraph 4 a (new)

4a. Vehicle groups 11, 12 and 16 from N3 category shall not be subject to the CO2 emission targets set out in Article 3a of this Regulation.

Amendment 144 #

Elsi KATAINEN, Jan-Christoph OETJEN, Ondřej KOVAŘÍK, Erik BERGKVIST

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point c

Regulation (EU) 2019/1242
Article 1 – paragraph 5

5a. Groups 11,12 and 16 of category N3 vehicles shall not be subject to the CO2 emission targets under Article 3a.

Amendment 145 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point c

Regulation (EU) 2019/1242
Article 2 – paragraph 6

6. The reporting obligations laid down in Articles 13a to 13f shall also apply to the vehicles that are not subject to CO2 emission targets in accordance with paragraphs 4, 4a and 5 of this Article.;

Amendment 146 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point c a (new)

Regulation (EU) 2019/1242
Article 3 – point 8

(ca) point (8) is replaced by the following: '(8) 'vehicle sub-group' means a grouping of vehicles as defined in point 1 of Annex I, that are characterised by a common and distinctive set of technical criteria relevant for determining the CO2 emissions and fuel consumption of those vehicles, taking into account the attribution of small and medium lorries with a maximum mass lower than 7.4t as laid down in Table 1.1.1a of Annex I;'

Amendment 147 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point e

Regulation (EU) 2019/1242
Article 3 – point 10

(e) point (10) is ~~deleted;~~ replaced by the following: '(10) 'manufacturer' means the person or body to which the vehicles registered in a given period have been attributed in accordance with Article 7a;’;

Amendment 148 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point f

Regulation (EU) 2019/1242
Article 3 – point 10 b a (new)

(10ba) “CO2 Neutral Fuel” means a biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin (RFNBO) or a Recycled Carbon Fuel (RCF), where the emissions of the fuel in use complies with a minimum threshold of greenhouse gas emissions savings at least 70% as laid down in Directive (EU) 2018/2001.

Amendment 149 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – point 11 – point a

(a) a heavy-duty motor vehicle with ~~not more~~ out an internal combustion engine, or with an ~~5 g/(t∙km) or 5 g/(p∙km) of CO2 emissions~~internal combustion engine that emits less than 1gCO2/(t.km) or 1gCO2/(p.km) as determined in accordance with Article 9 of Regulation (EU) 2017/2400;

Amendment 150 #

Bergur Løkke RASMUSSEN

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – point 11 – point a

(a) a heavy-duty motor vehicle with not more than 51 g/(t∙km) or 51 g/(p∙km) of CO2 emissions as determined in accordance with Article 9 of Regulation (EU) 2017/2400;

Amendment 151 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – point 11 – point b

(b) a heavy-duty motor ~~vehicle fulfilling the conditions of point 1.1.4 of Annex I to this Regulation~~without a combustion engine or with a combustion engine emitting not more than 1 gCO2/(t.km) or 1 gCO2/(p.km) as determined in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council, if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;

Amendment 152 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – point 11 – point (b a) (new)

(ba) a heavy-duty motor vehicle of category N2 with a maximum mass lower than 7.4t without an internal combustion engine, or with an internal combustion engine that emits less than 1gCO2/(t.km) as determined in accordance with Regulation (EU) 2018/858 if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;

Amendment 153 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point f a (new)

Regulation (EU) 2019/1242
Article – point 23 b (new)

(fa) the following points (23a) and (23b) are inserted: (23a) “CO2 Neutral Fuel” means a biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin (RFNBO) or a Recycled Carbon Fuel (RCF), where the emissions of the fuel in use complies with a minimum threshold of greenhouse gas emissions savings at least 70% as laid down in Directive (EU) 2018/2001.

Amendment 154 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point h a (new)

Regulation (EU) 2019/1242
Article 3 – point 12 a (new)

(ha) ‘CO2 Neutral Fuel’ means a renewable and/or synthetic fuel as defined by Directive 2018/2001 including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin (RFNBO) or a Recycled Carbon Fuel (RCF), where the emissions of the fuel in use e(u) is taken to be net zero. Other renewable and/or synthetic fuels not listed in Directive 2018/2001 can fulfil this definition provided that they meet the above criteria and the sustainability criteria of said Directive and associated delegated acts.’

Amendment 155 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i – introductory part

(i) the following points (16) to (235) are added:

Amendment 156 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – point 23 a (new)

(23a) ‘CO2 Neutral Fuel’ means a renewable and/or synthetic fuel as defined by Directive 2018/2001 including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin – RFNBO or a Recycled Carbon Fuel – RCF, where the emissions of the fuel in use (eu) can be taken to be net zero, meaning that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use eu is of biogenic origin and/or has been avoided being emitted as CO2 into the atmosphere or has been captured from ambient air or has avoided its existing fate. Other renewable and/or synthetic fuels not listed in Directive 2018/2001 can fulfil this definition provided that they meet the above criteria and the sustainability criteria of said Directive and associated delegated acts. A mixture of two or more CO2 neutral fuels is considered a CO2 neutral fuel.

Amendment 157 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – point 23 a (new)

Amendment 158 #

Jan-Christoph OETJEN, Nicola DANTI, Elsi KATAINEN, Ondřej KOVAŘÍK

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – point 23 a (new)

(23a) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the greenhouse gas emission intensity and the share of CO2 Neutral Fuels, as defined in Article 3 (12a) of this article.

Amendment 159 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – point 23 a (new)

(23a) "CO2 Neutral Fuels" means renewable fuels as defined in Directive 2018/20011a, including biofuels, biogas, bioliquids, biomass fuels and renewable fuels of non-biological origin or recycled carbon fuels.

Amendment 160 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – point 23 b (new)

(23b) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of CO2 Neutral fuels, as defined in Article 3 (23a) of this Regulation.

Amendment 161 #

Jan-Christoph OETJEN, Nicola DANTI, Elsi KATAINEN, Ondřej KOVAŘÍK

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Amendment 162 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation 2019/1242
Article 3 – point 23 b (new)

(23b) "Carbon Correction Factor" means a factor reflecting the CO2 intensity and share of CO2 neutral fuels;

Amendment 163 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – point 23 a (new)

(23a) CO 2 Neutral Fuel’ means a renewable and/or synthetic fuel as defined by Directive 2018/2001 including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin RFNBO or a Recycled Carbon Fuel RCF, where the emissions of the fuel in use ( e u ) is taken to be net zero. Other renewable and/or synthetic fuels not listed in Directive 2018/2001 can fulfil this definition provided that they meet the above criteria and the sustainability criteria of said Directive and associated delegated acts. (23b) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of CO 2 Neutral fuels, as defined in Article 3 (23a) of this Regulation.

Amendment 164 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point j

Regulation (EU) 2019/1242
Article 3 – new paragraph

(j) the following paragraph is added: ‘ For the purposes of this Regulation, ‘a group of connected manufacturers’ means a manufacturer and its connected undertakings. ‘Connected undertaking’ means: (a) undertakings in which the manufacturer has, directly or indirectly: (i) half the voting rights; or (ii) half the members of the supervisory board, board of management or bodies legally representing the undertaking; or (iii) the right to manage thedeleted the power to exercise more than the power to appoint more than undertaking’s affairs; (b) indirectly have, over the manufacturer, the rights or powers referred to in point (a); (c) undertaking referred to in point (b) has, directly or indirectly, the rights or powers referred to in point (a); (d) manufacturer together with one or more of the undertakings referred to in point (a), (b) or (c), or in which two or more of the latter undertakings, jointly have the rights or powers referred to in point (a); (e) or the powers referred to in point (a) are jointly held by the manufacturer or one or more of its connected undertakings referred to in points (a) to (d) and one or more third parties.; ’which directly or undertakings in which an undertakings in which the undertakings in which the rights

Amendment 165 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point j

Amendments to Regulation (EU) 2019/1242
Article 3 – new paragraph

(j) the following paragraph is added: ‘ For the purposes of this Regulation, ‘a group of connected manufacturers’ means a manufacturer and its connected undertakings. ‘Connected undertaking’ means: (a) manufacturer has, directly or indirectly: (i) half the voting rights; or (ii) half the members of the supervisory board, board of management or bodies legally representing the undertaking; or (iii) undertaking’s affairs; (b) indirectly have, over the manufacturer, the rights or powers referreddeleted undertakings in which the the power to exercise more than the power to in appoint (a); (c) undertaking referred to in point (b) has, directly or indirectly, the rights or powers referred to in point (a); (d) manufacturer together with one or more of the undertakings referred to in point (a), (b) or (c), or in which two or more of the latter undertakings, jointly have the rights or powers referred to in point (a); (e) or the powers referred to in point (a) are jointly held by the manufacturer or one or more of its connected undertakings referred to in points (a) to (d) and one or more third parties.; ’more than the right to manage the undertakings which directly or undertakings in which an undertakings in which the undertakings in which the rights

Amendment 166 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4 – introductory part

(4) the following Articles 3a toand 3cb are inserted:

Amendment 167 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1

1. The average CO2 emissions of the Union fleet of new heavy-duty motor vehicles, other than special purpose, off- road, and off-road special purpose~~, and vocational~~ vehicles shall be reduced by the following percentages compared to the average CO2 emissions of the reporting period of the year 2019:

Amendment 168 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Amendments to Regulation (EU) 2019/1242
Article 3 a – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %,

Amendment 169 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a (new)

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %,

Amendment 170 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %,

Amendment 171 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 1 – paragraph 1 – point 4

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %,

Amendment 172 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – Paragraph 1 – Subparagraph b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 435 %,

Amendment 173 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 450 %,

Amendment 174 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 1 – paragraph 1 – point 4

Amendment 175 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point (b)

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 465 %,

Amendment 176 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a (new)

Amendment 177 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a

Amendment 178 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – point c

Amendment 179 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – subparagraph d

Amendment 180 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1

Amendment 181 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point (c)

Amendment 182 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point (d)

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 9100%.

Amendment 183 #

Bergur Løkke RASMUSSEN

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 9100%.

Amendment 184 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – subparagraph d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 980%.

Amendment 185 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 970%.

Amendment 186 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 970%.

Amendment 187 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 1 – paragraph 1 point 4

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 970%.

Amendment 188 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a (new)

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 970%.

Amendment 189 #

Roman HAIDER, Georg MAYER

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 2

2. To these CO2 emission targets, the vehicle sub-groups have to contribute as laid down in point 4.3. of Annex I, taking into account the attribution of non- certified vehicles as laid down in Table 1.1.1a of Annex I.

Amendment 19 #

Proposal for a regulation
–

The Committee on Transport and Tourism calls on the Committee on the Environment, Public Health and Food Safety, as the committee responsible, to propose rejection of the amendment to Regulation (EU) 2019/1242 as regards strengthening the CO2 emission performance standards for new heavy- duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956.

Amendment 190 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 3 a (new)

3a. From 1 January 2040 all newly registered heavy-duty motor vehicles equipped with internal combustion engines must exclusively run on CO2 neutral fuels.

Amendment 191 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b

~~Article 3b Zero-emission vehicle target for urban buses~~deleted

Amendment 192 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 1

Amendment 193 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 1

Amendment 194 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 1

Amendment 195 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 1

Amendment 196 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 1

Amendment 197 #

Elsi KATAINEN, Jan-Christoph OETJEN, Ondřej KOVAŘÍK, Erik BERGKVIST

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 1

Amendment 198 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 1

Amendment 199 #

Andris AMERIKS, Bogusław LIBERADZKI

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 2

2. Member States may decide to exclude from the obligation under this Article a limited share of the urban buses registered in each reporting period, confirming that the purpose of the vehicle cannot be equally served by a zero- emission vehicle and it is thus in the public interest to register a non-zero emission vehicle to fulfil that purpose, due to socio-economic cost-benefit in view of specific territorial morphology or meteorological circumstances. The Commission is empowered to adopt delegated acts in accordance with Article 17 to define the maximum share of vehicles that a Member State can exclude, and the socio-economic cost-benefit in view of territorial morphology and meteorological circumstance justifying the exclusion referred to in the previous paragraph.deleted

Amendment 20 #

Proposal for a regulation
Recital 1

(1) Tackling climate and environmental-related challenges and reaching the objectives of the Paris Agreement, adopted in December 2015 under the United Nations Framework Convention on Climate Change (UNFCCC), are at the core of the Communication on the “European Green Deal”, adopted by the Commission on 11 December 201910 . The necessity and value of the European Green Deal have only grown in light of the very severe effects of the COVID-19 pandemic on the health and economic well-being of the Union’s citizens and the Russia's invasion of Ukraine including rebuilding of Ukraine after war. __________________ 10 Commission Communication of 11 December 2019 on the European Green Deal, COM(2019) 640 final.

Amendment 200 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Amendment 201 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 2 – first part

Member States may decide to exclude from the obligation under this Article a limited share of the urban buses registered in each reporting period, confirming that the purpose of the vehicle cannot be equally served by a zero- emission vehicle and it is thus in the public interest to register a non-zero emission vehicle to fulfil that purpose, due to socio-economic cost-benefit in view of specific territorial morphology or meteorological circumstances.deleted

Amendment 202 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 2 – second part

~~The Commission is empowered to adopt~~ delegated acts in accordance with Article 17 to define the maximum share of vehicles that a Member State can exclude, and the socio-economic cost-benefit in view of territorial morphology and meteorological circumstance justifying the exclusion referred to in the previous paragraph.

Amendment 203 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 3

3. Regarding the use of vehicles referred to in this Article, the Commission shall be empowered to adopt delegated acts in accordance with Article 17 to provide with common technical specifications, including standards, regarding: (a) the technical and open interoperability between the recharging and refuelling infrastructure and the vehicles, in terms of physical connections and communication exchange. (b) use of the data generated.deleted the safe and secure sharing and

Amendment 204 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 3 – point a

~~(a) the technical and open interoperability between the recharging and refuelling infrastructure and the vehicles, in terms of physical connections and communication exchange.~~deleted

Amendment 205 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 3 – point b

~~(b) the safe and secure sharing and use of the data genera~~deleted.

Amendment 206 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 c

~~Article 3c~~deleted

Amendment 207 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 c – Title

~~Public procurement procedures~~deleted

Amendment 208 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 c – Title

PEnsuring sustainable and resilient supply chains for urban buses through public procurement procedures

Amendment 209 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 c – paragraph 1

1. Contracting authorities or contracting entities shall base the award of public contracts for the purchase or the use of vehicles referred to in Article 3b on the most economically advantageous tender which shall include the best price- quality ratio and the security of supply contribution of the tender, in compliance with relevant international law.deleted

Amendment 21 #

Proposal for a regulation
Recital 2

(2) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the Union by 2050, and sets out a new ~~growth~~ strategy that aims to transform the Union into a fair and prosperous society with a modern, resource-efficient and competitive economy, where economic ~~growth~~development is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.

Amendment 210 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 c – paragraph 1

1. Contracting authorities or contracting entities shall ~~base the award of public~~, when contractsing for the purchase ~~or the u~~, lease, rent or hire- purchase of vehicles referred to in Article 3b onr of the ~~most economica~~related charging infrastructure, take account of the energy and environmental impacts of those vehicles over their lifetime, as welly a~~dvantageous tender which shall include the best price- quality ratio~~s of the security of supply related to those vehicles and their spare parts. They shall do so by including criteria for the sustainability and the security of supply contribution of the tender, in compliance with relevant international law.

Amendment 211 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 c – paragraph 2

2. The tender’s contribution to the security of supply shall be assessed, inter alia, based on : (a) tenders originating in third countries, as determined in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council; (b) of a restrictive or distortive measure on such vehicles or on the technical and open interoperability between the recharging and refuelling infrastructure and the vehicles; (c) parts for the functioning of the equipment subject to the tender; (d) possible changes in its supply chain during the execution of the contract will not affect adversely the execution of the contract; (e) a certification or documentation demonstrating that the organisation of the tenderer’s supply chain will allow it to comply with the security of supply requirement.deleted the proportion of the products or the introduction by third countries the availability of essential spare a commitment by the tenderer that

Amendment 212 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 c – paragraph 2 a (new)

2a. The tender’s contribution to the sustainability shall be assessed, inter alia, based on: (a) environmental sustainability going beyond the minimum requirements in applicable legislation, in particular for the recycling and sourcing of batteries; (b) the energy efficiency of the vehicles; (c) the potential to reduce the use of natural resources and materials, for instance by retrofitting existing vehicles to zero-emission powertrains.

Amendment 213 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 c – paragraph 3

~~3. In accordance with Article 3b, the tender’s contribution to security of supply shall be given a weighting of between 15 to 40% of the award criteria. ;~~deleted

Amendment 214 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 c – paragraph 3

3. In accordance with Article 3b, the tender’s contribution to sustainability shall be given a weighting of between 15 to 40% of the award criteria, and the tender's contribution to security of supply shall also be given a weighting of between 15 to 40% of the award criteria. This is without prejudice of the application of Article 41(3) of Directive 2014/23/EU, Article 67(5) of Directive 2014/24/EU or Article 82(5) of Directive 2014/25/EU for giving a higher weighting to those criteria;

Amendment 215 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 c – paragraph 3

3. In accordance with Article 3ba, the tender’s contribution to security of supply shall be given a weighting of between 15 to 40% of the award criteria. ;

Amendment 216 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 c – paragraph 3 a (new)

3a. The proportion of the products or tenders originating in third countries, as determined in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council, shall not exceed 50% of the tender’s value.

Amendment 217 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)

Regulation (EU) 2019/1242
Article 3 d (new)

(4a) the following Article 3d is inserted: ‘Article 3 d Zero-Emission HDVs Forum By ... [6 months after the entry into force of this Regulation] and each year thereafter, the Commission shall convene a ‘Zero-Emission HDVs Forum’, which shall be composed of representatives from public charging stations operators, electricity transmission system operators, long-haul transporters, urban logistic operators, public transport operators, civil society organisations and independent think tanks, Member States and manufacturer. The purpose of the Forum shall be to foster cooperation for the effective and cost-efficient roll-out of zero-emission heavy-duty vehicles and recharging and refuelling infrastructure in view of the increased ambition of this Regulation.'

Amendment 218 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point a

(a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period, including zero-and-low emission vocational vehicles; and;

Amendment 219 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point a

(a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period;, including zero-and-low emission vocational vehicles and;

Amendment 22 #

Proposal for a regulation
Recital 3

(3) The Union committed to reducing the Union’s economy-wide net greenhouse gas emissions by at least 55 % by 2030 below 1990 levels in the updated nationally determined contribution submitted to the UNFCCC Secretariat on 17 December 2020. The Council stated in its conclusions of 24 October 2022 that it stands ready, as soon as possible after the conclusions of the negotiations on the essential elements of ‘Fit for 55’ package, to update, as appropriate, the NDC of the EU and its Member States, in line with § 29 of the Glasgow Climate Pact to reflect how the final outcome of the essential elements of ‘Fit for 55’ package implements the EU headline target as agreed by the European Council in December 2020.

Amendment 220 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point b a (new)

(5a) in Article 4, first paragraph, the following point (ba) is inserted: (ba) the application of the Carbon Correction Factor (CCF) determined in accordance with paragraph7 (new) of Annex I.

Amendment 221 #

Jan-Christoph OETJEN, Nicola DANTI, Elsi KATAINEN, Ondřej KOVAŘÍK

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point b a (new)

(5a) in Article 4, first paragraph, the following point (ba) is inserted: '(ba) the application of the Carbon Correction Factor (CCF) determined in accordance with point 2.1. of Annex I.'

Amendment 222 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point b a (new)

(5a) in Article 4, first paragraph, the following point (ba) is inserted: ‘(ba) the application of the Carbon Correction Factor (CCF) determined in accordance with point 7 of Annex I.’

Amendment 223 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph1 – point b a (new)

(5a) in Article 4, first paragraph, the following point (ba) is inserted: the application of the Carbon Correction Factor

Amendment 224 #

Jan-Christoph OETJEN, Nicola DANTI, Elsi KATAINEN, Ondřej KOVAŘÍK

Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)

Regulation (EU) 2019/1242
Article 4 a (new)

(5b) Methodology for registration of heavy-duty vehicles running exclusively on CO2 neutral fuels the following Article 4a is inserted: Article 4a Following consultation with stakeholders, at the latest one year after the entry into force of the regulation, the Commission will make a proposal for registering heavy-duty vehicles running exclusively on CO2 neutral fuels for compliance purposes and in conformity with the Union’s climate neutrality objective.

Amendment 225 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)

Regulation (EU) 2019/1242
Article 4 a (new)

(5b) the following Articles 4a is inserted: Following consultation with stakeholders, at the latest one year after the entry into force of the regulation, the Commission shall develop a methodology for registering heavy-duty vehicles running exclusively on CO2 neutral fuels for compliance purposes in conformity with EU law and with the Union’s climate neutrality objective.

Amendment 226 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)

Regulation (EU) 2019/1242
Article 4 a (new)

Amendment 227 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 a (new)

(5a) the following Article 4a is inserted: Following consultation with stakeholders, the Commission shall make a proposal for registering heavy-duty vehicles running exclusively on CO2 carbon neutral fuels in conformity with the Union’s climate- neutrality objective.

Amendment 228 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 5 – paragraph 1

Amendment 229 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 1 – paragraph 6 – point a

Amendment 23 #

Proposal for a regulation
Recital 3 a (new)

(3a) During COP26 in Glasgow, the Global Memorandum of Understanding on Zero-Emission Medium- and Heavy- Duty Vehicles was launched. To this date, 25 countries including 10 Member States have already pledged to transition towards 100% zero-emission trucks and buses sales by 2040.

Amendment 230 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 1 – paragraph 6 – point a

Amendment 231 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 5

Amendment 232 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 5 – paragraph 1 – second sub–paragraph

The zero-emission and low-emission factor shall take into account the number and the CO2 emissions of all zero- and low- emission heavy-duty vehicles of category N in the manufacturer’s fleet.;

Amendment 233 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point b

Regulation (EU) 2019/1242
Article 5 – paragraph 3

3. For the reporting periods from 2025 to 2029 the zero- and low-emission factor shall only take into account the number and the CO2 emissions of all zero- emission heavy-duty vehicles of category N in the manufacturer's fleet, and shall be determined on the basis of a 215 % benchmark in accordance with point 2.3.2 of Annex I.;

Amendment 234 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point c

Regulation (EU) 2019/1242
Article 5 – paragraph 4

4. The zero-emission and low- emission factor shall reduce the average specific CO2 emissions of a manufacturer by a maximum of 310 %. The contribution to that factor of the zero-emission vehicles of category N, other than those in vehicles sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5- LH, 9-RD, 9-LH, 10-RD, 10-LH, shall reduce the average specific CO2 emissions of a manufacturer by a maximum of ~~1,5~~3 %.;

Amendment 235 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point c

Regulation (EU) 2019/1242
Article 5 – paragraph 4

Amendment 236 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point c

Regulation (EU) 2019/1242
Article 5 – paragraph 4

Amendment 237 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point c

Amendment 238 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6 a – paragraph 1 – point b

~~(b) for the transfer of vehicles other than zero-emission vehicles, the transferring and the receiving manufacturer must belong to a group of connected manufacturers;~~deleted

Amendment 239 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6 a – paragraph 1 – point b

~~(b) for the transfer of vehicles other than zero-emission vehicles, the transferring and the receiving manufacturer must belong to a group of connected manufacturers;~~deleted

Amendment 24 #

Proposal for a regulation
Recital 4

(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council11 , the Union has enshrined in legislation the target of economy-wide climate neutrality ~~by 2050 in legislation~~as soon as possible and by 2050 at the latest, and the aim to achieve negative emissions thereafter. That Regulation also establishes a binding Union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55 % below 1990 levels by 2030. That Regulation also establishes that the Commission should endeavour to align all future legislative and budgetary proposals with the objectives and targets set out in that Regulation and, in any case of non- alignment, provide the reasons as part of the impact assessment accompanying those proposals. __________________ 11 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1).

Amendment 240 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6 a – paragraph 1 – point c

(c) for transfers of zero-emission vehicles between manufacturers not belonging to a group of connected manufacturers, or for transfers of existing vehicles retrofitted to zero-emission vehicles: the number of zero- emissions vehicles transferred to a manufacturer must not exceed 5 % of all its new heavy-duty vehicles registered in a given reporting period.

Amendment 241 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6 b – point 1

1. If less than 100 new heavy-duty vehicles of a manufacturer were registered in a given reporting period, the average specific CO₂ emissions as provided for in Article 4 and point 2.7 of Annex I and the specific CO₂ emissions targets as provided for in Article 6 and point 4.1 of Annex I shall be set to “0” in the respective reporting period.deleted

Amendment 242 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point b

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – second subparagraph

(b) in paragraph 1, the second subparagraph~~, ‘2029’ is replaced by ‘2039~~ is replaced by the following; ‘Emission credits shall be acquired in the reporting periods of the years 2019 to 2039, and shall only be taken into account for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of any of the five years following the year during which they have been acquired. However, the emission credits acquired in the reporting periods of the years 2019 to 2024 shall be taken into account for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of the reporting period of the year 2025 only.’;

Amendment 243 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 4

Amendment 244 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 4

Amendment 245 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 4

Amendment 246 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 4

Amendment 247 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point a

Regulation (EU) 2019/1242
Article 8 – paragraph 1 – point a

~~(a) in point (a) of paragraph 1, “to 2029” is replaced by “onwards”;~~deleted

Amendment 248 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point b

Regulation (EU) 2019/1242
Article 8 – paragraph 1 – point b

~~(b) point (b) of paragraph 1 is~~ deleted;

Amendment 249 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point a

Amendment 25 #

Proposal for a regulation
Recital 5

(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector, which is the only sector in the Union in which emissions have been increasing since the 1990s. Heavy duty transport in particular represents more than a quarter of greenhouse gas emissions from road transport in the EU and over 6% of total EU greenhouse gas emissions. Accelerating its decarbonisation is even more important due to the fact that truck activity in the EU is expected to further increase by 40% between 2019 and 2050, while activity from buses and coaches would grow by 10% over the same period.

Amendment 250 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point a

Amendment 251 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point a

(a) where, in any ~~of the~~ reporting periods ~~of the years 2025 to 2028, 2030 to 2033, 2035 to 2038~~ the sum of the emission debts reduced by the sum of the emission credits exceeds the emission debt limit referred to in Article 7(1), third subparagraph;

Amendment 252 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point b

~~(b) where, in the reporting period of the years 2029, 2034, 2039 and 2040 the sum of the emission debts reduced by the sum of the emission credits is positive;~~deleted

Amendment 253 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point b

~~(b) where, in the reporting period of the years 2029, 2034, 2039 and 2040 the sum of the emission debts reduced by the sum of the emission credits is positive;~~deleted

Amendment 254 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point b

(b) where, infrom the reporting period of the year~~s 2029, 2034, 2039 and 2040 the sum of the emission debts redu~~ 2041 onwards, the manufacturer’s average specific CO₂ emissions exceed ~~by the sum of the emission credits is positive~~its specific CO₂ emissions target.’;

Amendment 255 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point c

~~(c) where, from the reporting period of the year 2041 onwards, the manufacturer’s average specific CO₂ emissions exceed its specific CO₂ emissions target.;~~deleted

Amendment 256 #

Proposal for a regulation
Article 1 – paragraph 1 – point 16

Regulation (EU) 2019/1242
Article 13 a – paragraph 1

Starting from the reporting period of the year [PO: please insert year: if entry into force is before 1st July, insert the year of entry into force of the Regulation minus 1; if entry into force is after 30th of June, insert the following year], Member States shall monitor the data specified in Annex IV, Part A relating to new heavy-duty vehicles registered for the first time in the Union. The competent authorities shall refrain from contacting manufacturers and instead refer to the data shared with local vehicle registration authorities to fulfil their monitoring and reporting obligations under this regulation.

Amendment 257 #

Bergur Løkke RASMUSSEN, Caroline NAGTEGAAL, Dominique RIQUET, Nicola DANTI, Elsi KATAINEN

Proposal for a regulation
Article 1 – paragraph 1 – point 16

Regulation (EU) 2019/1242
Article 13 b – paragraph 1 – third subparagraph

~~This paragraph shall not apply to manufacturers or other entities exempted in accordance with Article 6b.~~deleted

Amendment 258 #

Proposal for a regulation
Article 1 – paragraph 1 – point 16

Regulation (EU) 2019/1242
Article 13 f – paragraph 4

4. The amounts of the administrative fines shall be ~~considered as revenue for the general budget of the Union~~assigned to the innovation fund.

Amendment 259 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17

Regulation (EU) 2019/1242
Article 14 – paragraph 1

~~1. The Commission is empowered to adopt~~ delegated acts in accordance with Article 17 with a view to amending the following elements in Annex I to take into account technical progress, the evolution of freight transport logistics, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009: (a) the criteria defining vehicle sub- groups set out in point 1.1; (b) the criteria defining vocational vehicles set out in point 1.2; (c) the criteria for the operational ranges of different powertrain technologies set out in point 1.3; (d) the list of mission profiles set out in point 1.4; (e) out in point 2.1; (f) passenger masses, technically permissible maximum payloads, technically permissible maximum passenger number and cargo volumes of vehicle sub-groups sg set out in point 2.5; (g) the annual mileage values set out in point 2.6.the weight of mission profiles set the payloads, passenger numbers,

Amendment 26 #

Proposal for a regulation
Recital 5

(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector. Heavy-duty vehicles are currently responsible for more than a quarter of greenhouse gas emissions from road transport in the EU and for more than 6% of total EU greenhouse gas emissions. This is more than the greenhouse gas emissions from the aviation or maritime transport sectors.

Amendment 260 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Amendments to Regulation (EU) 2019/1242
Article 15 – paragraph 1 a (new)

The Commission shall, as early as possible but at the latest one year after the entry into force of the regulation, evaluate the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full life-cycle CO2 emissions of new heavy-duty vehicles that are placed on the Union market. The Commission shall transmit that evaluation, including where appropriate proposals for follow-up measures, such as legislative proposals, to the European Parliament and to the Council.

Amendment 261 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

TBy 31 December 2027 at the latest, the Commission shall~~, in 2028,~~ review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. The report shall, where appropriate, be accompanied by a proposal for amending this Regulation. By 31 December 2025, and every year thereafter, the Commission shall report to the European Parliament and to the Council, on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy-duty vehicles in Member States, (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States, (c) the implementation of road user charges differentiated by CO2 emissions in Member States (d) the level of the average price of allowances under the new the emissions trading system covering road transport (e) other measures that support the uptake of zero-emission heavy-duty vehicles. If one or more of the enabling conditions, especially under paragraphs (b), (c) or (d), are found to be not in line with the targets for vehicle manufacturers in Art. 3a and b of this Regulation, the targets should be reviewed and excess CO2 emissions premiums according to Art. 8 of this Regulation be waived.

Amendment 262 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. The Commission shall report to the European Parliament and to the Council on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy-duty vehicles in Member States, (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States [REFERENCE TO XXX AFIR], (c) the implementation of road user charges differentiated by CO2 emissions in Member States [REFERENCE TO XXX Eurovignette] (d) the level of the average price of allowances under the new the emissions trading system covering road transport [REFERENCE TO XXX ETS2] (e) other measures that support the uptake of zero-emission heavy-duty vehicles. Based on the results of the above assessment and on the evidence of lack of any of the above of conditions, the CO2 targets should be reviewed and excess CO2 emissions premiums according to Art. 8 of this Regulation be waived.

Amendment 263 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – first paragraph

The Commission shall, in 2028, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. In that report, the Commission shall in particular assess the impacts of establishing minimum energy efficiency thresholds for new zero- emission heavy-duty vehicles placed on the Union market, and of ensuring that special purpose, off-road and off-road special vehicles are subject to CO2 emissions reduction targets. It shall also assess whether the continuation of the exemption for manufacturers producing few vehicles set out in Article 6b is still justified in view of achieving a balance between Union-wide greenhouse gas emissions and removals across all sectors within the Union by 2050 at the latest as set out in Regulation (EU) 2021/1119.

Amendment 264 #

Jan-Christoph OETJEN, Nicola DANTI, Ondřej KOVAŘÍK, Caroline NAGTEGAAL

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

The Commission shall, in 2028, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. The Commission shall no later than 31 December 2026 publish a report setting out a methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission shall submit that report to the European Parliament and the Council.

Amendment 265 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

The Commission shall, in 2028, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. The Commission shall in particular annually assess the deployment of charging and refuelling infrastructure for heavy duty vehicles across the Union.

Amendment 266 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

The Commission shall, ino later than 20286, ~~review the effectiveness and impact of this Regulation and submit a repor~~publish a report setting out a methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission shall transmit to the European Parliament and to the Council ~~with the result of the review~~that report.

Amendment 267 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

Amendment 268 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

The Commission shall, inby December 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.

Amendment 269 #

Jan-Christoph OETJEN, Bergur Løkke RASMUSSEN, Elsi KATAINEN, Ondřej KOVAŘÍK, Caroline NAGTEGAAL

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.

Amendment 27 #

Proposal for a regulation
Recital 5

(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector, which is the only sector in the EU in which emissions have been trending upwards since the 1990s. The Green Deal has set the ambitious target of a 90% reduction in transport emissions in order to achieve carbon neutrality in the EU by 2050.

Amendment 270 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.

Amendment 271 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1 a (new)

The Commission shall, at the latest one year after the entry into force of the regulation, evaluate the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full life-cycle CO2 emissions of new heavy-duty vehicles that are placed on the Union market. The Commission shall report to the European Parliament and to the Council on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy-duty vehicles in Member States, (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States [REFERENCE TO XXX AFIR], (c) the implementation of road user charges differentiated by CO2 emissions in Member States [REFERENCE TO XXX Eurovignette], (d) the level of the average price of allowances under the new the emissions trading system covering road transport [REFERENCE TO XXX ETS2], (e) other measures that support the uptake of zero-emission heavy-duty vehicles. Based on the results of the above assessment and on the evidence of lack of any of the above of conditions, the CO2 targets should be reviewed and excess CO2 emissions premiums according to Art. 8 of this Regulation be waived.

Amendment 272 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15

By 31 December 2025, and every year thereafter, the Commission shall report to the European Parliament and to the Council, on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy-duty vehicles in Member States; (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States; (c) the implementation of road user charges differentiated by CO2 emissions in Member States; (d) the level of the average price of allowances under the new the emissions trading system covering road transport; (e) other measures that support the uptake of zero-emission heavy-duty vehicles. If one or more of the enabling conditions, especially under paragraphs (b), (c) or (d), are found to be not in line with the targets for vehicle manufacturers in Art. 3a and b of this Regulation, the targets should be reviewed and excess CO2 emissions premiums according to Art. 8 of this Regulation be waived.

Amendment 273 #

Jan-Christoph OETJEN, Nicola DANTI, Elsi KATAINEN, Ondřej KOVAŘÍK

Proposal for a regulation
Article 1 – paragraph 1 – point 18

The Commission shall, no later than 2026, publish a report setting out a methodology for the assessment and the consistent data reporting of the full life- cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission shall submit the report to the European Parliament and to the Council.

Amendment 274 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1 a (new)

By 2026 the Commission shall publish a report developing a methodology to assess the life-cycle CO2 emissions of heavy-duty vehicles. The Commission is empowered to delegated acts to set out a methodology for the assessment of the life-cycle CO2 emissions of heavy duty vehicles placed in the Union market.

Amendment 275 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 2

The report shall~~, where appropriate,~~ include an assessment of key enabling factors and, if these are found not in line with the targets for vehicle manufacturers in Art. 3a and b of this Regulation, the report shall be accompanied by a proposal for amending this Regulation.

Amendment 276 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 2

~~The report shall, where appropriate, be~~By 2026, the Commission is empowered to adopt delegated acts to set out ac com~~panied by a proposal for amending this Regulation~~mon Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy- duty vehicles.

Amendment 277 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point a

Regulation (EU) 2019/1242
Article 17

The power to adopt delegated acts referred to in Article 3b, Article 4a, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13e(4), Article 13f(2) and Article 14(1) shall be conferred on the Commission for a period of five years from [OP, please insert the date of entry into force of this Regulation].;

Amendment 278 #

Jan-Christoph OETJEN, Bergur Løkke RASMUSSEN, Elsi KATAINEN, Ondřej KOVAŘÍK

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point a

Regulation (EU) 2019/1242
Article 17 – paragraph 2

Amendment 279 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point b

Regulation (EU) 2019/1242
Article 17 – paragraph 3

The delegation of power referred to in Article 4a, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13e(4), Article 13f(2) and Article 14(1) may be revoked at any time by the European Parliament or by the Council.;

Amendment 28 #

Proposal for a regulation
Recital 5 a (new)

(5a) While the review of this regulation forms part of efforts to meet the environmental objectives of decarbonising road transport in order to combat climate change, it should also take into account the significant industrial and social consequences of this process to ensure employment and accessible mobility for all.

Amendment 280 #

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point b

Regulation (EU) 2019/1242
Article 17 – paragraph 3

Amendment 281 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point c

Regulation (EU) 2019/1242
Article 17 – paragraph 6

(c) in paragraph (6), “Article 4a, Article 11(2), the second subparagraph of Article 13(4) and Article 14(1)” is replaced by the following: “Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13f(2) and Article 14(1)”;

Amendment 282 #

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point c

Regulation (EU) 2019/1242
Article 17 – paragraph 6

(c) in paragraph (6), “Article 11(2), the second subparagraph of Article 13(4) and Article 14(1)” is replaced by the following: “ Article 4a, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13f(2) and Article 14(1)”;

Amendment 283 #

Proposal for a regulation
Annex I – point 1 – point 1.1.1 – table

1.1.1. For vehicles of category N the sub-group sg is defined as follows: Vehicle group Vocational Cab type Engine power Operational Vehicle sub- according to vehicle range (OR) group (sg) Annex I to according to attributed for Regulation (EU) Article 3(9) the purposes 2017/2400 of this of this Regulation Regulation 53 No All 53 53 54 No All 54 54 1s No All 1s 1 No No All 1 2 No ~~All~~ All 2 3 No ~~All~~ All 3 4 No All <170 kW All 4-UD No No Day cab ≥170 kW All 4-RD No No Sleeper ≥170 kW and cab <265 kW No No Sleeper ≥265 kW < 350 km cab No No Sleeper ≥265 kW ≥ 350 km 4-LH cab ~~cab 9~~ NoYes All 4v 9 No Day cab All All 9-RD No No Sleeper All < 350 km cab No No Sleeper All ≥ 350 km 9-LH cab 5 No Yes All 9v 5 No Day cab All All 5-RD No No Sleeper < 265 kW cab No No Sleeper ≥ 265 kW < 350 km cab No No Sleeper ≥ 265 kW ≥ 350 km 5-LH cab ~~cab 10~~ No Yes All 5v 10 No Day cab All All 10-RD No No Sleeper All < 350 km cab No No Sleeper All ≥ 350 km 10-LH ~~cab 11~~cab No Yes All 10v 11 ~~11 12~~All No ~~All~~ 11 12 ~~12 16~~All No 12 16 All 16

Amendment 284 #

Proposal for a regulation
Annex I – point 1 – point 1.1.1 – table 1.1.1.a (new)

Amendment 285 #

Proposal for a regulation
Annex I – point 1 – point 1.1.2 – table

~~Vehicle group pursuant to Vehicle sub-group (sg) attributed for the purposes Annex I to Regulation (EU) of this Regulation 2017/2400~~ 31a, 31d 31-LF 31b1 31-L1 31b2 31-L2 31c, 31e 31-DD 32a, 32b 32-C2 32c, 32d 32-C3 32e, 32f 32-DD 33a, 33d, 37a, 37d 33-LF 33b1, 37b1 33-L1 33b2, 37b2 33-L2 33c, 33e, 37c, 37e 33-DD 34a, 34b, 36a, 36b, 38a, 38b, 34-C2 40a, 40b 34c, 34d, 36c, 36d, 38c, 38d, 34-C3 40c, 40d 34e, 34f, 36e, 36f, 38e, 38f, 34-DD 40e, 40f 35a, 35b1, 35b2, 35c 35-FE 39a, 39b1, 39b2, 359c 39-FE

Amendment 286 #

Proposal for a regulation
Annex I – point 1 – point 1.1.2 – table

1.1.2. For vehicles of category M the sub-group sg is defined as follows: Vehicle group pursuant to Annex I to Vehicle sub-group (sg) attributed for the purposes Regulation (EU) 2017/2400 of this Regulation 31a, 31d 31-LF 31b1 31-L1 31b2 31-L2 31c, 31e 31-DD 32a, 32b 32-C2 32c, 32d 32-C3 32e, 32f 32-DD 33a, 33d, 37a, 37d 33-LF 33b1, 37b1 33-L1 33b2, 37b2 33-L2 33c, 33e, 37c, 37e 33-DD 34a, 34b, 36a, 36b, 38a, 38b, 40a, 40b 34-C2 34c, 34d, 36c, 36d, 38c, 38d, 40c, 40d 34-C3 34e, 34f, 36e, 36f, 38e, 38f, 40e, 40f 34-DD 35a, 35b1, 35b2, 35c 35-FE 39a, 39b1, 39b2, 359c 39-FE

Amendment 287 #

Proposal for a regulation
Annex I – point 1 – point 1.1.2 – table

Amendment 288 #

Proposal for a regulation
Annex I – point 1 – point 1.2

Vehicle category Chassis configuration Criteria for vocational vehicles N Rigid One of the following digits, as listed in Appendix 2 of Annex I to Regulation (EU) 2018/858, is used to supplement the code for bodywork indicated in entry 38 of the certificate of conformity: 09, 10, 15, 16, 17, 18, 19, ~~20,~~ 20, 23, 24, 25, 26, 27, 28, ~~31;~~ ~~Tractor Maximum speed not exceeding 79 km/h~~ 31;

Amendment 289 #

Andris AMERIKS, Bogusław LIBERADZKI

Proposal for a regulation
Annex I – point 1 – point 1.2

Amendment 29 #

Proposal for a regulation
Recital 5 a (new)

(5a) The investments for the decarbonisation of the passenger means of transports should not have a negative impact to the access to mobility with the risk to increase the problems of transport poverty and exclusion of rarely populated areas.

Amendment 290 #

Proposal for a regulation
Annex I – point 1 – point 1.2

Amendment 291 #

Jan-Christoph OETJEN, Nicola DANTI, Elsi KATAINEN, Ondřej KOVAŘÍK

Proposal for a regulation
Annex I – point 2 – point 2.1

Amendment 292 #

Proposal for a regulation
Annex I – point 2 – point 2.1 – paragraph 3 – subparagraph 6 a (new)

CCFi is the Carbon Correction Factor for the fuel or blend of fuels in use i, as defined in Article 3 point (23b new) and calculated according to paragraph 7 Annex I.

Amendment 293 #

Proposal for a regulation
Annex I – point 2 – point 2.1

Amendment 294 #

Proposal for a regulation
Annex I – point 2 – point 2.1

Amendment 295 #

Carlo FIDANZA, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Roberts ZĪLE, Peter LUNDGREN

Proposal for a regulation
Annex I – point 2 – point 2.1

Amendment 296 #

Proposal for a regulation
Annex I – point 2 – point 2.1 – paragraph 3 – subparagraph 6

CO2pv,mp isare the CO2 emissions in g/km of the ~~primary vehicle of the~~ new heavy-duty vehicle v, determined for a mission profile mp, and reported in accordance with Articles 13a and 13b;

Amendment 297 #

Carlo FIDANZA, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Roberts ZĪLE, Peter LUNDGREN

Proposal for a regulation
Annex I – point 2 – point 2.1.1

Vehicle Mission profile (mp)** sub- group (sg)* RDL RDR LHL LHR UDL UDR REL, MUL MUR COL COR RER, LEL, LER 53 0,2508 0,2579 0 0 0,025 0,2511 0 0 0 0 0 54 0,2508 0,2579 0 0 0,025 0,2511 0 0 0 0 0

Amendment 298 #

Proposal for a regulation
Annex I – point 2 – point 2.1.1

Vehicle Mission profile (mp)** sub- group (sg)* RDL RDR LHL LHR UDL UDR REL, MUL MUR COL COR RER, LEL, LER 53 0,2508 0,2579 0 0 0,025 0,2511 0 0 0 0 0 54 0,2508 0,2579 0 0 0,025 0,2511 0 0 0 0 0

Amendment 299 #

Proposal for a regulation
Annex I – point 2 – point 2.1.1

Vehicle Mission profile (mp)** sub- group (sg)* RDL RDR LHL LHR UDL UDR REL, MUL MUR COL COR RER, LEL, LER 53 0,2508 0,2579 0 0 0,025 0,2511 0 0 0 0 0 54 0,2508 0~~,25~~79 0 0 0,025 0,2511 0 0 0 0 0

Amendment 30 #

Proposal for a regulation
Recital 7

(7) The REPowerEU Communication13 outlined a plan to make the Union independent from Russian fossil fuels well before the end of this decade. The Communication highlights the importance, among others, of further increasing the efficiency and reducing fossil consumption in the transport sector, where electrification can be combined with the use of ~~fossil-fre~~renewable hydrogen to replace fossil fuels. __________________ 13 Communication from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee and the Committee of the Regions, REPowerEU Plan, COM(2022)230 final of 18.5.2022.

Amendment 300 #

Proposal for a regulation
Annex I – point 2 – point 2.1.1 – table

Vehicle Mission profile (mp)** sub- group (sg)* RDL RDR LHL LHR UDL UDR REL, MUL MUR COL COR RER, LEL, LER 53 0,2508 0,2579 0 0 0,025 0,2511 0 0 0 0 0 54 0,2508 0~~,25~~79 0 0 0,025 0,2511 0 0 0 0 0

Amendment 301 #

Proposal for a regulation
Annex I – point 2 – point 2.2

~~CO2v is the specific CO2 CO2pv is the specific CO2 Vsg Vpvsg the number of new PLsg is the average PNsg is the average~~ Where, Where, ∑𝑣 is the sum over all ∑𝑣 is the sum over all new heavy-duty new heavy-duty vehicles of the vehicles of the manufacturer in the manufacturer in the sub-group sg, sub-group sg, subject to the including zero-and- provisions of Article low vocational 7b; vehicles subject to the provisions of emissions of the new Article 7b; heavy-duty vehicle v CO2v is the specific CO2 determined in emissions of the new accordance with heavy-duty vehicle v point 2.1; determined in accordance with emissions of the point 2.1; primary vehicle of CO2pv is the specific CO2 the new heavy-duty emissions of the vehicle v determined primary vehicle of in accordance with the new heavy-duty point 2.1; vehicle v determined in accordance with is the number of new point 2.1; heavy-duty vehicles of the manufacturer Vsg is the number of new in subgroup sg; heavy-duty vehicles of the manufacturer, heavy-duty vehicles including zero-and- within the sub-group low vocational sg, which pursuant vehicles in subgroup to Article 7b shall be sg; accounted for with Vpvsg the number of new the CO2 emissions heavy-duty vehicles of their primary within the sub-group vehicles in the sg, which pursuant calculation of the to Article 7b shall be average specific accounted for with CO2 emissions of the CO2 emissions point 2.2.3.; of their primary vehicles in the payload of vehicles calculation of the in the sub-group sg average specific as determined in CO2 emissions of point 2.2.3.; point 2.5. PLsg is the average passenger number of payload of vehicles vehicles in the sub- in the sub-group sg group sg as as determined in determined in point point 2.5. 2.5. PNsg is the average passenger number of vehicles in the sub- group sg as determined in point 2.5.

Amendment 302 #

Carlo FIDANZA, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Roberts ZĪLE, Peter LUNDGREN

Proposal for a regulation
Annex I – point 2 – point 2.2

[…] Where, ∑𝑣 is the sum over all new heavy-duty vehicles of the manufacturer in the sub-group sg, ~~subject to~~including zero-and-low vocational vehicles, subject to the provisions of Article 7b; CO2v is the specific CO2 emissions of the new heavy-duty vehicle v determined in accordance with point 2.1; CO2pv is the specific CO2 emissions of the primary vehicle of the new heavy- duty vehicle v determined in accordance with point 2.1; Vsg is the number of new heavy-duty vehicles of the manufacturer, in including zero-and-low vocational vehicles in subgroup sg; Vpvsg the number of new heavy-duty vehicles within the sub-group sg, which pursuant to Article 7b shall be accounted for with the CO2 emissions of their primary vehicles in the calculation of the average specific CO2 emissions of point 2.2.3.; PLsg is the average payload of vehicles in the sub-group sg as determined in point 2.5. PNsg is the average passenger number of vehicles in the sub-group sg as determined in point 2.5.

Amendment 303 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 1

2.3.2 Reporting periods from 2025 ~~to 2029~~onwards […]

Amendment 304 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 1

Reporting periods from 2025 ~~to 2029~~onwards

Amendment 305 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 1

Reporting periods from 2025 ~~to 2029~~onwards

Amendment 306 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 1

x is 0,0215

Amendment 307 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2–introductory part

Vin is the total number of newly registered ~~low- and~~ zero-emission heavy-duty vehicles in the sub-groups sg = 4-UD, 4- RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10- RD, 10-LH~~, where each of them is counted as ZLEVspecifi in accordance with the formula below:~~

Amendment 308 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 1 – subparagraph 1

~~LETsg is the low-emission threshold of the sub-group sg to which the vehicle v belongs as defined in point 2.3.4;~~deleted

Amendment 31 #

Proposal for a regulation
Recital 8

(8) In order to contribute to the reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 ~~and in conformity with the energy efficiency first principle, it is necessary to~~, it is necessary to implement a transition period that is long enough to allow heavy- duty vehicle manufacturers to develop less polluting or zero-emission engines, before considering putting forward legislation on strengthening the reduction requirements set out in Regulation (EU) 2019/1242 for heavy-duty vehicles. A ~~clear pathway also needs to be set for further reductions beyond 2030~~ccount should also be taken of the supply difficulties faced by manufacturers over the last two ~~contribute to achieving the climate neutrality objective by 2050~~years, in particular with regard to some specific components, such as semiconductors, which are often essential for controlling the vehicle’s emissions.

Amendment 311 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 2 – subparagraph 3

Vout is the total number of newly registered zero-emission heavy-duty vehicles of category N, which are not in the sub- groups referred to by the definition of Vin , and with a maximum of 0,035 of Vtotal;

Amendment 312 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.3 – paragraph 1

~~Reporting periods as from 2030~~deleted

Amendment 313 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.3 – paragraph 2

~~2.3.3 Reporting periods as from 2030 ZLEV = 1~~Deleted

Amendment 314 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.3

~~2.3.3 Reporting periods as from 2030 ZLEV = 1~~deleted

Amendment 315 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.3

~~2.3.3 Reporting periods as from 2030 ZLEV = 1~~deleted

Amendment 316 #

Carlo FIDANZA, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Roberts ZĪLE, Peter LUNDGREN

Proposal for a regulation
Annex I – point 2 – point 2.4

[…] Where, Vzevsg is the number of new zero-emissions heavy-duty vehicles of the manufacturer in a subgroup sg; Vpvsg the number of new heavy-duty vehicles within the sub-group sg, which pursuant to Article 7b shall be accounted for with the CO2 emissions of their primary vehicles in the calculation of the average specific CO2 emissions of point 2.2.; Vsg is the number of new heavy-duty vehicles of the manufacturer ~~in a~~, including zero-and-low vocational vehicles, in a subgroup sg; V is the number of new heavy-duty vehicles of the manufacturer. , including zero-and-low vocational vehicles.

Amendment 317 #

Proposal for a regulation
Annex I – point 2 – point 2.4

Amendment 318 #

Elsi KATAINEN, Jan-Christoph OETJEN, Ondřej KOVAŘÍK, Erik BERGKVIST

Proposal for a regulation
Annex I – point 2 – point 2.7

2.7. Average specific CO2 emissions of manufacturers, as referred to in Article 4 For each manufacturer the following average specific CO2 emissions shall be calculated: 2.7.1. For the reporting peridods 2019 to 2029: CO2(2025) = ZLEV × ∑ sg sharesg × MPWsg × avgCO2sg 2.7.2. For the reporting peridods as from 2025: CO2(NO) = ∑sg sharesg × MPWsg × (avgCO2sg × (1 - sharesgEHC) + αsg x avgCO2sg × sharesgEHC) CO2(MCO2) = ∑sg sharesg × MPWsg × [avgCO2sg × (1 - pvsg ) + avgCO2psg × pvsg] CO2(MZE) = ∑sg sharesg × MPWsg × (1 - zevsg) × rCO2sg CO2(M) = CO2(MCO2) + CO2(MZE) Where, ∑ sg is the sum is over those sub-groups that are included in the calculation of the particular average specific CO2 emissions according to point 4.2; ZLEV is as determined in point 2.3; sharesg is as determined in point 2.4; zevsg is as determined in point 2.4; pvsg is as determined in point 2.4; MPWsg is as determined in point 2.6; avgCO2sg is as determined in point 2.2; avgCO2psg is as determined in point 2.2; rCO2sg is as determined in point 3.1.2. sharesgEHC is the share in subgroup sg of the manufacturer's new heavy duty cate-gory N3 vehicles that are permitted to be used in an EHC αsg is the compensation factor to adjust the effect of the higher payload of a EHC on the manufacturer's trucks, depending on the average in service maximum permissible combination mass, using the weighted value of the result of the following formulae: αsg = 1 + (-3/5*avgGVWsg comb 8x4-30)/100, for 8x4 EHC trucks αsg = 1 + (-3/5*avgGVWsg comb other+19)/100, for other EHC trucks avgGVWsg comb is the manufacturer-specific average in the country of registration for the in service maximum permissible combination mass (tonnes) for EHC trucks in question in the subgroup sg, when the following condition is met: For the purposes of the calculation of CO2 emissions, a truck covered by this Regulation shall be considered part of an EHC if the truck is in category N3 and the in service maximum permissible mass of the vehicle combination in the country of registration is over 60 tonnes and has been re-ported in accordance with point (r) of Part A of Annex IV.

Amendment 319 #

Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 1

CO2(NO) = ∑sg sharesg × MPWsg × (avgCO2sg × (1 - sharesgEHC) + αsg x avgCO2sg × sharesgEHC)

Amendment 32 #

Elsi KATAINEN, Jan-Christoph OETJEN, Ondřej KOVAŘÍK, Erik BERGKVIST

Proposal for a regulation
Recital 8

(8) In order to contribute to the reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 and in conformity with the energy efficiency first principle, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/1242 for heavy-duty vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging.

Amendment 320 #

Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 14 a (new)

sharesgEHC is the share in subgroup sg of the manufacturer's new heavy duty category N3 vehicles that are permitted to be used in an EHC

Amendment 321 #

Elsi KATAINEN, Jan-Christoph OETJEN, Ondřej KOVAŘÍK, Erik BERGKVIST

Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 14 b (new)

αsg is the compensation factor to adjust the effect of the higher payload of a EHC on the manufacturer's trucks, depending on the average in service maximum permissible combination mass, using the weighted value of the result of the following formulae: αsg = 1 + (-3/5*avgGVWsg comb 8x4-30)/100, for 8x4 EHC trucks αsg = 1 + (-3/5*avgGVWsg comb other+19)/100, for other EHC trucks

Amendment 322 #

Elsi KATAINEN, Jan-Christoph OETJEN, Ondřej KOVAŘÍK, Erik BERGKVIST

Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 14 c (new)

avgGVWsg comb is the manufacturer- specific average in the country of registration for the in service maximum permissible combination mass (tonnes) for EHC trucks in question in the subgroup sg, when the following condition is met: For the purposes of the calculation of CO2 emissions, a truck covered by this Regulation shall be considered part of an EHC if the truck is in category N3 and the in service maximum permissible mass of the vehicle combination in the country of registration is over 60 tonnes and has been reported in accordance with point (q a) of Part A of Annex IV.

Amendment 323 #

Proposal for a regulation
Annex I – point 3 – point 3.2 – table

Reference periods applicable to sub-groups The following reporting periods shall be applied as reference periods to vehicle sub-groups: Vehicle sub-group sg Reporting period of the year applicable as reference period 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH 2019 1,2, 3, 11, 12, 16 2020 All others 2025

Amendment 324 #

Proposal for a regulation
Annex I – point 3 – point 3.2 – table

Amendment 325 #

Proposal for a regulation
Annex I – point 4 – point 4.2

4.2 Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers The following sub-groups sg shall be included in the calculation of the specific CO2 emissions CO2(X),, specific emissions targets T(X) and CO2 emissions trajectory ET(X)Y: X = 2025 X= NO X = MCO2 ~~X= MZE~~deleted vehicle sub-groups, subject sub-groups of sub-groups of ~~sub-groups of transport of~~ to CO2 emissions targets transport of transport of ~~persons vehicles, subject to~~ according to Article 3a goods vehicles, persons ~~zero-emissions vehicle targets~~ paragraph 1 (a) subject to CO2 vehicles, ~~according to Article 3b~~ emissions subject to CO2 targets emissions according to targets Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, 4-LH, 5-RD, All vehicle sub- 32-C2, 32-C3, ~~31-LF, 31-L1, 31-L2, 31-DD,~~ 5-LH, 9-RD, 9-LH, 10-RD, groups referred 32-DD, 34-C2, ~~33-LF, 33-L1, 33-L2, 33-DD,~~ 10-LH to in points 34-C3, 34-DD, ~~35-FE, 39-FE~~ 1.1.1 and 1.1.3. 31-LF, 31-L1, 31-L2, 31-DD, 33-LF, 33-L1, 33-L2, 33-DD, 35-FE, 39-FE

Amendment 326 #

Proposal for a regulation
Annex I – point 4 – point 4.2

4.2 Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers The following sub-groups sg shall be included in the calculation of the specific CO2 emissions CO2(X),, specific emissions targets T(X) and CO2 emissions trajectory ET(X)Y: X = 2025 X= NO X = MCO2 X= MZE vehicle sub-groups, subject sub-groups of sub-groups of sub-groups of transport of persons vehicles, subject to to CO2 emissions targets transport of transport of ~~persons vehicles, subject to~~ zero-emissions vehicle targets according to Article 3a goods vehicles, persons ~~zero-emissions vehicle targets~~ according to Article 3b paragraph 1 (a) subject to CO2 vehicles, ~~according to Article 3b~~ emissions subject to CO2 targets emissions according to targets Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, 4-LH, 5-RD, All vehicle sub- ~~32-C~~ 31-L2, 32-C32, 31-LF, 31-L1, 31-L2DD, 3~~1-DD~~3-LF, 5-LH, 9-RD, 9-LH, 10-RD, groups referred 32-DDC3, 3~~4-C2~~2-DD, 33-LF1, 33-L1DD, 3~~3-L2, 33-DD,~~5-FE, 39-FE 10-LH to in points ~~34-C3, 34-DD, 35-FE, 39-FE~~ 33-L2 34-C2, 1.1.1 and 1.1.3. 34-C3, 34-DD,

Amendment 327 #

Proposal for a regulation
Annex I – point 4 – point 4.2

4.2 Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers The following sub-groups sg shall be included in the calculation of the specific CO2 emissions CO2(X),, specific emissions targets T(X) and CO2 emissions trajectory ET(X)Y: X = 2025 X= NO X = MCO2 X= MZE vehicle sub-groups, subject sub-groups of sub-groups of sub-groups of transport of to CO2 emissions targets transport of transport of persons vehicles, subject to according to Article 3a goods vehicles, persons zero-emissions vehicle targets paragraph 1 (a) subject to CO2 vehicles, persons vehicles, subject to to CO2 emissions targets transport of transport of zero-emissions vehicle targets according to Article 3a goods vehicles, persons according to Article 3b paragraph 1 (a) subject to CO2 vehicles, emissions subject to CO2 targets emissions according to targets Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, 4-LH, 5-RD, All vehicle sub- ~~32-C~~ 31-L2, 32-C32, 31-LF, 31-L1, 31-L2DD, 3~~1-DD,~~ 3-LF, 5-LH, 9-RD, 9-LH, 10-RD, groups referred ~~32-DD,~~ 342-C23, 3~~3-LF~~2-DD, 33-L1, 33-L2DD, 3~~3-DD,~~ 5-FE, 39-FE 10-LH to in points ~~34-C3, 34-DD, 35-FE, 39-FE~~ 33-L2 34-C2, 1.1.1 and 1.1.3. 34-C3, 34-DD,

Amendment 328 #

Carlo FIDANZA, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Roberts ZĪLE, Peter LUNDGREN

Proposal for a regulation
Annex I – point 4 – point 4.2 –table

X = 2025 X= NO X = MCO2 X= MZE vehicle sub-groups, subject sub-groups of sub-groups of sub-groups of transport of ~~to CO2 emissions targets transport of transport of persons vehicles, subject to according to Article 3a goods vehicles, persons zero-emissions vehicle targets~~ persons vehicles, subject to to CO2 emissions targets transport of transport of zero-emissions vehicle targets according to Article 3a goods vehicles, persons according to Article 3b paragraph 1 (a) subject to CO2 vehicles, ~~according to Article 3b~~ emissions subject to CO2 targets emissions according to targets Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, 4-LH, 5-RD, All vehicle sub- ~~32-C~~ 31-L2, 32-C32, 31-LF, 31-L1, 31-L2DD, 3~~1-DD~~3-LF, 5-LH, 9-RD, 9-LH, 10-RD, groups referred 32-DDC3, 3~~4-C2~~2-DD, 33-LF1, 33-L1DD, 3~~3-L2, 33-DD,~~5-FE, 39-FE 10-LH to in points ~~34-C3, 34-DD, 35-FE, 39-FE~~ 33-L2 34-C2, 1.1.1 and 1.1.3. 34-C3, 34-DD,

Amendment 329 #

Proposal for a regulation
Annex I – point 4 – point 4.2 –table

X = 2025 X= NO X = MCO2 X= MZE vehicle sub-groups, subject sub-groups of sub-groups of sub-groups of transport of ~~to CO2 emissions targets transport of transport of persons vehicles, subject to according to Article 3a goods vehicles, persons zero-emissions vehicle targets~~ persons vehicles, subject to to CO2 emissions targets transport of transport of zero-emissions vehicle targets according to Article 3a goods vehicles, persons according to Article 3b paragraph 1 (a) subject to CO2 vehicles, ~~according to Article 3b~~ emissions subject to CO2 targets emissions according to targets Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, 4-LH, 5-RD, All vehicle sub- ~~32-C~~ 31-L2, 32-C32, 31-LF, 31-L1, 31-L2DD, 3~~1-DD,~~3-LF, 5-LH, 9-RD, 9-LH, 10-RD, groups referred 32-DDC3, 3~~4-C2~~2-DD, 33-LF1, 33-L1DD, 3~~3-L2, 33-DD,~~5-FE, 39-FE 10-LH to in points ~~34-C3, 34-DD, 35-FE, 39-FE~~ 33-L2 34-C2, 1.1.1 and 1.1.3. 34-C3, 34-DD,

Amendment 33 #

Proposal for a regulation
Recital 8

Amendment 330 #

Proposal for a regulation
Annex I – point 4 – point 4.2 –table

Amendment 331 #

Proposal for a regulation
Annex I – point 4 – point 4.3

4.3 . CO2 reduction targets and zero-emissions vehicle mandates 4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg Sub-groups sg Reporting period of the years 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 0 43% 64% 90% Heavy lorries > ~~1s, 1, 2, 3~~7,4t 1s, 1, 2, 3 0 43% 64% ~~43%~~90% Heavy lorries > 16 t with 4-UD, 4-RD, 4x2 and 6x4 axle 4-LH, 5-RD, ~~64%~~ ~~90% 7,4t Heavy lorries > 16~~ ~~4-UD, 4-RD,~~ 15% ~~t with 4x2 and 6x4~~configurations 45-LH, 59-RD, ~~axle~~ ~~5-LH, 9-RD,~~ ~~43%~~ 43% 64% 90% ~~configurations~~ 9-LH, 10-RD, 10-LH Heavy lorries > 16 t with 11, 12, 16 0 ~~0 t with special axle~~ special axle 43% 64% 90% configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, ~~43%~~ 43% 64% 90% 34-C2, 34- C3, 34-DD ~~Primary vehicles 32-C2, 32- 0 of coaches (rfpsg) C3, 32-DD,~~ Urban heavy buses 31-LF, 31- ~~43%~~L1, 31-L2, ~~64%~~ ~~90%~~ ~~34-C2, 34-~~ 0 ~~C3,~~ 341-DD ~~Trailers~~, 33- LF, 33-L1, 0 ~~7,5%~~ 43% ~~7,5~~64% ~~7,5% Semi-trailers~~ 90% 33-L2, 33- 0 ~~15%~~ ~~15%~~ 15% For reporting periods of the years before 2025, all CO2 reduction targets rfsg and rfpsg shall be 0. 4.3.2.The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable toDD, 35-FE, 39-FE Primary vehicles ~~in the sub-group sg for different reporting periods:~~ of 32-C2, 32- 0 ~~Zero-emission vehicle mandates zevMsg Sub-groups sg~~coaches (rfpsg) C3, 32-DD, ~~Reporting period of the years~~ 43% 64% 90% ~~before 2030 2030 – 2035 – 2039 As from~~ 34-C2, 34- ~~2034~~ C3, 34-DD Trailers 0 7,5% 7,5% 7,5% ~~2040 Urban heavy 31-LF, 31-L1, 31-~~Semi-trailers 0 1005% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE, 31- L2, 33-L25% 15% For reporting periods of the years before 2025, all CO2 reduction targets rfsg and rfpsg shall be 0. 4.3.2. deleted

Amendment 332 #

Annex I – Paragraph 4 – Subparagraph 4.3. – Table 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 643% 6495% 9100% Heavy lorries > 7,4t 1s, 1, 2, 3 0 643% 6495% 9100% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 643% 6495% 9100% 9-LH, 10-RD, 10-LH H Vocational vehicles 4v, 5v, 9v, 0 and heavy lorries > 16 t10v, 11, 1~~2, 16~~1v, ~~0 with special axle~~ 643% ~~64%~~ 95% 9100% t with special axle 12, 12v, 16 configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, ~~43%~~ 64% 95% 100% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 0 coaches (rfpsg) C3, 32-DD, 643% ~~64%~~ 95% 9 100% 34-C2, 34- C3, 34-DD Trailers 0 ~~7,5%~~ 7,5% 7,5% 7,5% Semi-trailers ~~0 15%~~ 0 15% 15% 15%

Amendment 333 #

Carlo FIDANZA, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Roberts ZĪLE, Peter LUNDGREN

Proposal for a regulation
Annex I – point 4 – point 4.3.1 – table

CO2 reduction targets rfsg and rfpsg Sub-groups sg Reporting period of the years 2025 – 2029 2030 – 2034 2035 – 2039 As from ~~2040~~ 2040 Medium lorries 53, 54 0 ~~43%~~ 6415% 9 50% 70% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43 30% ~~64%~~ 50% 970% Heavy lorries > 16 t 4-UD, 4-RD, with 4x2 and 6x4 axle 4-LH, 5-RD, ~~15%~~ ~~43%~~ ~~64%~~ ~~90% with 4x2 and 6x4 axle 4-LH, 5-RD,~~ 15% configurations 5-LH, 9-RD, 30% 50% 70% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43 30% 6450% 970% configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 43 15% ~~64%~~ 50% 970% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 0 coaches (rfpsg) C3, 32-DD, ~~43%~~ ~~64%~~15% ~~90%~~50% 70% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 0 15% ~~15%~~ 15% 15%

Amendment 334 #

Carlo FIDANZA, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Roberts ZĪLE, Peter LUNDGREN

Proposal for a regulation
Annex I – point 4 – point 4.3.1 – table

CO2 reduction targets rfsg and rfpsg Sub-groups sg Reporting period of the years 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 43 15% 6450% ~~90%~~ 70% Heavy lorries > 7,4t 1s, 1, 2, 3 0 ~~43%~~ 30% ~~64%~~ 50% 970% Heavy lorries > 16 t 4-UD, 4-RD, ~~15%~~ with 4x2 and 6x4 axle 4-LH, 5-RD, ~~43%~~ ~~64%~~ ~~90%~~ 15% configurations 5-LH, 9-RD, 30% 50% 70% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle ~~43%~~ 30% 64 50% 970% configurations Coaches (rfsg) ~~and~~ 32-C2, 32- 0 ~~interurban~~ ~~busses~~ C3, 32-DD, ~~(rfsg)~~ ~~34-C2, 34-~~ ~~43%~~ 64 15% 9 50% 70% ~~C3, 34-DD,~~34-C2, 34- ~~31-L2, 33-L2~~C3, 34-DD Primary vehicles of 32-C2, 32- 0 0 coaches (rfpsg) C3, 32-DD, ~~43%~~ 15% ~~64%~~ 50% ~~90%~~ 70% 34-C2, 34- C3, 34-DD Trailers 0 0 7,5% 7,5% 7,5% ~~7,5%~~ Semi-trailers 0 0 15% ~~15%~~ 15% 15%

Amendment 335 #

Proposal for a regulation
Annex I – point 4 – point 4.3.1 – table

CO2 reduction targets rfsg and rfpsg Sub-groups sg Reporting period of the years 2025 – 2029 2030 – 2034 2035 – 2039 As from ~~2040~~ 2040 Medium lorries 53, 54 0 43 15% ~~64%~~ 50% 970% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43 30% 6450% ~~90%~~ 70% Heavy lorries > 16 t 4-UD, 4-RD, ~~15% 43%~~with 4x2 and 6x4 axle 4-LH, 5-RD, ~~64%~~ ~~90%~~ ~~with 4x2 and 6x4 axle 4-LH, 5-RD,~~ 15% configurations 5-LH, 9-RD, 30% 50% 70% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43 30% 6450% 970% configurations Coaches ~~(rfsg)~~ and 32-C2, 32- 0 interurban buses(rfsg) C3, 32-DD, ~~43% 64% 90%~~15% 50% 70% 34-C2, 34- C3, 34-DD, 3~~4-C2,~~ 1- L2, 343- ~~C3, 34-DD~~ L2 Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, ~~43%~~ 15% 64 50% 70% ~~90%~~ 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% ~~15%~~ 15% 15%

Amendment 336 #

Proposal for a regulation
Annex I – point 4 – point 4.3.1 – table

CO2 reduction targets rfsg and rfpsg Sub-groups sg Reporting period of the years 2025 – 2029 2030 – 2034 2035 – 2039 As from ~~2040~~ 2040 Medium lorries 53, 54 0 43% 64% 90% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43% 64% 90% Heavy lorries > 16 t 4-UD, 4-RD, ~~15%~~ with 4x2 and 6x4 axle 4-LH, 5-RD, 15% configurations 5-LH, 9-RD, 43% 64% 90% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43% 64% 90% configurations Coaches ~~(rfsg)~~ ~~32-C2, 32- 0 C3,~~and 31-L2,32-C2, 0 interurban buses(rfsg) 32-DDC3, 32- DD, 33-L2 43% 64% 90% 34-C2, 34- C3, 34-DD , , Primary vehicles of ~~32-C~~ 31-L2, 32- 0 coaches ~~(rfpsg) C3,~~ and C2, 32-C3, interurban buses 32-DD, 33- 43% 64% 90% (rfpsg) L2, 34-C2, ~~34-~~ 34-C3, 34- DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% ~~15%~~ 15% 15%

Amendment 337 #

Proposal for a regulation
Annex I – point 4 – point 4.3.1 – table

CO2 reduction targets rfsg and rfpsg Sub-groups sg Reporting period of the years 2025 – 2029 2030 – 2034 2035 – 2039 As from ~~2040~~ 2040 Medium lorries 53, 54 0 ~~43%~~ 15% ~~64%~~ 50% 970% Heavy lorries > 7,4t 1s, 1, 2, 3 0 0 43 30% 6450% ~~90%~~ 70% Heavy lorries > 16 t 4-UD, 4-RD, ~~15%~~ with 4x2 and 6x4 axle 4-LH, 5-RD, 15% configurations 5-LH, 9-RD, 43 30% 6450% ~~90%~~ 70% 9-LH, 10-RD, ~~10-LH~~ 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43 30% 6450% 970% configurations Coaches ~~(rfsg)~~ and 32-C2, 32- 0 interurban buses(rfsg) C3, 32-DD, ~~C3, 32-DD,~~ 34-C2, 34- 4315% ~~64%~~50% 970% ~~34-C2, 34-~~C3, 34-DD, 31- L2, 33- ~~C3, 34-DD~~ L2 Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, 4315% ~~64%~~ 50% ~~90%~~ 70% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% 15% 15%

Amendment 338 #

Proposal for a regulation
Annex I – point 4 – point 4.3.1 – table

4.3.1 The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg Sub-groups sg Reporting period of the years 2025 – 2029 2030 – 2034 2035 – 2039 As from ~~2040~~ 2040 Medium lorries 53, 54 0 43 20% ~~64%~~ 55% 980% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43 35% ~~64%~~ 55% 980% Heavy lorries > 16 t 4-UD, 4-RD, ~~15%~~ with 4x2 and 6x4 axle 4-LH, 5-RD, 15% configurations 5-LH, 9-RD, 43 35% ~~64%~~ 55% 980% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle ~~43%~~ 35% ~~64%~~ 55% 980% configurations Coaches ~~(rfsg)~~ and 32-C2, 32- 0 ~~C3, 32-DD,~~interurban buses (rfsg) C3, 32-DD, 34-C2, 34- ~~43%~~ 20% 64 55% 980% C3, 34-C2DD, ~~34-~~ ~~C3, 34-DD~~31 L-2, 33- L2 Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, ~~43%~~ 6420% ~~90%~~ 55% 80% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 ~~15%~~ 15% ~~15%~~ 15% 15% For reporting periods of the years before 2025, all CO2 reduction targets rfsg and rfpsg shall be 0.

Amendment 339 #

Proposal for a regulation
Annex I – point 4 – point 4.3.1 – table

CO2 reduction targets rfsg and rfpsg Sub-groups sg Reporting period of the years 2025 – 2029 2030 – 2034 2035 – 2039 As from ~~2040~~ 2040 Medium lorries 53, 54 0 43 15% ~~64% 9~~50% 70% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43 30% 6450% ~~90%~~ 70% Heavy lorries > 16 t 4-UD, 4-RD, ~~15%~~ with 4x2 and 6x4 axle 4-LH, 5-RD, ~~43%~~ ~~64%~~ ~~90%~~ 15% configurations 5-LH, 9-RD, 30% 50% 70% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43 30% 6450% 970% configurations Coaches ~~(rfsg)~~ and 32-C2, 32- 0 interurban ~~C3, 32-DD,~~C3, 32-DD, busses(rfsg) 34-C2, 34- ~~43%~~ 15% ~~64%~~ 50% 970% C3, 34-C2DD, 34 31 L-2, 33 L- ~~C3, 34-DD~~2 Primary vehicles of 32-C2, 32- 0 0 coaches (rfpsg) C3, 32-DD, ~~43%~~ 15% ~~64%~~ 50% ~~90%~~ 70% 34-C2, 34- C3, 34-DD Trailers 0 0 7,5% 7,5% 7,5% Semi-trailers ~~0 15%~~0 15% 15% 15%

Amendment 34 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Recital 8

Amendment 340 #

Proposal for a regulation
Annex I – point 4 – point 4.3.1 – table

CO2 reduction targets rfsg and rfpsg Sub-groups sg Reporting period of the years 2025 – 2029 2030 – 2034 2035 – 2039 As from ~~2040~~ 2040 Medium lorries 53, 54 0 43% 64% 90% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43% 64% 90% Heavy lorries > 16 t 4-UD, 4-RD, ~~15%~~ with 4x2 and 6x4 axle 4-LH, 5-RD, 15% configurations 5-LH, 9-RD, 43% 64% 90% 9-LH, 10-RD, ~~10-LH~~ 10-LH Heavy lorries > 16 t 11, 12, 16 0 0 with special axle 43% 64% 90% configurations Coaches ~~(rfsg)~~ ~~32-C2,~~ and 31-L2, 32- 0 0 interurban C2, 32-C3, busses(rfsg) ~~C3,~~ 32-DD, 33- 43% 64% 90% L2, 34-C2, 34-C3, 34- ~~C3, 34-~~DD Primary vehicles of ~~32-C~~ 31-L2, 32- 0 coaches ~~(rfpsg)~~ and C32, 32-~~DD,~~ C3, interurban busses 32-DD, 33- 43% 64% 90% (rfpsg) L2, 34-C2, 34-C23, 34- ~~C3, 34-DD~~ DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 ~~15%~~ 15% 15% 15%

Amendment 341 #

Proposal for a regulation
Annex I – point 4 – point 4.3– point 4.3.1

4.3.1 The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg Sub-groups sg Reporting period of the years 2025 – 2029 2030 – 2034 2035 – 2039 As from ~~2040~~ 2040 Medium lorries 53, 54 0 43% ~~64%~~ 64% 90% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43% ~~64%~~ 64% 90% Heavy lorries > 16 t 4-UD, 4-RD, ~~15%~~ with 4x2 and 6x4 axle 4-LH, 5-RD, 15% configurations 5-LH, 9-RD, ~~43%~~ 43% 64% 90% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43% ~~64%~~ 64% 90% configurations Coaches ~~(rfsg)~~ ~~32-C~~and 31-L2, 32- 0 interurban busses C2, 32-C3, ~~C3, 32-DD,~~ 43% 64% 90% (rfsg) 32-DD, 33- ~~43%~~ ~~64%~~ ~~90%~~L2, 34-C2, 34-C23, 34- ~~C3, 34-DD~~ DD Primary vehicles of ~~32-C2,~~ 31-L2, 32- 0 0 coaches ~~(rfpsg) C3, 32-DD,~~ and C2, 32-C3, interurban busses 32-DD, 33- 43% 64% 90% (rfpsg) L2, 34-C2, ~~34-~~ 34-C3, 34-DD DD Trailers 0 0 7,5% 7,5% 7,5% Semi-trailers 0 0 15% 15% 15%

Amendment 342 #

Carlo FIDANZA, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Roberts ZĪLE, Peter LUNDGREN

Proposal for a regulation
Annex I – point 4 – point 4.3.2 – table

Zero-emission vehicle mandates zevMsg Sub-groups sg Reporting period of the years before 2030 2030 – 2035 – 2039 As from 2034 2040 Urban heavy 31-LF, 31-L1, 31- 0 1080% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE, 31-L2, 33-L2

Amendment 343 #

Proposal for a regulation
Annex I – point 4 – point 4.3.2 – table

Amendment 344 #

Proposal for a regulation
Annex I – point 4 – point 4.3.2 – table

Amendment 345 #

Proposal for a regulation
Annex I – point 4 – point 4.3.2 – table

The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods: Zero-emission vehicle mandates zevMsg Sub-groups sg Reporting period of the years before 2030 2030 – 2035 – 2039 As from 2034 2040 Urban heavy 31-LF, 31-L1, 31- 0 1080% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE~~, 31-L2, 33-L2~~ Or. enJustification A 100% target for 2030 would put high pressure on municipalities and public transport operators in terms of purchase prices for new zero-emission busses but also the necessary charging and refuelling infrastructure. A delay of the 100% target to 2035 is thus preferable. Additionally, only vehicles with urban mission profiles should be covered by Article 3b. Busses of classes 31-L2, 33-L2 on the other hand are mostly used for interurban missions and should thus be included in Article 3a.

Amendment 346 #

Proposal for a regulation
Annex I – point 4 – point 4.3.2 – table

Zero-emission vehicle mandates zevMsg Sub-groups sg Reporting period of the years before 2030 2030 – 2035 – 2039 As from 2034 2040 Urban heavy 31-LF, 31-L1, 31- 0 100% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE~~, 31-L2, 33-L2~~

Amendment 347 #

Proposal for a regulation
Annex I – point 4 – point 4.3.2 – table

Amendment 348 #

Proposal for a regulation
Annex I – point 5 – point 5.2

2019 ≤ 2025 ≤ Y< 2030 2030 ≤ Y< 2040 Y< 2025 cCO2(N [ET(202 [ET(NO)Y– [ET(NO)Y – CO2(NO)Y]×V(NO)Y O)Y 5)Y – CO2(NO)Y]×V(NO)Y CO2(202 2 5)Y ~~]×VY~~ ]×V(202 5)Y dCO2(N 0 0 [CO2(2025)Y – [CO2(NO)Y – T(NO)Y]×VY(NO)Y O)Y T(2025)Y]×V~~Y cCO2(M 0~~(2025)Y cCO2(M 0 [ET(M)Y – [ET(M)Y – CO2(M)Y]×V(M)Y )Y ~~[ET(M)Y –~~ CO2(M)Y]×V~~Y )Y~~(M)Y dCO2(M 0 0 0 [CO2(M)Y – T(M)Y]×V~~Y )Y V~~(M)Y )Y V(X)Y is the number of new heavy-duty vehicles of the manufacturer in the reporting period of the year Y. (X = 2025, NO, M);

Amendment 349 #

Proposal for a regulation
Annex I – point 6

For the reporting period of the years Y = 2029, 2034 and 2039: exeCO2(NO)Y = (dCO2(NO)I - cCO2(NO)I) - exeCO2(NO)J - redCO2(NO) - limCO2(NO)Y For the reporting period of the years Y = 2034 and 2039: exeCO2(M)Y = (dCO2(M)I - cCO2(M)I) - exeCO2(M)J - redCO2(M) - limCO2(M)Y

Amendment 35 #

Proposal for a regulation
Recital 8 a (new)

(8a) Strengthening CO2 emission reduction requirements for heavy-duty vehicles and rolling-out the necessary recharging and refuelling infrastructure will play a key role in reducing the emissions of the entire heavy-duty vehicles fleet to zero as soon as possible and by 2050 at the very latest, but it should also be complemented by other initiatives aiming at accelerating a modal shift from road to rail and increasing rail freight.

Amendment 350 #

Proposal for a regulation
Annex I – point 7(new)

Amendment 351 #

Carlo FIDANZA, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Roberts ZĪLE, Peter LUNDGREN

Proposal for a regulation
Annex I – point 7(new)

Amendment 352 #

Proposal for a regulation
Annex I – point 7(new)

Amendment 353 #

Proposal for a regulation
Annex I – point 7(new)

Amendment 354 #

Proposal for a regulation
Annex III – point 1 – paragraph 2 – subparagraph 9

are the CO2 emissions in g/km of the ~~primary vehicle of a~~ new heavy-duty vehicle v determined for a mission profile mp and reported in accordance with Articles 13a and 13b;

Amendment 355 #

Elsi KATAINEN, Jan-Christoph OETJEN, Ondřej KOVAŘÍK, Erik BERGKVIST

Proposal for a regulation
Annex IV – Part A – point q a (new)

(qa) maximum mass for a category N3 truck in an EHC referred to in Annex I, paragraph 2.7.2. in the truck’s country of registration when the truck is coupled to one or more semi-trailers/drawbar trail- ers;

Amendment 356 #

Proposal for a regulation
Annex IV – Part A – point q a (new)

(qa) maximum mass for a category N3 truck in an EHC referred to in Annex I, point 2.7.2. in the truck’s country of registration when the truck is coupled to one or more semi-trailers/drawbar trailers;

Amendment 36 #

Jan-Christoph OETJEN, Nicola DANTI, Ondřej KOVAŘÍK

Proposal for a regulation
Recital 9

(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero-emission and low-emission vehicles being deployed on the Union market whilst providing benefits to users and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. ~~Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen-powered vehicles, and technological innovations are continuing.~~ The automotive industry remains one of the pillars of the EU economy, contributing 7% of European GDP, providing 4.6 million jobs and remaining at the cutting edge of technological innovation with EUR 60 billion invested each year in research and development. The industry needs to be supported in its environmental and digital transition, as European manufacturers are now facing a triple bind, with tightened environmental regulations, increasing investment needs in innovation and heightened international competition. The strengthened CO2 emission reduction standards must become technology neutral in reaching the fleet-wide targets that they set. Zero and low-emission vehicles, which run on advanced biofuels or synthetic fuels as defined in Directive (EU) 2018/20011a. Zero-emission and low- emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen-powered vehicles, and technological innovations are continuing. __________________ 1a Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (recast)

Amendment 37 #

Proposal for a regulation
Recital 9

(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero- and low emissions vehicles being deployed on the Union market whilst providing benefits to users and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained~~. Zero-emission vehicles currently~~ by respecting the principle of technological neutrality. Possible technological alternatives to fossil fuels include battery electric vehicles, fuel-cell and other hydrogen- powered vehicles, provided that electricity is supplied by renewable or low-carbon sources, biogas, advanced biofuels, renewable and synthetic fuels and technological innovations are continuing.

Amendment 38 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Recital 9

(9) The ~~strengthened~~ CO2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the Union market whilst providing benefits to users and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen-powered vehicles, and technological innovations are continuing.

Amendment 39 #

Proposal for a regulation
Recital 9

Amendment 40 #

Proposal for a regulation
Recital 9 a (new)

(9a) Battery electric, fuel-cell and other hydrogen-powered vehicles have a strong potential to decarbonise certain segments of the heavy duty transport sector and their development should be encouraged, while taking into account the fact that no technology goes without an environmental impact. Where electrification is not possible or less efficient and hydrogen fuelled vehicles are not appropriate or cost competitive, the principle of technological neutrality allows for ensuring a level playing field with other technologies that are more mature.

Amendment 41 #

Proposal for a regulation
Recital 9 a (new)

(9a) Following consultation with stakeholders, at the latest one year after the entry into force of the regulation, the Commission should make a proposal for registering heavy-duty vehicles running exclusively on CO2 neutral fuels for compliance purposes in conformity with EU law and with the Union’s climate neutrality objective.

Amendment 42 #

Jan-Christoph OETJEN, Nicola DANTI, Ondřej KOVAŘÍK

Proposal for a regulation
Recital 10

(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards~~. Those t~~, and all new heavy-duty vehicles put on the EU margket~~s should be set at a level that~~ as of 2040 should be zero- emission. Ambitious targets will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market ~~and to~~, stimulate innovation in zero- emission technologies in a cost- efficient way, ensure European companies maintain a leading position on the global market, and contribute to reduce the running costs for transport companies, while ensuring the Union fulfil its climate and air pollution objectives.

Amendment 43 #

Proposal for a regulation
Recital 10

(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission and low-emission vehicles on the Union market and to stimulate innovation in ~~zero-emission~~ technologies in a cost- efficient way and be consistent with the existence of the necessary enabling conditions, in particularly the deployment of charging and refuelling infrastructure across the Union.

Amendment 44 #

Proposal for a regulation
Recital 10

(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. Those targets should be ~~set at a level that will deliver a strong signal to accelerate~~consistent with the availability of enabling conditions, namely sufficiently dense network of alternative fuels infrastructure, with the aim of promoting the uptake of zero- emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost- efficient way.

Amendment 45 #

Proposal for a regulation
Recital 10

(10) Against that background, new ~~strengthened~~ CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. Those targets should be ~~set at a level that will deliver a strong signal to accelerate~~consistent with the availability of enabling conditions, namely sufficiently dense network of alternative fuels infrastructure, with the aim of promoting the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost- efficient way.

Amendment 46 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Recital 10

Amendment 47 #

Proposal for a regulation
Recital 10

Amendment 48 #

Proposal for a regulation
Recital 10

Amendment 49 #

Jan-Christoph OETJEN, Nicola DANTI, Elsi KATAINEN, Ondřej KOVAŘÍK

Proposal for a regulation
Recital 10

(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero- and low emissions vehicles on the Union market and to stimulate innovation in zero- and low emissions technologies in a cost- efficient way.

Amendment 50 #

Proposal for a regulation
Recital 10 a (new)

(10a) The principle of technological neutrality is fundamental to ensure there is efficiency and a plurality of solutions, to preserve and fasten innovation and development, including in disruptive technologies, and to allow market flexibility and a diverse range of social behaviours. It is thus important that we do not limit road transport to a single technology but rather encourage innovation and complementarities between efficient alternative technologies, such as the combined use of hybrid vehicles and low-carbon fuels. Furthermore, a ‘one size fits all’ approach at European level would be compromised by the wide economic, social, geographical and infrastructural diversity within and between Member States, whereas a mix of complementary technologies allows each region to implement the solutions it deems most appropriate to reduce its emissions.

Amendment 51 #

Proposal for a regulation
Recital 10 a (new)

(10a) According to the latest information provided by the European Environment Agency (EEA), 97% of the urban population in the Union in 2021 was exposed to concentrations of fine particulate matter above the health-based guideline level set by the World Health Organization1a. In 2020 in Europe, 275,000 premature deaths were attributable to exposure of high concentrations of particulate matter, and 64,00 premature deaths were attributable to exposure of high NO2 concentrations1b. By accelerating the roll-out of zero- emission vehicles, strengthened CO2 emission reduction requirements will also contribute to reduce air pollution from road transport. __________________ 1a Europe's Air Quality Status 2023, European Environment Agency (2023). 1b Health impacts of air pollution in Europe, European Environment Agency (2023).

Amendment 52 #

Elsi KATAINEN, Jan-Christoph OETJEN, Ondřej KOVAŘÍK, Erik BERGKVIST

Proposal for a regulation
Recital 10 a (new)

(10a) This Regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. A mechanism based on a Carbon Correction Factor is introduced to take into account the contribution from the use of sustainable renewable transport fuels such as biofuels and biomass fuels when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.

Amendment 53 #

Proposal for a regulation
Recital 10 a (new)

(10a) Complimentary to the efforts of this regulation towards increasing the availability and uptake of zero-emission vehicles, a carbon correction factor should be introduced to properly reflect the contribution of the use of CO2 neutral fuels, such as biofuels, biogas, biomass fuels and synthetic fuels, when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.

Amendment 54 #

Jan-Christoph OETJEN, Nicola DANTI, Elsi KATAINEN, Ondřej KOVAŘÍK

Proposal for a regulation
Recital 10 b (new)

(10b) Following consultation with stakeholders, the Commission will make a proposal for registering heavy-duty vehicles running exclusively on CO2 neutral fuels for compliance purposes and in conformity with the Union’s climate neutrality objective.

Amendment 55 #

Jan-Christoph OETJEN, Bergur Løkke RASMUSSEN, Nicola DANTI, Elsi KATAINEN, Ondřej KOVAŘÍK, Caroline NAGTEGAAL

Proposal for a regulation
Recital 11 – paragraph 1

The updated New Industrial Strategy14 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway takes particular heed of small and medium-sized enterprizses in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions and on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at the European and national level to boost the affordability of zero- emission vehicles are also being addressed in the pathway. This could, for example, include the possibility for Member States to use the proposed Social Climate Fund to assist micro-enterprises in the purchasing of zero-emission trucks and lorries. Particular attention should be also given to the impact that this transition will have on SMEs along the supply chain. __________________ 14 Commission Communication on Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021.

Amendment 56 #

Proposal for a regulation
Recital 11 – paragraph 1

The updated New Industrial Strategy14 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway takes particular heed of small and medium-sized enterprizses in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions and on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at the European and national level to boost the affordability of zero- emission and low-emission vehicles are also being addressed in the pathway. This could, for example, include the possibility for Member States to use the proposed Social Climate Fund to assist micro- enterprises in the purchasing of zero- emission trucks and lorries. __________________ 14 Commission Communication on Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021.

Amendment 57 #

Bergur Løkke RASMUSSEN, Caroline NAGTEGAAL, Jan-Christoph OETJEN, Dominique RIQUET, Nicola DANTI

Proposal for a regulation
Recital 11 – paragraph 1

The updated New Industrial Strategy14 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway takes particular heed of small and medium-sized enterprizses in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions and on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at the European and national level to boost the affordability of zero- emission vehicles are also being addressed in the pathway. This could, for example, include the possibility for Member States to use the proposed Social Climate Fund to assist micro-enterprises in the purchasing of zero- and low emissions trucks and lorries. __________________ 14 Commission Communication on Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021.

Amendment 58 #

Proposal for a regulation
Recital 11 – paragraph 1 a (new)

A rapid roll out of charging and fuelling infrastructure requires availability of qualified installers. Investments in re- and upskilling will be a corner stone in fulfilling the targets of this regulation and will ensure a just transition in the truck manufacturing sector.

Amendment 59 #

Proposal for a regulation
Recital 12

(12) ~~The Union fleet-wide tar~~Regulation (EU) .../... of the European Parliament and of the Council on the deployment of alternative fuels infrastructure (AFIR) obligets ~~are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out~~ each Member State to install a minimum of one charging hub exclusively for HDVs every 60 kilometre on the TEN-T core network, and every 100 kilometre on the TEN-T comprehensive network. This will contribute to offer a minimum guarantee for transporters that they can use zero- emission heavy-duty long-haul trucks across Europe, and give a strong signal to operators of public charging stations that there will be a strong market for overachieving th~~e Commission Proposal for a regulation~~ ose minimum targets. Moreover, several Member States have already announced they will go beyond the deployment of alternative fuel infrastructure16 . __________________ 16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 finalose minimum requirements, and several European truck manufacturers have created joint ventures to install and operate public charging networks across Europe. This regulation will also encourage further investment in recharging infrastructure by providing certainty for investors that there will be an increase in demand. Member States should also be encouraged to include in their revised national policy frameworks measures to support the deployment of recharging and refuelling infrastructure in depots, logistic centres and warehouses. All those initiatives will contribute to the necessary roll-out of recharging and refuelling infrastructure across the Union.

Amendment 60 #

Proposal for a regulation
Recital 12

(12) The Union fleet-wide targets are to be complemented by the necessary roll-out of publicly accessible recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16 . The deployment of recharging and refuelling infrastructure is equally important in private locations, such as in private depots and at logistic centres to ensure overnight and destination charging. It is imperative that no European region is left behind and that regional disparities in the deployment of alternative fuels infrastructure are duly addressed, particularly in less developed regions or regions with specific needs and circumstances, such as rural and sparsely populated, remote and outermost, island and mountainous regions. This public and private network of recharging and refuelling stations is an enabling condition for manufacturers to be able to reach the CO2 reduction targets. __________________ 16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.

Amendment 61 #

Jan-Christoph OETJEN, Bergur Løkke RASMUSSEN, Ondřej KOVAŘÍK, Caroline NAGTEGAAL

Proposal for a regulation
Recital 12

(12) The Union fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16. The regulatory framework should also be conducive to maintaining price stability for alternative energies used in recharging and refuelling infrastructure. __________________ 16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.

Amendment 62 #

Proposal for a regulation
Recital 12

(12) The Union fleet-wide targets are ~~to be complemented by the necessary~~dependent on the rapid roll-out of recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16 . __________________ 16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.

Amendment 63 #

Proposal for a regulation
Recital 12 a (new)

(12a) The rollout of sufficient charging and refuelling infrastructure for alternative fuels is an essential prerequisite for the development of the market for zero- and low-emission vehicles and, therefore, for the success of this Regulation; thus, any increase in this regulation’s emission-reduction targets, including on interim objectives, should go hand-in-hand with an increase in rollout targets set as part of the revision of the Directive on the deployment of alternative fuels infrastructure; in this connection, it is vital that investment in its deployment should be continued and increased. The Member States should be provided with sufficient support and help to achieve this objective due to their significant investment needs in a decade in which their tax losses and transfers of tax revenues towards alternative fuels will increase. In this context, it is important to underline that the issue of refuelling is intrinsically linked to the very autonomy of vehicles, that, the more the latter increases, the less frequent refuelling will need to be – and that the Commission should therefore take account of technological developments, in particular with regard to the autonomy of batteries, which affect the deployment of infrastructure.

Amendment 64 #

Proposal for a regulation
Recital 12 a (new)

(12a) Within 6 months of the entry into force of this Regulation, the Commission should convene a Zero-Emission HDVs Platform, gathering public charging stations operators, electricity transmission system operators, long-haul transporters, urban logistic operators, public transport operators, civil society, think tanks, Member States and manufacturers, so as to work together on the effective and cost- efficient roll-out of recharging and refuelling infrastructure in view of the increased ambition of this Regulation. The work of this Platform should in particular feed in the preparation of the first review referred to in Article 22(2) of Regulation (EU) .../... of the European Parliament and of the Council on the deployment of alternative fuels infrastructure (AFIR) so as to ensure that the targets set out in that Regulation are aligned with the ambition of this Regulation.

Amendment 65 #

Bergur Løkke RASMUSSEN, Dominique RIQUET, Nicola DANTI

Proposal for a regulation
Recital 12 a (new)

(12a) While more ambitious CO2 standards are necessary to increase the uptake of zero and low emissions vehicles by addressing the supply side, they must be complemented by additional enabling conditions on the demand side for more fuel-efficient vehicles, in particular effective carbon pricing measures, such as a relevant average price of allowances under the new emissions trading scheme covering road transport as well as distance-based charges made possible by the Eurovignette directive and essential to reduce greenhouse gas emissions and air pollution.

Amendment 66 #

Proposal for a regulation
Recital 12 a (new)

(12a) Minimum requirements on charging infrastructure for heavy-duty vehicles laid down in regulation on the deployment of alternative fuel infrastructure may fall short of what the strengthened CO₂ emission performance standards demand. It is therefore of utmost importance that EU and national funding instruments prioritise support towards further developing alternative fuels infrastructure projects.

Amendment 67 #

Proposal for a regulation
Recital 12 b (new)

(12b) Vehicle labelling, and more broadly, vehicle environmental information disclosure, are powerful complementary measures that can help incentivise an acceleration of the uptake of zero-emission vehicles and can act as critical tools for guiding business purchasing decisions of heavy goods vehicles. Labelling schemes could provide additional information to buyers and help reward those companies going above and beyond regulatory requirements. Regulation (EU) 2017/2400 obliges manufacturers to provide to customers with information about the CO2 emissions and energy consumption of vehicles. The Commission should review this legislation to ensure it is fit for purpose and to potentially increase its scope to better ensure that it can reward manufacturers for going above and beyond the requirements of this Regulation, including by producing more energy- efficient zero emissions vehicles. In particular the review should examine the potential of developing a label that allows end-consumer facing companies advertise their own usage of zero-emissions vehicles along their supply chain.

Amendment 68 #

Proposal for a regulation
Recital 13

(13) The ~~transition to climate neutralit~~deployment of battery electric, fuel-cell and other hydrogen-powered vehicles will undoubtedly requires significant investments in the electricity grids including enhanced capacity, resilience and storage, as well as additional connections. Concerning the heavy-duty vehicles, with the target levels proposed in Article 3a for the year 2030 the share of zero emission vehicles in the total fleet of vehicles circulating on the road as well as the electricity consumption in the sector will remain limited. Therefore the related impact on the el and behaviour adaptation so that peak demand hours are addressed without risks on secturicity ~~grid will remain limited as well~~of supply.

Amendment 69 #

Proposal for a regulation
Recital 13 a (new)

(13a) The market adoption of zero- emission heavy-duty vehicles depends on the enabling conditions allowing road hauliers to operate the vehicles seamlessly and more profitably than conventional diesel trucks. The availability of charging and refuelling infrastructure, effective carbon pricing measures, including road user charges differentiated by CO2 emissions, and supportive and well- synchronized vehicle regulations are crucial enabling conditions that are outside of the direct control of vehicle manufacturers. Therefore, the state of the most important enabling conditions should be monitored on an annual basis. If one or more of the enabling conditions are found to be not in line with the CO2 targets for vehicle manufacturers, the targets should be reviewed and financial penalties (excess CO2 emissions premiums) for vehicle manufacturers be waived.

Amendment 70 #

Proposal for a regulation
Recital 13 a (new)

Amendment 71 #

Bergur Løkke RASMUSSEN, Caroline NAGTEGAAL, Jan-Christoph OETJEN, Nicola DANTI

Proposal for a regulation
Recital 13 a (new)

(13a) The market adoption of zero- emission heavy-duty vehicles depends on the enabling conditions allowing road haulers to operate the vehicles seamlessly and more profitably than conventional diesel trucks. The availability of charging and refuelling infrastructure, effective carbon pricing measures, including road user charges differentiated by CO2 emissions, and supportive and well- synchronized vehicle regulations are crucial enabling conditions that are outside of the direct control of vehicle manufacturers. Therefore, the state of the most important enabling conditions should be monitored on an annual basis. If one or more of the enabling conditions are found to be not in line with the CO2 targets for vehicle manufacturers, the targets should be reviewed and financial penalties (excess CO2 emissions premiums) for vehicle manufacturers be waived.

Amendment 72 #

Proposal for a regulation
Recital 13 a (new)

(13a) Certain enabling conditions allowing road hauliers to seamlessly operate zero-emission heavy-duty vehicles are key for early market adoption of such vehicles. Therefore, the state of the most important enabling conditions such as optimal grid capacity, storage, charging and refuelling infrastructure and effective carbon pricing measures should be monitored regularly and taken into account in the review of this regulation.

Amendment 73 #

Proposal for a regulation
Recital 13 b (new)

(13b) Any future review of this regulation should include an evaluation of the CO2 targets, taking into account the possibility of waiving a portion of the excess CO2 emissions premiums as specified in Article 8 of this Regulation.

Amendment 74 #

Proposal for a regulation
Recital 14

(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission and low- emission vehicles in a cost-efficient manner~~, and i~~. The progressively more ambitious emission reduction targets have increased the costs of compliance for manufacturers. It is therefore appropriate to maintain the approach of decreasing target levels in five-year steps.

Amendment 75 #

Proposal for a regulation
Recital 14

(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero- and low emissions vehicles in a cost-efficient manner, and it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps.

Amendment 76 #

Proposal for a regulation
Recital 14 a (new)

(14a) The principles of the Green Deal aim to ensure that the transition to a climate-neutral Union by 2050 at the latest is fair and leaves nobody behind as highlighted in the European Year of Skills 2023. Access to training and reskilling in numerous sectors, including the heavy-duty vehicles sector that needs to undergo fundamental changes, is crucial for a socially just transition. The heavy-duty vehicles industry needs to make sure employees have access to reskilling opportunities, and are encouraged to take these, at no cost of their own. To ensure a fair and effective transition, mapping and analysing the predicted changes to the job market of the heavy duty vehicles industry is crucial. Companies should conduct early assessments of the impact on jobs the transition will entail, including Trade Unions and workers’ representatives early in these processes.

Amendment 77 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Recital 14 a (new)

(14a) Recital 14 new . This regulation aims to accelerate the transition towards carbon neutral mobility according to the principle of technology neutrality. To complement the efforts towards an increasing availability of zero emission vehicles, a mechanism based on a carbon correction factor is introduced to duly account for the contribution from the use of sustainable renewable transport fuels when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.

Amendment 78 #

Bergur Løkke RASMUSSEN, Elsi KATAINEN

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologiesome room should be given, at least in the short term, to account for particular niche uses. This may include uses such as vehicles for critical security and safety applications. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. ~~In view of such considerations, some margin~~ The 2028 review clause should assess the possibility of applying the ~~2040~~CO2 target ~~should be left to accommodate developments in technology yet to occur~~s for niche uses and uncertified vehicles.

Amendment 79 #

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as extra heavy duty vehicles and long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, ~~some margin in the 2040 target should be left to accommodate developments in technology yet to occur~~the review of this regulation should take into account the technological development of these vehicles in a possible review of the targets.

Amendment 80 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur. It is important to assess the full life-cycle CO2 emissions from heavy- duty vehicles at Union level. To that end, the Commission should evaluate, not later than one year after the entry into force of the regulation, the possibility of developing a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission should adopt follow-up measures, including, where appropriate, legislative proposals.

Amendment 81 #

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur. It is important to assess the full life-cycle CO2 emissions from heavy- duty vehicles at Union level. To that end, the Commission should evaluate, not later than one year after the entry into force of the regulation, the possibility of developing a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission should adopt follow-up measures, including, where appropriate, legislative proposals.

Amendment 82 #

Elsi KATAINEN, Jan-Christoph OETJEN, Ondřej KOVAŘÍK, Erik BERGKVIST

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur. Against that background, the principle of technological neutrality is essential to ensure that there is a plurality of solutions, to foster innovation and to allow for market flexibility. It is thus important not to limit heavy road transport to a single technology but rather to encourage innovation and complementarities between different technologies, especially given the heterogenous nature of heavy road transport in terms of range, payload and driving times.

Amendment 83 #

Proposal for a regulation
Recital 15 a (new)

(15a) Extra heavy combinations (EHC) are vehicles with above standard masses and often also dimensions. They have increased energy efficiency gains and lowered relative fuel use due to higher payloads compared to average EU trucks. However, in the current calculation formula related to the CO2 HDV targets, this is not taken into account. In order to correct this and reflect the EHC emissions more realistically, the calculation formula should be modified accordingly.

Amendment 84 #

Carlo FIDANZA, Roberts ZĪLE, Pietro FIOCCHI, Kosma ZŁOTOWSKI, Peter LUNDGREN

Proposal for a regulation
Recital 15 a (new)

(15a) Following consultation with stakeholders, at the latest one year after the entry into force of the regulation, the Commission should make a proposal for registering heavy-duty vehicles running exclusively on CO2 neutral fuels for compliance purposes in conformity with EU law and with the Union’s climate neutrality objective.

Amendment 85 #

Bergur Løkke RASMUSSEN, Caroline NAGTEGAAL, Dominique RIQUET, Nicola DANTI, Elsi KATAINEN

Proposal for a regulation
Recital 15 a (new)

(15a) Following consultation with stakeholders, the Commission shall make a proposal for registering heavy-duty vehicles running exclusively on CO2 carbon neutral fuels in conformity with the Union’s climate-neutrality objective.

Amendment 86 #

Proposal for a regulation
Recital 15 a (new)

(15a) CO2-neutral fuels, such as biogas, biofuels or synthetic fuels can contribute to significant CO2 reductions and improvement of air quality already today, and play a key role in the transition. At the same time, they can be part of the solution in the future in cases where an electric or hydrogen truck is impossible or difficult.

Amendment 87 #

Bergur Løkke RASMUSSEN, Caroline NAGTEGAAL, Nicola DANTI

Proposal for a regulation
Recital 15 b (new)

(15b) Given the fact that a significant part of lorries produced in the EU is exported worldwide and that this sector is exposed to a strong international competition, the industrial leadership of European manufacturers and suppliers operating globally shall be protected and strengthened by respecting as much as possible the principle of technological neutrality, which is essential to guarantee the capacity of innovation and competitiveness.

Amendment 88 #

Proposal for a regulation
Recital 15 b (new)

(15b) This legislation plays a key role in providing a competitive edge to zero- emission vehicles over fossil fuel-powered vehicles, gradually diminishing the economic disparities between them. However, adequate support from other EU and national legislation as well as financial mechanisms and funds are crucial to bring down costs and make zero-emission transport commercially viable.

Amendment 89 #

Proposal for a regulation
Recital 15 c (new)

(15c) Assessing the full life-cycle CO2 emissions of existing and future technologies in a well-to-wheel approach is essential to ensure technological neutrality. To that end, the Commission shall no later than 31 December 2026 draw up a methodology for the assessment and reporting of the full life-cycle CO2 emissions of heavy-duty vehicles placed on the EU market. This Regulation should be reviewed in 2027 to include this life-cycle methodology and to take into consideration potential technological developments.

Amendment 90 #

Proposal for a regulation
Recital 16

(16) CIn order to ensure sustainable and resilient supply chains, and reduce current strategic import dependencies in some technologies and products needed for the accelerated roll-out of zero- emission heavy-duty vehicles, in particular urban buses, and prevent the formation of new ones, contracting authorities or contracting entities should consider, when basing the award of contracts for the purchase or the use of vehicles referred to in point 4.2 of Annex I, the sustainability and resilience of supply, including by considering the “Guidance on the participation of third country bidders and goods in the EU procurement market” (C(2019) 5494 final). The weighting of criteria on the sustainability and resilience contribution of the tender in relation to public procurement procedures is without prejudice to the possibility for contracting authorities and contracting entities to set a higher threshold for the criteria relating to environmental sustainability or innovation, in line with Article 41(3) and Recital 64 of Directive 2014/23/EU of the European Parliament and of the Council, Article 67(5) of Directive 2014/24/EU and Article 82(5) of Directive 2014/25/EU.

Amendment 91 #

Proposal for a regulation
Recital 17

Amendment 92 #

Proposal for a regulation
Recital 17

(17) With the stricter Union fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/1242. Th~~e ZLEV~~is incentive mechanism should therefore be amended to only incentivise zero-emission vehicles as of 2025, be aligned with current market developments, and be fully removed as of 2030.

Amendment 93 #

Proposal for a regulation
Recital 17

(17) With the stricter Union fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, ~~the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/1242. T~~and given the pressure brought about in connection with the high demand for clean vehicles, the ZLEV incentive mechanism should therefore be ~~removed as of~~maintained beyond 2030.

Amendment 94 #

Bergur Løkke RASMUSSEN, Caroline NAGTEGAAL, Dominique RIQUET, Nicola DANTI, Elsi KATAINEN

Proposal for a regulation
Recital 17

(17) With the stricter Union fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero- and low emissions vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/1242. The ZLEV incentive mechanism should therefore be removed as of 2030.

Amendment 95 #

Proposal for a regulation
Recital 18

(18) ~~The possibility of assigning the r~~Revenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(4) of Regulation (EU) 2019/1242, with the conclusion that this would significantly increase the administrative burden, while not directly benefit the automotive sector in its transition. Revenue from the excess emission premiums should therefore continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) of Regulation (EU) 2019/1242should be considered as revenue assigned to the Innovation Fund in order to support the development of innovative technologies, which is key for the green transition of the automotive sector.

Amendment 96 #

Bergur Løkke RASMUSSEN, Caroline NAGTEGAAL, Jan-Christoph OETJEN

Proposal for a regulation
Recital 18

(18) The possibility of assigning the revenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(4) of Regulation (EU) 2019/1242, with the conclusion that this would significantly increase the administrative burden, while not directly benefit the automotive sector in its transition. Revenue from the excess emission premiums should therefore continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) offindings indicating potential benefits from social and environmental perspectives due to the increased spending possibilities. Revenue from the excess emission premiums should therefore be allocated to the Social Climate Fund established by Regulation (EU) 20~~19/1242~~23/955.

Amendment 97 #

Proposal for a regulation
Recital 21 – paragraph 1

For vehicles, which are not in the scope of the automotive type-approval legislation, such as agricultural and forestry tractors, vehicles ~~designed and~~ constructed for the use by armed and security forces and track-laying vehicles, the CO2 emissions are not determined and therefore these vehicles do not have to meet the CO2 targets set in this Regulation.

Amendment 98 #

Proposal for a regulation
Recital 21 – paragraph 4

As for certain vehicle groups, which are type-approved, CO2 emissions are not determined yet for technical reasons, these vehicles do not have to meet the CO2 targets set by this Regulation. These are for example special purpose vehicles, such as mobile cranes, carriers of hydraulic multi- equipment or exceptional load transport vehicles, off-road vehicles, such as certain vehicles used for mining, forestry and agricultural purposes, as well as other vehicles with non-standard axle configurations such as vehicles with more than 4 axles or more than 2 driven axles, small buses with a maximum mass lower than 7,5 t~~, and small lorries with a maximum mass lower than 5t~~.

Amendment 99 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Emma WIESNER, Susana SOLÍS PÉREZ

Proposal for a regulation
Recital 21 – paragraph 5

~~Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers.~~deleted

source: 749.289

2023/07/07 ENVI 447 amendments...

Amendment 100 #

Proposal for a regulation
Recital 12

Amendment 101 #

Andreas GLÜCK, Ulrike MÜLLER, Emma WIESNER, Susana SOLÍS PÉREZ

Proposal for a regulation
Recital 12 a (new)

(12a) The rollout of sufficient charging and refuelling infrastructure for alternative fuels is an essential prerequisite for the development of the market for zero- and low-emission vehicles and, therefore, for the success of this Regulation. Thus, any increase in this regulation’s emission-reduction targets, including on interim objectives, should go hand-in-hand with an increase in rollout targets set as part of the revision of the Directive on the deployment of alternative fuels infrastructure; in this connection, it is vital that investment in its deployment should be continued and increased. The Member States should be provided with sufficient support and help to achieve this objective due to their significant investment needs in a decade in which their tax losses and transfers of tax revenues towards alternative fuels will increase. In this context, it is important to underline that the issue of refuelling is intrinsically linked to the very autonomy of vehicles, that, the more the latter increases, the less frequent refuelling will need to be – and that the Commission should therefore take account of technological developments, in particular with regard to the autonomy of batteries, which affect the deployment of infrastructure.

Amendment 102 #

Proposal for a regulation
Recital 12 a (new)

(12a) The development of infrastructures and charging points for electric vehicles must take place in a uniform and equal manner, taking into account also rural and remote areas. For long-distance journeys, the use of electric vehicles is still limited, due to the insufficient development of the appropriate infrastructure.

Amendment 103 #

Proposal for a regulation
Recital 13 a (new)

Amendment 104 #

Proposal for a regulation
Recital 13 a (new)

(13a) The widespread adoption of zero- emission heavy-duty vehicles in the market depends on the existence of favourable conditions that allow road hauliers to operate these vehicles efficiently and with greater profitability compared to conventional diesel trucks. Key enabling conditions that fall outside the direct control of vehicle manufacturers include the availability of charging and refuelling infrastructure, effective carbon pricing measures (such as road user charges that vary based on CO2 emissions), and supportive and well- coordinated vehicle regulations. It is essential to monitor the state of these enabling conditions on an annual basis. If any of these conditions are proofed to be inconsistent with the CO2 targets set for vehicle manufacturers, a reassessment of the targets should take place.

Amendment 105 #

Proposal for a regulation
Recital 14

Amendment 106 #

Proposal for a regulation
Recital 14 a (new)

(14a) This regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. As a complement to the efforts towards an increasing availability of zero emission vehicles, a mechanism based on a carbon correction factor is introduced to duly account the contribution from the use of sustainable renewable transport fuels including biofuels, biomass fuels as well as RFNBOs when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.

Amendment 107 #

Proposal for a regulation
Recital 14 a (new)

(14a) Commercial vehicles are essential tools for the movement of goods and people, being thus fundamental for the European economy. Accessibility for customers, long recharging times, combined with the absence of adequate infrastructure and the reduced load capacity are elements that could hamper the rapid transition to zero-emission technologies.

Amendment 108 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero- emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy-duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur.deleted

Amendment 109 #

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology isand that vehicles powered by carbon neutral fuels are a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a ~~limi~~n adequated share of the entire heavy-duty vehicle fleet, on the basis of typology of missions. In view of such considerations, some margin in the 204028 target should be left to accommodate developments in technology yet to occur. For this reason it is vital to consider the full life-cycle CO2 emissions from heavy-duty vehicles at Union level. Therefore, at the latest one year after the entry into force of the Regulation, the Commission should evaluate the possibility of developing a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles placed on the Union market. Where appropriate, the Commission should adopt follow-up measures, including legislative proposals.

Amendment 110 #

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur. It is important to assess the full life-cycle CO2 emissions from heavy- duty vehicles at Union level. To that end, the Commission should evaluate, not later than one year after the entry into force of the regulation, the possibility of developing a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission should adopt follow-up measures, including, where appropriate, legislative proposals.

Amendment 111 #

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur. It is important to assess the full life-cycle CO2 emissions from heavy- duty vehicles at Union level. To that end, the Commission should evaluate, not later than one year after the entry into force of the regulation, the possibility of developing a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission should adopt follow-up measures, including, where appropriate, legislative proposals.

Amendment 112 #

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological ~~circumstanc~~and geographical circumstances, including geographically more isolated regions of the Union, EU Member States that have the majority of their commercial traffic through transit corridors situated in third countries, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some significant margin in the 2040 target should be left to accommodate developments in technology yet to occur.

Amendment 113 #

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, ~~it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure tha~~some room should be given in the short zter~~o-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorri~~m to account for particular niche uses. This may include uses such as vehicles for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. ~~In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur~~The 2028 review clause should assess the possibility of applying CO2 targets also for niche uses and uncertified vehicles.

Amendment 114 #

Proposal for a regulation
Recital 15

Amendment 115 #

Nils TORVALDS, Emma WIESNER, Erik POULSEN, Asger CHRISTENSEN

Proposal for a regulation
Recital 15 a (new)

(15a) Since zero-emission tailpipe HDVs are presently either in a prototype stage of development or with a very limited market deployment, it is presently impossible to assess correctly the market price of either new vehicles deployed on the market and the future transportation costs incurred by the companies, when using such means of transport. It is therefore of crucial importance to leave enough flexibility to Member States, producers and transport companies to adapt their decarbonization strategies to upcoming market realities.

Amendment 116 #

Proposal for a regulation
Recital 15 a (new)

(15a) Extra Heavy Combinations (EHC) are vehicles with a maximum permissible mass over 60 tonnes, compared to the EU- average of 40 tonnes. As the formula for calculating CO2 emissions assumes the same payload as for significantly smaller heavy-duty vehicles, the formula should be modified to take into account the increased energy efficiency of these extra heavy combinations to better reflect the real life emissions.

Amendment 117 #

Proposal for a regulation
Recital 17

Amendment 118 #

Proposal for a regulation
Recital 17

(17) With the stricter Union fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/1242. ~~The ZLEV incentive mechanism should therefore be~~Furthermore, considering the high Technology Readiness Levels (TRL) of zero-emission vehicles, there is no compelling reason to continue providing additional incentives to low-emission vehicles. The ZLEV incentive mechanism should therefore cease to apply to low-emission heavy-duty vehicles as of 2025 and be fully removed as of 2030.

Amendment 119 #

Proposal for a regulation
Recital 17

Amendment 120 #

Proposal for a regulation
Recital 17

(17) With the stricter Union fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/1242. The ZLEV incentive mechanism should therefore be amended with a view to only incentivise zero-emission vehicles as of 2025, to be aligned with current market developments, and to have it fully removed as of 2030.

Amendment 121 #

Proposal for a regulation
Recital 17

(17) With the stricter Union fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/1242. Th~~e ZLEV~~at incentive mechanism should therefore be amended with a view to only incentivise zero-emission vehicles as of 2025, to be aligned with current market developments, and to have it fully removed as of 2030.

Amendment 122 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 17

(17) With the stricter Union fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero- and low-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) wshould ~~no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/1242. The ZLEV incentive mechanism should therefore be removed as of~~therefore continue to run until 20309.

Amendment 123 #

Proposal for a regulation
Recital 17

Amendment 124 #

Proposal for a regulation
Recital 17

Amendment 125 #

Proposal for a regulation
Recital 21 – paragraph 4

As for certain vehicle groups, which are type-approved, CO2 emissions are not determined yet for technical reasons, these vehicles do not have to meet the CO2 targets set by this Regulation. These are for example special purpose vehicles, such as mobile cranes, carriers of hydraulic multi- equipment or exceptional load transport vehicles, off-road vehicles, such as certain vehicles used for mining, forestry and agricultural purposes, as well as other vehicles with non-standard axle configurations such as vehicles with more than 4 axles or more than 2 driven axles, small buses with a maximum mass lower than 7,5 t, and small lorries with a maximum mass lower than 5t, as well as trailers not within the scope of Commission Implementing Regulation (EU) 2022/1362.

Amendment 126 #

Proposal for a regulation
Recital 21 – paragraph 4

Amendment 127 #

Proposal for a regulation
Recital 21 – paragraph 4

As for certain vehicle groups, which are type-approved, CO2 emissions are not determined yet for technical reasons, these vehicles do not have to meet the CO2 targets set by this Regulation. These are for example special purpose vehicles, such as mobile cranes, carriers of hydraulic multi- equipment or exceptional load transport vehicles, off-road vehicles, such as certain vehicles used for mining, forestry and agricultural purposes, as well as other vehicles with non-standard axle configurations such as vehicles with more than 4 axles or more than 2 driven axles, and small buses with a maximum mass lower than 7,5 t~~, and small lorries with a maximum mass lower than 5t~~.

Amendment 128 #

Proposal for a regulation
Recital 21 – paragraph 4

As for certain vehicle groups, which are type-approved, CO2 emissions are not determined yet for technical reasons, these vehicles do not have to meet the CO2 targets set by this Regulation. These are for example special purpose vehicles, such as mobile cranes, carriers of hydraulic multi- equipment or exceptional load transport vehicles, off-road vehicles, such as certain vehicles used for mining, forestry and agricultural purposes, as well as other vehicles with non-standard axle configurations such as vehicles with more than 4 axles or more than 2 driven axles, and small buses with a maximum mass lower than 7,5 t~~, and small lorries with a maximum mass lower than 5t~~.

Amendment 129 #

Proposal for a regulation
Recital 21 – paragraph 4

As for certain vehicle groups, which are type-approved, CO2 emissions are not determined yet for technical reasons, these vehicles do not have to meet the CO2 targets set by this Regulation. These are for example special purpose vehicles, such as mobile cranes, carriers of hydraulic multi- equipment or exceptional load transport vehicles, off-road vehicles, such as certain vehicles used for mining, forestry and agricultural purposes, as well as other vehicles with non-standard axle configurations such as vehicles with more than 4 axles or more than 2 driven axles, and small buses with a maximum mass lower than 7,5 t~~, and small lorries with a maximum mass lower than 5t~~.

Amendment 130 #

Proposal for a regulation
Recital 21 – paragraph 4 – subparagraph 1 (new)

Due to the technical readiness of the vehicle segment and the need to improve air quality in cities, small lorries with a maximum mass lower than 5t should also have to meet the CO2 targets set by this Regulation. As for these vehicle sub- groups, CO2 emissions cannot be determined yet for technical reasons under Regulation (EU) 2017/2400, their CO2 emissions as determined under type- approval under Regulation (EU) 715/2007 should be used for the purpose of calculating average specific CO2 emissions of manufacturers. While these vehicles do not fall under the monitoring and reporting obligations of vehicle manufacturers, their new registrations are reported by EU member states.

Amendment 131 #

Proposal for a regulation
Recital 21 – paragraph 5

~~Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers.~~deleted

Amendment 132 #

Proposal for a regulation
Recital 21 – paragraph 5

~~Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers.~~deleted

Amendment 133 #

Proposal for a regulation
Recital 21 – paragraph 5

~~Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers.~~deleted

Amendment 134 #

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should not continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. However, recognizing their specific uses, this Regulation should apply specific requirements to them. CO2 emissions from vocational vehicles, such as garbage, tippers or concrete mixers, are already certified under VECTO, monitored and reported by vehicle manufacturers as well as Member States. In addition, zero-emission vocational vehicles are already commercially available in Europe. As they mostly operate in urban areas, vocational vehicles also significantly impact urban air quality. Separate CO2 emission reduction targets should therefore apply to those vehicles.

Amendment 135 #

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. However, it should be feasible to provide incentives for vocational vehicles with zero or low emissions. Consequently, these vehicles should also be considered in the context of this Regulation when assessing a manufacturer's compliance to their specific CO2 emissions targets.

Amendment 136 #

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers, while at the same time enabling to incentivize zero- and low- emission vocational vehicles to strengthen the purpose of this Regulation when determining the compliance of a manufacturer with its respective CO2 emission targets.

Amendment 137 #

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. On the other hand, zero-and-Low emission vocational vehicles could be used for the purpose of this Regulation and for the purpose of determining manufacturer’s compliance with its specific CO2 emissions targets.

Amendment 138 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. On the other hand, zero-and-Low emission vocational vehicles could be used for the purpose of this Regulation and for the purpose of determining manufacturer’s compliance with its specific CO2 emissions targets.

Amendment 139 #

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. On the other hand, zero-and-Low emission vocational vehicles could be used for the purpose of this Regulation and for the purpose of determining manufacturer's compliance with its specific CO2 emissions targets.

Amendment 140 #

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, timber trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers.

Amendment 141 #

Proposal for a regulation
Recital 21 a (new)

(21a) Heavy-duty vehicles intended for use as abnormal transport, such as windmill transports, car transporters and contractor vehicles, should be exempted from having to meet the CO2 targets before, during and after the transport. That a vehicle is intended for the use of abnormal transport can be verified by a certificate issued by national authorities.

Amendment 142 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 23

Amendment 143 #

Proposal for a regulation
Recital 23

Amendment 144 #

Proposal for a regulation
Recital 23

Amendment 145 #

Proposal for a regulation
Recital 25 a (new)

(25a) CO2 emissions from vocational vehicles, such as garbage, tippers or concrete mixers, are already certified under VECTO, monitored and reported by vehicle manufacturers and Member States, and several zero-emission vocational vehicles are already commercially available in Europe. CO2 emissions from vocational vehicles represent around 5% of heavy-duty vehicles emissions and around 10% of sales. As they mostly operates in cities, vocational vehicles also significantly impact urban air quality. Most of those vehicles run on low mileage and with predictable routes, and are being stored overnight in depots, thereby making it easier for operators to run zero-emission vehicles. CO2 emissions reduction targets should therefore also apply to those vehicles.

Amendment 146 #

Proposal for a regulation
Recital 25 a (new)

(25a) CO2 emissions from vocational vehicles, such as garbage, tippers or concrete mixers, are already certified under VECTO, monitored and reported by vehicle manufacturers and Member States, and several zero-emission vocational vehicles are already commercially available in Europe. CO2 emissions from vocational vehicles represent around 5% of heavy-duty vehicles emissions and around 10% of sales. As they mostly operates in cities, vocational vehicles also significantly impact urban air quality. Most of those vehicles run on low mileage and with predictable routes, and are being stored overnight in depots, thereby making it easier for operators to run zero-emission vehicles. CO2 emissions reduction targets should therefore also apply to those vehicles.

Amendment 147 #

Proposal for a regulation
Recital 25 a (new)

(25a) CO2 emissions from vocational vehicles, such as garbage trucks, tippers or concrete mixers, are already certified under VECTO, monitored and reported by manufacturers and Member States, and several zero-emission vocational vehicles are already commercially available in the EU. As they mainly operate in densely populated urban areas, vocational vehicles also significantly impact urban air quality, which affects citizens. Most of those vehicles perform short trips with predictable routes and return to depots every day, thereby making it easier for operators to run zero-emission vehicles. CO2 emissions reduction targets should therefore also apply to those vehicles.

Amendment 148 #

Proposal for a regulation
Recital 25 a (new)

(25a) In order to facilitate the development and enable the widespread use of trailers equipped with CO2 emission reduction technology, it is imperative to promptly update and expand the approval framework for such technologies, in particular for electrified trailers, by adapting the Regulation (EU) 2018/858 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles.

Amendment 149 #

Proposal for a regulation
Recital 25 b (new)

(25b) Due to the technical readiness of the vehicle segment and the need to improve air quality in cities, small lorries with a maximum mass lower than 5t should also have to meet the CO2 targets set by this Regulation. As for these vehicle sub-groups CO2 emissions cannot be determined yet for technical reasons under Regulation (EU) 2017/2400, their CO2 emissions as determined under type- approval under Regulation (EU) 715/2007 should be used for the purpose of calculating average specific CO2 emissions of manufacturers. While these vehicles do not fall under the monitoring and reporting obligations of vehicle manufacturers, their new registrations are reported by EU member states. For the purpose of determining the vehicle mileage and payload factor of those vehicles, they should be attributed to the sub-groups as laid out in Annex 1.1.4.

Amendment 150 #

Proposal for a regulation
Recital 25 b (new)

(25b) CO2 emissions from small lorries with a maximum mass lower than 5t and medium lorries with a maximum mass lower than 7,4t which cannot yet be determined under VECTO, but their CO2 emissions are being determined under Regulation (EU) 2018/858 and their registrations reported by Member States to the Commission. Zero-emission technologies for vehicles under that segment are already mature and cost- efficient. That segment includes many urban delivery trucks supplying stores, such as supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality. Smaller lorries should therefore also be subject to the same CO2 targets, and be attributed to the respective sub-groups according to their mission profile, mileage and payload.

Amendment 151 #

Proposal for a regulation
Recital 25 b (new)

Amendment 152 #

Proposal for a regulation
Recital 26

(26) Due to the technical readiness of the sub-sector and the need to improve air quality in cities, a mandatory minimum share of new zero-emission urban buses should be set. That minimum share should reach 60% by 2030.

Amendment 153 #

Proposal for a regulation
Recital 26

Amendment 154 #

Proposal for a regulation
Recital 26

(26) Due to the technical readiness of the sub-sector and the need to improve air quality in cities, a mandatory minimum share of 100% new zero-emission urban buses should be set in 2030.

Amendment 155 #

Proposal for a regulation
Recital 27

(27) ~~A mandatory minimum share of zero-emission urban buses should reflect the societal need for affordable public transport, including in rural areas.~~ The increased supply of zero- emission urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of zero-emission urban buses, reflecting fossil fuel savings resulting from their operation. Joint procurement of urban buses building on the Clean Bus Platform can bring the purchasing cost of such buses further down, and the proposed Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. ~~Finally, regional and long- distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicles.~~ Support from the Social Climate Fund could address specific needs of rural areas and prevent transport poverty21 by securing access to affordable public transport. __________________ 21 In line with the definition in the Social Climate Fund regulation, article 2(2a).

Amendment 156 #

Yannick JADOT

Proposal for a regulation
Recital 27 a (new)

(27a) The Commission should pro- actively engage with those competent authorities that have received EU funding for adapting their infrastructure and fleet to biomethane as a response to their targets under Directive (EU) 2019/1161 to ensure that this investment can be amortised over several years alongside the mandatory minimum share of zero- emission urban buses, provided that the supply of biomethane is guaranteed by certificates of origin and comes from a virtuous waste treatment process, such as treatment of urban waste and urban wastewater, and that vehicles comply with the relevant Euro standards.

Amendment 157 #

Proposal for a regulation
Recital 27 a (new)

(27a) Urban areas in which significant investments have already been allocated or spent on the conversion of infrastructure to allow for the use of biomethane in urban buses - city buses and inter-urban buses - over a long period of time should be able to apply for a temporary derogation from the target for urban buses. Member States should consult the Commission on such applications and may grant a derogation until at the latest 2040.

Amendment 158 #

Proposal for a regulation
Recital 27 a (new)

(27a) whereas the high cost of purchasing zero-emission urban buses and of adapting the infrastructure could lead to a reverse modal shift due to a possible reduction in the frequency of urban bus services, and new national and European financial support must therefore be envisaged to complement the funding options offered by the Social Climate Fund.

Amendment 159 #

Proposal for a regulation
Recital 28

Amendment 160 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 28

(28) The zero- and low-emission factor should last be applied for the reporting period of the year 20~~29, because it is no longer considered necessary after that time as an incentive~~39 to promote the market entrance of zero-emission vehicles in the heavy duty sector.

Amendment 161 #

Proposal for a regulation
Recital 28

Amendment 162 #

Proposal for a regulation
Recital 28

Amendment 163 #

Proposal for a regulation
Recital 28

Amendment 164 #

Proposal for a regulation
Recital 28

Amendment 165 #

Proposal for a regulation
Recital 28

Amendment 166 #

Proposal for a regulation
Recital 28

Amendment 167 #

Proposal for a regulation
Recital 28 a (new)

(28a) Low-entry buses, which are subject of registration within class II, are made for interurban operations and can therefore be clearly identified. Given this profile, it is not appropriate to subject these type of buses to the zero-emission mandate for urban buses. Class II of low entry vehicles should therefore instead be treated as high floor interurban coaches and vehicles.

Amendment 168 #

Proposal for a regulation
Recital 28 a (new)

Amendment 169 #

Proposal for a regulation
Recital 28 a (new)

Amendment 170 #

Proposal for a regulation
Recital 28 a (new)

Amendment 171 #

Agnès EVREN

Proposal for a regulation
Recital 28 a (new)

(28a) whereas the European institutions have encouraged the Member States and the competent authorities to invest in biomethane through their financial instruments, it is vital that this public money is amortised over several years, as public policies are built over time.

Amendment 172 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 29

Amendment 173 #

Proposal for a regulation
Recital 29

Amendment 174 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 29

Amendment 175 #

Proposal for a regulation
Recital 30

(30) Furthermore, in order to strengthen the development of new zero-emission technologies powered by carbon neutral fuels in specialized small- and medium- sized companies, it should also be possible to transfer zero-emission and vehicles powered by carbon neutral fuels between non-connected entities.

Amendment 176 #

Proposal for a regulation
Recital 32

(32) The existing system of multi-annual emission credits and emission debts should be extended to 2039 as reduction targets keep strengthening beyond 2030 until 2040 and require forward-looking technical developments of manufacturers during that period. Nevertheless, manufacturers should clear all remaining emission debts in the years 2029, 2034 and 2039, and emission credits that are not used within five years after they have been acquired should automatically expire, so as to avoid locking-in a low ambition.

Amendment 177 #

Proposal for a regulation
Recital 32

(32) The existing system of multi-annual emission credits and emission debts should be extended to 2039 as reduction targets keep strengthening beyond 2030 until 2040 and require forward-looking technical developments of manufacturers during that period. Nevertheless, manufacturers should clear all remaining emission debts in the years 2029, 2034 and 2039, and emission credits that are not used within five years after they have been acquired should automatically expire, so as to avoid locking-in a low ambition.

Amendment 178 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Emma WIESNER

Proposal for a regulation
Recital 32

(32) The existing system of multi-annual emission credits and emission debts should be extended to 2039 as reduction targets keep strengthening beyond 2030 until 2040 and require forward-looking technical developments of manufacturers during that period. Manufacturers should clear all remaining emission debts in the years 2029, 2034 and 2039. Credits not used within five years after issuing should be deemed invalid.

Amendment 179 #

Proposal for a regulation
Recital 39 a (new)

(39a) For the swift decarbonisation of the transport sector, it is important to adopt a holistic approach and take into account the full-life cycle CO2 emissions of heavy duty vehicles place on the Union market. Looking exclusively at tailpipe emissions, only captures part of the CO2 emissions and is not in line with technological neutrality. Thus, the Commission should by 2026 develop a methodology for assessing the full life- cycle CO2 emission of heavy-duty vehicles.

Amendment 180 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Susana SOLÍS PÉREZ

Proposal for a regulation
Recital 39 a (new)

(39a) In order to assess the full life-cycle CO2 emissions of heavy-duty vehicles at the Union level, the Commission should develop a methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy- duty vehicles that are placed on the Union market.

Amendment 181 #

Proposal for a regulation
Recital 39 b (new)

(39b) In order to speed-up the transition a mechanism, based on a carbon correction factor is introduced that reflects the CO2 intensity and the share of CO2 neutral fuels.

Amendment 182 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Susana SOLÍS PÉREZ

Proposal for a regulation
Recital 39 c (new)

(39c) a new definition of "CO2 neutral fuels" is introduced to allow for renewable fuels as defined in Directive 2018/2001, including biofuels, biogas, bioliquids, biomass fuels and renewable fuels of non-biological origin or recycled carbon fuels.

Amendment 183 #

Proposal for a regulation
Recital 40 a (new)

(40a) The market acceptance of low- and zero-emission heavy-duty vehicles depends on essential enabling factors that allow transport and logistics companies to meet delivery requirements more economically compared to conventional diesel trucks. Factors such as the cost and functionality of zero-emission vehicles, the availability and adequacy of electric charging and hydrogen refuelling infrastructure, and the impact of carbon pricing measures are critical in achieving more ambitious CO2 reduction goals. However, these enabling factors are largely outside the direct control of manufacturers and suppliers. Therefore, regular monitoring of progress on these enabling factors is necessary. If any of these factors prove insufficient in meeting CO2 reduction targets, it should be considered to reduce or waive excess emissions premiums for manufacturers and / or a new legislative proposal should be considered to revise the current CO2 reduction targets.

Amendment 184 #

Proposal for a regulation
Recital 40 b (new)

(40b) It is important to assess the full life-cycle CO2 emissions of heavy-duty vehicles at Union level. To that end, the Commission should develop a methodology for the assessment and the consistent data reporting of the full life- cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market.

Amendment 185 #

Proposal for a regulation
Recital 41 a (new)

(41a) This regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. As a complement to the efforts towards an increasing availability of zero emission vehicles, following consultation with stakeholders, the Commission will make a proposal for a mechanism to duly account the contribution from the use of sustainable renewable transport fuels including biofuels, biomass fuels as well as RFNBOs when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.

Amendment 186 #

Proposal for a regulation
Recital 42 a (new)

(42a) This regulation aims to speed the shift towards carbon-neutral mobility based on the principle of technological neutrality. In addition to the ongoing efforts to enhance the accessibility of zero-emission vehicles, a mechanism based on a carbon correction factor is introduced to duly account the contribution from the use of sustainable renewable transport fuels including biofuels, biomass fuels, and RFNBOs (Renewable Fuels of Non-Biological Origin) when evaluating the compliance of newly registered heavy-duty vehicles with regards to reducing CO2 emissions.

Amendment 187 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 42 a (new)

(42a) This regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. As a complement to the efforts towards an increasing availability of zero emission vehicles, a mechanism based on a carbon correction factor is introduced to duly account the contribution from the use of sustainable renewable transport fuels including biofuels, biomass fuels as well as RFNBOs when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles

Amendment 188 #

Proposal for a regulation
Recital 42 a (new)

(42a) This regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. As a complement to the efforts towards an increasing availability of zero emission vehicles, a mechanism based on a carbon correction factor is introduced to duly account the contribution from the use of sustainable renewable transport fuels including biofuels, biomass fuels as well as RFNBOs when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.

Amendment 189 #

Proposal for a regulation
Recital 42 a (new)

(42a) This regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. As a complement to the efforts towards an increasing availability of zero emission vehicles, a mechanism based on a carbon correction factor is introduced to duly account the contribution from the use of sustainable renewable transport fuels including biofuels, biomass fuels as well as RFNBOs when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.

Amendment 190 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI

Proposal for a regulation
Article 1 – paragraph 1 – point 1

Regulation (EU) 2021/1119
Article 1 – paragraph 1

1. This Regulation establishes CO2 emissions performance requirements for new heavy-duty vehicles that contribute to achieving the Union's target of reducing its greenhouse gas emissions, as laid down in Regulation (EU) 2018/84223 , achieve economy-wide climate neutrality by 2050 as enshrined in Regulation (EU) 2021/111923a and the objectives of the Paris Agreement24 and to ensure the proper functioning of the internal market. __________________ 23 Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 16, 19.6.2018, p. 26. 23a Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1). 24 OJ L 282, 19.10.2016, p.4.

Amendment 191 #

Proposal for a regulation
Article 1 – paragraph 1 – point 1

Regulation (EU) 2019/1242
Article 1 – paragraph 1

1. This Regulation establishes CO2 emissions performance requirements for new heavy-duty vehicles in well-to-wheel cycle that contribute to achieving the Union's target of reducing its greenhouse gas emissions, as laid down in Regulation (EU) 2018/84223 , and the objectives of the Paris Agreement24 and to ensure the proper functioning of the internal market. __________________ 23 Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 16, 19.6.2018, p. 26. 24 OJ L 282, 19.10.2016, p.4.

Amendment 192 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – paragraph 1 – subparagraph 1 – point b

(b) N1, which do not fall under Regulation (EU) 2019/631, N2 and N3, except motor vehicles used in vehicle combinations with a gross vehicle weight ≥ 50 tonnes or motor vehicles used in combinations complying with an EMS mission profile, EMS being understood as a vehicle combination as defined under Article 4.4.(b) of Directive 96/53/EC;

Amendment 193 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – paragraph 1 – subparagraph 1 – point b

(b) N~~1, which do not fall under~~2 with a technically permissible maximum laden mass above 5 tons and N3; (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/~~631, N2 and N3;~~ 1242)

Amendment 194 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – paragraph 1 – subparagraph 1 – point b

(b) N~~1, which do not fall under Regulation (EU) 2019/631, N2~~2 with a technically permissible maximum laden mass above 5 tons and N3;

Amendment 195 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – paragraph 1 – subparagraph 1 – point b

(b) N~~1, which do not fall under Regulation (EU) 2019/631, N2~~2 with a technically permissible maximum laden mass above 5 tons and N3;

Amendment 196 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

(c) O3 and O4 provided their positive effect on energy consumption is accurately taken into account in any CO2 emission calculation.

Amendment 197 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – paragraph 1 – subparagraph 1 – point c

Amendment 198 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – paragraph 1 – subparagraph 1 – point c

Amendment 199 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – paragraph 1 – subparagraph 1 – point c a (new)

(ca) It shall also apply, for the purposes of this Regulation, to zero-and-low emission vocational vehicles. (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/1242)

Amendment 200 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – paragraph 1 – subparagraph 1 – point c a (new)

(ca) It shall also apply, for the purposes of this Regulation, to zero-and-low emission vocational vehicles.

Amendment 201 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – paragraph 1 – subparagraph 2

For the purposes of this Regulation, those vehicles shall be referred to as heavy-duty vehicles. Vehicles falling under points (a) and (b) shall be referred to as heavy-duty motor vehicles. In addition, it shall also apply, where appropriate and feasible, to zero- and low- emission vocational vehicles.

Amendment 202 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation 2019/1242
Article 2 – paragraph 1 – subparagraph 2 a (new)

This Regulation shall also apply, for the specifically defined purposes of this Regulation, to zero- and low-emission vocational vehicles.

Amendment 203 #

Henna VIRKKUNEN, Marian-Jean MARINESCU, Christian DOLESCHAL

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point c

Regulation (EU) 2019/1242
Article 2 – paragraph 4

4. Notwithstanding Article 2(3) of Regulation (EU) 2017/2400 and vehicles exempted under Article 2(1) point (b) of the present regulation, , approved vehicles falling under Article 2(3), point (b), of Regulation (EU) 2018/858 shall not be subject to the CO2 emission targets set out in Article 3a of this Regulation, unless the manufacturer chooses to include those vehicles in the calculation of its specific CO₂ emissions and targets when reporting the vehicle in accordance with Part B of Annex IV to this Regulation.

Amendment 204 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point c

Regulation (EU) 2019/1242
Article 2 – paragraph 5

5. Vehicles other than those referred to in paragraph 4 registered for use by civil protection, fire services, forces responsible for maintaining the public order, armed services or urgent medical care, or category N3 trucks in groups 11, 12 or 16 permitted to be used in their country of registration for towing combinations with a maximum permissible mass exceeding 70 tonnes, shall not be subject to the CO2 emission targets under Article 3a, if a Member State so indicates in the registration and reporting process, thereby confirming in the data reported in accordance with Part A of Annex IV that the purpose of the vehicle cannot be equally served by a ZEV and it is thus in the public interest to register a vehicle with a combustion engine to fulfil that purpose.

Amendment 205 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point c

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 8

(5a) (ca) point (8) is replaced by the following: '(8) 'vehicle sub-group' means a grouping of vehicles as defined in point 1 of Annex I, that are characterised by a common and distinctive set of technical criteria relevant for determining the CO2 emissions and fuel consumption of those vehicles, taking into account the attribution of small lorries with a maximum mass lower than 5t as laid down in Table 1.1.1a of Annex I;

Amendment 206 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 11 – point a

Amendment 207 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 11 – point a

(a) a heavy-duty ~~motor~~ vehicle with ~~not more~~ out an internal combustion engine, or with an ~~5 g/(t∙km) or 5 g/(p∙km) of CO2 emissions~~internal combustion engine that emits less than 1gCO2/(t.km) or 1gCO2/(p.km) as determined in accordance with Article 9 of Regulation (EU) 2017/2400;

Amendment 208 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 11 – point a

Amendment 209 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – paragraph 3 – point g – point 11

(a) a heavy-duty motor vehicle with not more than 51 g/(t∙km) or 51 g/(p∙km) of CO2 emissions as determined in accordance with Article 9 of Regulation (EU) 2017/2400 and vehicles powered by renewable fuels;

Amendment 210 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1241
Article 3 – paragraph 3 – point g – point 11

(a) a heavy-duty motor vehicle with not more than 51 g/(t∙km) or 51 g/(p∙km) of CO2 emissions as determined in accordance with Article 9 of Regulation (EU) 2017/2400; (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/1242)

Amendment 211 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – paragraph 3 – point g – point 11

(a) a heavy-duty motor vehicle with not more than ~~5 g/(t∙km) or 5 g/(p∙km)~~1gCO2/kWh of CO2 emissions as determined in accordance with Article 9 of Regulation (EU) 2017/2400;

Amendment 212 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 11 – point b

(b) a heavy-duty motor vehicle ~~fulfilling the conditions of point 1.1.4 of Annex I to this Regulation~~without a combustion engine or with a combustion engine emitting not more than 1 gCO2/(t.km) or 1 gCO2/(p.km) as determined in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council, if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;

Amendment 213 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 11 – point b

Amendment 214 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 11 – point b a (new)

(ba) a heavy-duty motor vehicle of category N2 with a maximum mass lower than 7, 4t without an internal combustion engine, or with an internal combustion engine that emits less than 1gCO2/(t.km) as determined in accordance with Regulation (EU) 2018/858 if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;

Amendment 215 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 11 – point b a (new)

Amendment 216 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 11 – point (c)

(c) a trailer equipped with a device that actively supports its propulsion or recuperates energy during braking for e.g. supply of trailer auxiliary units and has no internal combustion engine or has an internal combustion engine emitting less than 5 g CO2/kWh as determined in accordance with Regulation (EC) No 595/2009 of the European Parliament and of the Council and its implementing measures or UNECE Regulation (EC) No 49.

Amendment 217 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g a (new)

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 11 – point c a (new)

(ga) ‘CO2 neutral fuel vehicle’ or ‘CNCEV’ means a vehicle equipped with a combustion engine running exclusively on CO2 neutral fuel.

Amendment 218 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point h

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 12 a (new)

(12a) ‘CO2 Neutral Fuel’ means a renewable or synthetic fuel as defined in the Directive (EU) 2018/2001 including advances biofuels, biogas, biomass fuels and renewable fuels of non biological origin (RFNBO). These eligible fuels need to meet sustainability and greenhouse gas emissions saving criteria as given in Directive (EU) 2018/2001 and associated delegated acts.’

Amendment 219 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i – introductory part

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 12 – point i – introductory part

(i) the following points (16) to (23b) are added:

Amendment 220 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i – introductory part

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 12 – point i – introductory part

(i) the following points (16) to (234) are added:

Amendment 221 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i – introductory part

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 12 – point i – introductory part

(i) the following points (16) to (234) are added:

Amendment 222 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 a (new)

(23a) 'CO2 Neutral Fuel' refers to a renewable and / or synthetic fuel, as defined in Directive 2018/2001, which encompasses biofuels, biogas, biomass fuel, renewable liquid and gaseous transport fuel of non-biological origin (RFNBO), or Recycled Carbon Fuel (RCF). In the case of such fuel being used, the emissions associated with its usage (eu) are considered to be net zero. This means that the CO2 equivalent of the carbon contained in the chemical composition of the fuel in use (eu) is derived from biogenic sources and / or has been prevented from being emitted as CO2 into the atmosphere, or has been captured from the ambient air, or prevented from following its usual emission pathway. Any other renewable and / or synthetic fuel, not explicitly listed in Directive 2018/2001, can meet this definition provided that it satisfies the aforementioned criteria and the sustainability requirements outlined in the Directive and its associated delegated acts. A mixture of two or more CO2 Neutral Fuels is considered a CO2 Neutral Fuel;

Amendment 223 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 a (new)

(23a) 'Carbon Neutral Fuel’ means a renewable and/or synthetic fuel as defined by Directive 2018/2001 including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin – RFNBO or Recycled Carbon Fuel – RCF, where the emissions of the fuel in use (eu) can be taken to be net zero, meaning that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use eu is of biogenic origin and/or has been avoided being emitted as CO2 into the atmosphere or has been captured from ambient air or has avoided its existing fate. Other renewable and/or synthetic fuels not listed in Directive 2018/2001 can fulfil this definition provided that they meet the above criteria and the sustainability criteria of said Directive and associated delegated acts. A mixture of two or more Carbon Neutral Fuels is considered a Carbon Neutral Fuel;

Amendment 224 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 a (new)

(23a) ‘CO2 Neutral Fuel’ means a renewable and/or synthetic fuel as defined by Directive 2018/2001 including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin – RFNBO or Recycled Carbon Fuel – RCF, where the emissions of the fuel in use (eu) can be taken to be net zero, meaning that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use eu is of biogenic origin and/or has been avoided being emitted as CO2 into the atmosphere or has been captured from ambient air or has avoided its existing fate. Other renewable and/or synthetic fuels not listed in Directive 2018/2001 can fulfil this definition provided that they meet the above criteria and the sustainability criteria of said Directive and associated delegated acts. A mixture of two or more CO2 Neutral Fuels is considered a CO2 Neutral Fuel;

Amendment 225 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23a (new)

(23a) ‘CO2 Neutral Fuel’ means a renewable and/or synthetic fuel as defined by Directive 2018/2001 including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin – RFNBO or Recycled Carbon Fuel – RCF, where the emissions of the fuel in use (eu) can be taken to be net zero, meaning that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use eu is of biogenic origin and/or has been avoided being emitted as CO2 into the atmosphere or has been captured from ambient air or has avoided its existing fate. Other renewable and/or synthetic fuels not listed in Directive 2018/2001 can fulfil this definition provided that they meet the above criteria and the sustainability criteria of said Directive and associated delegated acts. A mixture of two or more CO2 Neutral Fuels is considered a CO2 Neutral Fuel;

Amendment 226 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 a (new)

(23a) ‘CO2 neutral fuel’ means a renewable and/or synthetic fuel as defined by Directive 2018/2001 including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin – RFNBO or Recycled Carbon Fuel – RCF, where the emissions of the fuel in use (eu) can be taken to be net zero, meaning that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use (eu) is of biogenic origin and/or has been avoided being emitted as CO2 into the atmosphere or has been captured from ambient air or has avoided its existing fate. Other renewable and/or synthetic fuels not listed in Directive 2018/2001 can fulfil this definition provided that they meet the above criteria and the sustainability criteria of said Directive and associated delegated acts;

Amendment 227 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 a (new)

(23a) 'CO 2 Neutral Fuel’ means a renewable and/or synthetic fuel as defined by Directive 2018/2001 including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin RFNBO or a Recycled Carbon Fuel RCF, where the emissions of the fuel in use (eu) is taken to be net zero. Other renewable and/or synthetic fuels not listed in Directive 2018/2001 can fulfil this definition provided that they meet the above criteria and the sustainability criteria of said Directive and associated delegated acts;

Amendment 228 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 a (new)

23a. ‘accounting system for carbon- neutral fuels’ means a voluntary approach whereby the tailpipe CO2 emissions of vehicles are reduced for the purposes of the compliance assessment, in order to reflect the reduction in greenhouse gas emissions achieved through the use of additional quantities of carbon-neutral fuels as defined in paragraph 24 of this Article, while ensuring that these reductions are not also counted towards the reduction targets set out in Directive (EU) 2018/2001;

Amendment 229 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 a (new)

(23a) “CO2 Neutral Fuel” means a biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin (RFNBO) or a Recycled Carbon Fuel (RCF), as defined by Directive 2018/2001, where the emissions of the fuel in use e(u) can be taken to be net zero, meaning that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use e(u) is of biogenic origin, or has been avoided being emitted as CO2 into the atmosphere or has avoided its existing fate;

Amendment 230 #

Nils TORVALDS, Emma WIESNER, Erik POULSEN, Asger CHRISTENSEN

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

(23a) “CO2 Neutral Fuel” means a biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin (RFNBO) or a Recycled Carbon Fuel (RCF), where the emissions of the fuel in use e(u) can be taken to be net zero, meaning that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use e(u) is of biogenic origin, or has been avoided being emitted as CO2 into the atmosphere or has avoided its existing fate;

Amendment 231 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 a (new)

(23a) 'Renewable fuels eligible for CCF' means advanced biofuels and biogas (as defined in Directive (EU) 2018/2001 Annex IX parta) and renewable fuels of non-biological origin. These eligible fuels need to meet sustainability and greenhouse gas emissions saving criteria as given in Directive (EU) 2018/2001 of the European Parliament and of the Council;

Amendment 232 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 a (new)

(23a) “CO2 Neutral Fuel” means a biofuel, biogas, biomass fuel, renewable liquid and gaseous transport fuel of non biological origin (RFNBO) or a recycled carbon fuel (RCF), where the emissions of the fuel in use complies with a minimum threshold of greenhouse gas emissions savings at least 70% as laid down in Directive (EU) 2018/2001;

Amendment 233 #

Andreas GLÜCK, Ulrike MÜLLER, Giuseppe FERRANDINO, Ondřej KNOTEK, Susana SOLÍS PÉREZ

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 a (new)

(23a) 'Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the greenhouse gas emission intensity and the share of CO2 Neutral Fuels, as defined in Article 3 (12a) of this Regulation;

Amendment 234 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 a (new)

(23a) "CO2 Neutral Fuels" means renewable fuels as defined in Directive 2018/20011a, including biofuels, bioliquids, biomass fuels and renewable fuels of non-biological origin or recycled carbon fuels;

Amendment 235 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 b (new)

(23b) ‘CO2 Neutral Fuel’ means a renewable and/or synthetic fuel as defined by Directive 2018/2001 including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin – RFNBO or Recycled Carbon Fuel – RCF, where the emissions of the fuel in use (eu) can be taken to be net zero, meaning that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use eu is of biogenic origin and/or has been avoided being emitted as CO2 into the atmosphere or has been captured from ambient air or has avoided its existing fate. Other renewable and/or synthetic fuels not listed in Directive 2018/2001 can fulfil this definition provided that they meet the above criteria and the sustainability criteria of said Directive and associated delegated acts. A mixture of two or more CO2 Neutral Fuels is considered a CO2 Neutral Fuel;

Amendment 236 #

Nils TORVALDS, Emma WIESNER, Erik POULSEN, Asger CHRISTENSEN

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 b (new)

(23b) Price comparison factor” means the ratio between the combined average price of a new zero-emission vehicle and of transport service by such a vehicle for ton per 10 000 kilometres, compared to the combined average price of a new ICE vehicle and of transport service by such a vehicle for ton per 10 000 kilometres;

Amendment 237 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 b (new)

(23b) 'Carbon Correction Factor (CCF)' means a factor which applies a correction to the tailpipe CO2 emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of renewable fuels eligible for CCF, as defined in Article 3 (23a new) of this Regulation;

Amendment 238 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 b (new)

(23b) 'Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of CO2 Neutral Fuels, as defined in paragraph 23a of this Article;

Amendment 239 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 b (new)

Amendment 240 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 b (new)

(23b) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of CO 2 Neutral fuels, as defined in Article 3 (23a) of this Regulation;

Amendment 241 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23b (new)

Amendment 242 #

Andreas GLÜCK, Ulrike MÜLLER, Giuseppe FERRANDINO, Ondřej KNOTEK, Susana SOLÍS PÉREZ

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

(23b) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the share of CO 2 Neutral fuels, as defined in Article 3 (24) of this Regulation;

Amendment 243 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 b (new)

(23b) "Carbon Correction Factor" means a factor reflecting the CO2 intensity and share of CO2 neutral fuels;

Amendment 244 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

(23c) “Market deployment factor” means the assessment by the Commission for future 5-year period market deployment, expressed as a percentage of the existing fleet, based on data on production, purchase contracts, availability of essential materials, elements and ingredients, such as HDV batteries, fuel cells, hydrogen production capabilities, renewable fuels production capabilities, and development of alternative fuels infrastructure;

Amendment 245 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 c (new)

(23c) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of CO2 Neutral Fuels, as defined in paragraph 79 of this article;

Amendment 246 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 d (new)

(23 e) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of CO2 Neutral Fuels, as defined in paragraph 79 of this article;

Amendment 247 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i a (new)

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 a (new)

(ia) ‘CO2 neutral fuel’ means all fuel achieving balance between life-cycle CO2 emissions and their removal;

Amendment 248 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i b (new)

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 b (new)

(ib) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of CO2 neutral fuels;

Amendment 249 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point j

Regulation (EU) 2019/1242
Article 3 – paragraph 2

Amendment 250 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point j

Regulation (EU) 2019/1242
Article 3 – paragraph 2

(j) the following paragraph is added: ‘ For the purposes of this Regulation, ‘a group of connected manufacturers’ means a manufacturer and its connected undertakings. ‘Connected undertaking’ means: (a) manufacturer has, directly or indirectly: (i) half the voting rights; or (ii) half the members of the supervisory board, board of management or bodies legally representing the undertaking; or (iii) the right to manage the undertaking’s affairs; (b) indirectly have, over the manufacturer, the rights or powers referreddeleted undertakings in which the the power to exercise more than the power to in appoint ~~(a); (c)~~more than undertaking referred to in point (b) has, directly or indirectly, the rights or powers referred to in point (a); (d) manufacturer together with one or more of the undertakings referred to in point (a), (b) or (c), or in which two or more of the latter undertakings, jointly have the rights or powers referred to in point (a); (e) or the powers referred to in point (a) are jointly held by the manufacturer or one or more of its connected undertakings referred to in points (a) to (d) and one or more third parties.; ’s which directly or undertakings in which an undertakings in which the undertakings in which the rights

Amendment 251 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point j

Regulation (EU) 2019/1242
Article 3 – paragraph 2

(j) the following paragraph is added: ‘ For the purposes of this Regulation, ‘a group of connected manufacturers’ means a manufacturer and its connected undertakings. ‘Connected undertaking’ means: (a) manufacturer has, directly or indirectly: (i) half the voting rights; or (ii) half the members of the supdeleted undertakings in which the the power to exervcisory board, board of management or bodies legally representing the undertaking; or (iii) undertaking’s affairs; (b) indirectly have, over the manufacturer, the rights or powers referred to in point (a); (c) undertaking referred to in point (b) has,e more than the power to appoint more than the right to manage the undertakings which directly or iundirectly, the rights or powers referred to in point (a); (d) manufacturer together with one or more of the undertakings referred to in point (a), (b) or (c), or in which two or more of the latter undertakings, jointly have the rights or powers referred to in point (a); (e) or the powers referred to in point (a) are jointly held by the manufacturer or onertakings in which an undertakings in which the undertakings in which the rights (This amendment applies throughout the text. Adopting it will necessitate cor ~~more of its connected undertakings referred to in points (a) to (d) and~~ responding changes throughout.) Or. en (Revisione o~~r more third parties.; ’~~ f Regulation (EU) 2019/1242)

Amendment 252 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 a (new)

Regulation (EU) 2019/1242
Article 3 – paragraph 2 (new)

(3a) CO2 Neutral Fuel” means a biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin (RFNBO) or a Recycled Carbon Fuel (RCF), where the emissions of the fuel in use e(u) can be taken to be net zero, meaning that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use e(u) is of biogenic origin, or has been avoided being emitted as CO2 into the atmosphere or has avoided its existing fate. Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the share of CO 2 Neutral fuels, as defined in Article 3 (24) of this Regulation.

Amendment 253 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

1. The average CO2 emissions of the Union fleet of new heavy-duty motor vehicles, other than special purpose, off- road, and off-road special purpose~~, and vocational vehicles~~ shall be reduced by the following percentages compared to the average CO2 emissions of the reporting period of the year 2019:

Amendment 254 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – introductory part

Amendment 255 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – introductory part

Amendment 256 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by ~~45 %,~~25 to 45 %, depending on the market deployment factor and price comparison factor.

Amendment 257 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %, including vehicles 100% powered by carbon neutral fuels.

Amendment 258 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point (b)

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %, including vehicles 100% powered by carbon neutral fuels.

Amendment 259 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups referred to in point 1.1.1 of Annex I for the reporting periods of the years 2030 to 2034 by 45 30%,

Amendment 260 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %,

Amendment 261 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4560 %,

Amendment 262 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 450 %,

Amendment 263 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 435 %,

Amendment 264 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 465 %,

Amendment 265 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 450 %,

Amendment 266 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3 a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 435 %,

Amendment 267 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 435 %,

Amendment 268 #

Henna VIRKKUNEN, Marian-Jean MARINESCU, Christian DOLESCHAL

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 450 %,

Amendment 269 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %,

Amendment 270 #

Andreas GLÜCK, Ulrike MÜLLER, Giuseppe FERRANDINO, Ondřej KNOTEK, Susana SOLÍS PÉREZ

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 435 %,

Amendment 271 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %, (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Article 1 - paragraph 4 - Revision of Regulation (EU) 2019/1242)

Amendment 272 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %,

Amendment 273 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point c

(c) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by ~~65 %,~~45%, including vehicles 100% powered by carbon neutral fuels.

Amendment 274 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point c

(c) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by ~~65 %~~35 to 65 % depending on the market deployment factor and price comparison factor,

Amendment 275 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point c

(c) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by 645 %, including vehicles 100% powered by carbon neutral fuels.

Amendment 276 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point c

(c) for all vehicle sub-groups referred to in point 1.1.1 of Annex I for the reporting periods of the years 2035 to 2039 by 65 55%,

Amendment 277 #

Andreas GLÜCK, Ulrike MÜLLER, Giuseppe FERRANDINO, Ondřej KNOTEK

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point c

Amendment 278 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Amendment 279 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point c

Amendment 280 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3 a – paragraph 1 – point c

Amendment 281 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point c

Amendment 282 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point c

Amendment 283 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point c

Amendment 284 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point c

(c) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by 650 %, (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/1242)

Amendment 285 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point c

Amendment 286 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point c

Amendment 287 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Amendment 288 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 970%, including vehicles 100% powered by carbon neutral fuels.

Amendment 289 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by ~~90%~~45 to 90% depending on the market deployment factor and price comparison factor.

Amendment 290 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 970%, including vehicles 100% powered by carbon neutral fuels.

Amendment 291 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point d

(d) for all vehicle sub-groups referred to in point 1.1.1 of Annex I for the reporting periods of the years 2040 onwards by 9075%.

Amendment 292 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 9100%.

Amendment 293 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 9100%.

Amendment 294 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 9100%.

Amendment 295 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 905%.

Amendment 296 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 970%.

Amendment 297 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 970%.

Amendment 298 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 970%. (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/1242)

Amendment 299 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3 a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 980%.

Amendment 300 #

Andreas GLÜCK, Ulrike MÜLLER, Giuseppe FERRANDINO, Ondřej KNOTEK

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 9085%.

Amendment 301 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 980%.

Amendment 302 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1a (new)

1a. Market deployment factor shall be calculated upfront for each future 5-year period and defined by the Commission via implementing act. In case of significant regional disparities, the Commission shall define regional MDFs.

Amendment 303 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 1 – paragraph 1a (new)

1a. for trailers for the reporting periods of the years 2030 onwards by 7.5%.

Amendment 304 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1b (new)

1b. Price comparison factor shall be calculated at the end of each 5 year period and valid for the next 5 year period and defined by the Commission via implementing act.

Amendment 305 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1b (new)

1b. for semi-trailers for the reporting periods of the years 2030 onwards by 15%.

Amendment 306 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1c (new)

1c. The maximum reduction under p.1 shall be only applied, when Market deployment factor for the next 5 year period is higher than 15% and Price comparison factor for the previous 5 year period is lower than 1.5.

Amendment 307 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1d (new)

1d. The minimum reduction under p.1 shall only be applied, when Market deployment factor for the next 5 year period is lower than 5% and Price comparison factor for the previous 5 year period is higher than 2.5.

Amendment 308 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1e (new)

1e. In case either of MDF and PCF are respectively between 5 and 15% and between 1.5 and 2.5, the Commission shall define the reduction target within the limits under p.1 via delegated act for the respective 5 year period.

Amendment 309 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1f (new)

1f. In case of significant regional disparities in the MDF, the delegated act might provide for regional reduction targets.

Amendment 310 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 2

Amendment 311 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 2

Amendment 312 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 2

Amendment 313 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 2a (new)

2a. In accordance with point 1.1.4 of Annex I, heavy-duty vehicles that are not attributed to one of the sub-groups in point 1.1 of Annex I shall be taken into account for assessing the compliance of manufacturers with the provisions of the reduction targets set out in paragraph 1.

Amendment 314 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 – paragraph 3a (new)

3a. Heavy-duty vehicles that are not attributed to one of the sub-groups in point 1.1 of Annex I shall be taken into account for assessing the compliance of manufacturers with the provisions of the reduction targets set out in paragraph 1, in accordance with point 1.1.4 of Annex I.

Amendment 315 #

Pascal CANFIN, Erik POULSEN, Asger CHRISTENSEN

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3aa (new)

3b. Article 3aa (new) Zero emission heavy-duty vehicle mandate for large fleet operators 1) Member states shall take measures to ensure that, by 2030, 100% of new heavy- duty motor vehicles owned or leased by large fleet operators are zero-emissions. In taking these measures, Member states shall establish a clear pathway towards reaching these objectives. 2) By [6 months entry into force of this Regulation], the Commission shall adopt a delegated act in accordance with Article 17 to set out the threshold levels for heavy-duty motor vehicles owned or leased by large fleet operators subject to the obligations laid down in paragraph 1. The Commission shall further detail the requirements for Member states to report on their progress towards reaching their obligations under paragraph 1. 3) By 1 December 2027, the Commission shall put forward a progress report to the European Parliament and the Council on the progress achieved by Member states towards the obligations laid down in paragraph 1. Member states shall report on their obligations to the Commission accordingly on an annual basis. 4) Subject to the conclusions from the progress report laid down in paragraph 3, the Commission shall, if appropriate, put forward a legislative proposal with additional measures to ensure a clear pathway towards the decarbonisation of all corporate fleets, in line with the increased EU fleet-wide targets set out in this Regulation.

Amendment 316 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3ab (new)

3c. Article 3ab - Additional measures to support the transition to zero-emission vehicles in the Union market By [6 months entry into force of this Regulation], the Commission shall adopt a delegated act in accordance with Article 17 to harmonise the type-approval rules for vehicles with internal combustion engines converted to battery, fuel cell electric drive or hydrogen combustion engine, in order to allow for series approval. The Commission shall also assess the introduction of a rule for calculating the CO2 equivalents of combustion engine vehicles converted to zero emission vehicles in the context of the application of this regulation.

Amendment 317 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3ac (new)

3d. Article 3ac (new) CO2 emission targets for vocational vehicles 1. The average CO2 emissions of the Union fleet of new heavy-duty motor vehicles which are defined as vocational vehicles according to point 1.2. of Annex I shall be reduced by the following percentages compared to the average CO2 emissions of the reporting period of the year 2019: (a) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 25 %, (b) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by 45 %, (c) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 65 % .2. To these CO2 emission targets, the vehicle sub-groups have to contribute as laid down in point 4.4. of Annex I.

Amendment 318 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Article 3 b

Article 3b ~~Zero-~~CO2 emission ~~vehicle~~ target for urban buses

Amendment 319 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Article 3 b – paragraph 1

1. For vehicles referred to in point 4.2 of Annex I, manufacturers shall comply with the minimum shares of zero-emission vehicles in their fleet of new heavy-duty vehicles as laid down in point 4.3 of Annex I. For new urban buses the ~~share of zero- emissions vehicles shall be 100% as from~~average CO2 emissions of the Union fleet shall be reduced by the following percentages compared to the average CO2 emissions of the reporting period of the year 2019: (a) for the reporting periods of the years 2025 to 2029: 80%; (b) for the reporting periods of the years 2030 to 2034: 90%; (c) for the reporting periods from 2035 onwards, a new percentage should be established when reviewing this Regulation, in accordance with Article 15.

Amendment 320 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

Amendment 321 #

Henna VIRKKUNEN, Marian-Jean MARINESCU, Christian DOLESCHAL

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3 b – paragraph 1

(1) For vehicles referred to in point 4.2 of Annex I, manufacturers shall comply with the minimum shares of zero-emission vehicles in their fleet of new heavy-duty vehicles as laid down in point 4.3 of Annex I. For new urban buses the share of zero- emissions vehicles shall be 10at least 70% as from the reporting period of the year 2030. From the 2040 reporting period onwards, the share of zero-emission vehicles shall be 100%.

Amendment 322 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

Amendment 323 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

Amendment 324 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

1. 1. For vehicles referred to in point 4.2 of Annex I, manufacturers shall comply with the minimum shares of zero-emission vehicles in their fleet of new heavy-duty vehicles as laid down in point 4.3 of Annex I. For new urban buses the share of zero- emissions vehicles shall be 80% as from the reporting period of the year 2030 and 100% as from the reporting period of the year 20305.;

Amendment 325 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

1. For vehicles referred to in point 4.2 of Annex I, manufacturers shall comply with the minimum shares of zero-emission vehicles in their fleet of new heavy-duty vehicles as laid down in point 4.3 of Annex I. For new urban buses the share of zero- emissions vehicles shall be 80% as from the reporting period of the year 2030 and 100% as from the reporting period of the year 20305.; (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/1242)

Amendment 326 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

Amendment 327 #

Andreas GLÜCK, Ulrike MÜLLER, Giuseppe FERRANDINO, Ondřej KNOTEK

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

Amendment 328 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Amendment 329 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

Amendment 330 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

Amendment 331 #

Agnès EVREN

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b

1a. Under this article, the deadline for deploying biomethane-fuelled urban buses may be extended on condition that significant investments have already been committed or made to convert the infrastructures and purchase rolling stock over a substantial period of time, or the work to adapt infrastructures to biomethane has been financed in recent years by the European institutions, the biomethane is guaranteed by a certificate of origin and comes from a virtuous waste treatment chain, and the technology can be adapted to the forthcoming Euro 7 standard.

Amendment 332 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Article 3 b – paragraph 2

Amendment 333 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 2

Amendment 334 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 2

Amendment 335 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 2

Amendment 336 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Amendment 337 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 2

Member States may decide to exclude from the obligation under this Article a limited share of the urban buses - city buses and inter-urban buses - registered in each reporting period, confirming that the purpose of the vehicle cannot be equally served by a zero-emission vehicle and it is thus in the public interest to register a non- zero emission vehicle to fulfil that purpose, due to socio-economic cost-benefit in view of specific territorial morphology or meteorological circumstances. This exemption shall cease by 2040.

Amendment 338 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 2

Member States may decide to exclude from the obligation under this Article a limited share of the urban buses, city buses and inter-urban buses registered in each reporting period, confirming that the purpose of the vehicle cannot be equally served by a zero-emission vehicle and it is thus in the public interest to register a non- zero emission vehicle to fulfil that purpose, due to socio-economic cost-benefit in view of specific territorial morphology or meteorological circumstances. This exemption shall cease by 2030.

Amendment 339 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 2

Member States may decide to exclude from the obligation under this Article a limited share of the urban buses registered in each reporting period, ~~confirming~~while providing a specific justification that the purpose of the vehicle cannot be equally served by a zero-emission vehicle and it is thus in the public interest to register a non- zero emission vehicle to fulfil that purpose, due in particular to socio-economic cost- benefit in view of specific territorial morphology or meteorological circumstances.

Amendment 340 #

Agnès EVREN

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b

2a. Member States may decide to exclude from the obligation under this Article a limited share of the urban buses registered in each reporting period, where these buses use pre-existing biomethane infrastructures intended primarily for coaches. The Commission is empowered to adopt delegated acts, in accordance with Article 17, to determine the maximum share of vehicles that a Member State can exclude.

Amendment 341 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 2

~~Article 3c~~deleted

Amendment 342 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c

~~Article 3c~~deleted

Amendment 343 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 c – paragraph 2

~~Public procurement procedures~~deleted

Amendment 344 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c

~~Public procurement procedures~~deleted

Amendment 345 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c

Amendment 346 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 c – paragraph 2

Amendment 347 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 1

1. Contracting authorities or contracting entities shall base the award of the public contracts for the purchase ~~or the u~~, lease, rent or hire-purchase of vehicles referred to in Article 3b onr of the ~~most economically advantageous tender which shall include the best price-quality ratio~~related charging infrastructure, take account of the energy and environmental impacts of those vehicles over their lifetime, as well as of the security of supply related to those vehicles and their spare parts. They shall do so by including criteria for the sustainability and the security of supply contribution of the tender, in compliance with relevant international law.

Amendment 348 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 1

Amendment 349 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 2

~~2. The tender’s contribu~~deleted the proportion tof the security of supply shall be assessed, inter alia, based on : (a) tenders originating in third countries, as determined in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council; (b) of a restrictive or distortive measure on such vehicles or on the technical and open interoperability between the recharging and refuelling infrastructure and the vehicles; (c) parts for the functioning of the equipment subject to the tender; (d) possible changes in its supply chain during the execution of the contract will not affect adversely the execution of the contract; (e) demonstrating that the organisation of the tenderer’s supply chain will allow it to comply with the security of supply requirement.products or the introduction by third countries the availability of essential spare a commitment by the tenderer that a certification or documentation

Amendment 350 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 2

2. The tender’s contribution to the security of supply shall be assessed, inter alia, based on : (a) the proportion of the products or tenders originating in third countries, as determined in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council; (b) of a restrictive or distortive measure on such vehicles or on the technical and open interoperability between the recharging and refuelling infrastructure and the vehicles; (c) parts for the functioning of the equipment subject to the tender; (d) possible changes in its supply chain during the execution of the contract will not affect adversely the execution of the contract; (e) a certification or documentation demonstrating that the organisation of the tenderer’s supply chain will allow it to comply with the security of supply requirement.deleted the introduction by third countries the availability of essential spare a commitment by the tenderer that

Amendment 351 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 2 – point c

(c) thThe current and estimated future availability of essential spare parts for the functioning of the equipment subject to the tender;

Amendment 352 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 2 a (new)

(ea) 2a. The tender’s contribution to the sustainability shall be assessed, inter alia, based on: (a) environmental sustainability going beyond the minimum requirements provided for in applicable legislation, in particular for the recycling and sourcing of batteries; (b) the energy efficiency of the vehicles; (c) the potential to reduce the use of natural resources and materials, for instance by retrofitting existing vehicles to zero-emission powertrains.

Amendment 353 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 2 a (new)

2a. The tender’s contribution to the sustainability shall be assessed, inter alia, based on: (a) environmental sustainability going beyond the minimum requirements provided for in applicable legislation, in particular for the recycling and sourcing of batteries; (b) the energy efficiency of the vehicles; (c) the potential to reduce the use of natural resources and materials, for instance by retrofitting existing vehicles to zero-emission powertrains.

Amendment 354 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 3

~~3. In accordance with Article 3b, the tender’s contribution to security of supply shall be given a weighting of between 15 to 40% of the award criteria. ;~~deleted

Amendment 355 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 3

~~3. In accordance with Article 3b, the tender’s contribution to security of supply shall be given a weighting of between 15 to 40% of the award criteria. ;~~deleted

Amendment 356 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 3

3. In accordance with Article 3b, the tender’s contribution to sustainability shall be given a weighting of between 25 to 40% of the award criteria, and the tender's contribution to security of supply shall also be given a weighting of between 15 to 40% of the award criteria. This is without prejudice of the application of Article 41(3) of Directive 2014/23/EU, Article 67(5) of Directive 2014/24/EU or Article 82(5) of Directive 2014/25/EU with a view to giving a higher weighting to those criteria;

Amendment 357 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 3

3. In accordance with Article 3b, the tender’s contribution to sustainability shall be given a weighting of between 30% of the award criteria, and the tender's contribution to security of supply shall also be given a weighting of between ~~15 to 4~~50% of the award criteria. This is without prejudice of the application of Article 41(3) of Directive 2014/23/EU, Article 67(5) of Directive 2014/24/EU or Article 82(5) of Directive 2014/25/EU with a view to giving a higher weighting to those criteria;

Amendment 358 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 3 a (new)

3a. 3a. The proportion of the products or tenders originating in third countries, as determined in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council, shall not exceed 50% of the tender’s value;

Amendment 359 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point c (new)

(4a) (4a new) in Article 4, first paragraph, the following point (c) is inserted: ‘(c) the application of the Carbon Correction Factor (CCF) determined in accordance with paragraph 7 of Annex I.’

Amendment 360 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5

(a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period, including low- and zero-emission vocational vehicles; and;

Amendment 361 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point a

(a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period, including zero-and-low emission vocational vehicles; and;

Amendment 362 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/1242
Article 4 – paragraph 5 – point a

(a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period; ~~and;~~ including zero-and-low emission vocational vehicles; and; (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/1242)

Amendment 363 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point 5

(a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period~~; and;~~ , including zero-and-low emission vocational vehicles, and;

Amendment 364 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/1242
Article 4 – paragraph 5 – point a

(a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period including zero-and-low emission vocational vehicles; and;

Amendment 365 #

Nils TORVALDS, Emma WIESNER, Erik POULSEN, Asger CHRISTENSEN

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point a a (new)

(aa) the application of the Carbon Correction Factor (CCF) from 2030 onwards determined in accordance with point 2.1. of Annex I. The effect of the CCF shall be limited so that what is taken into account is only additional amounts of fuel exceeding the binding combined sub-target for advanced biofuels and renewable fuels of non- biological origin in the share of renewable energies supplied to the transport sector, as defined in Directive (EU) 2018/2001 of the European Parliament and of the Council. A cap shall be set to ensure that no more than 10 percentage points of the CO2 emission reduction targets for the years 2030, 2035 and 2040 could be achieved through the effect of the CCF. Therefore, a cap shall be set for years 2030-2034 so that a share of up to 12,5 % of renewable fuels eligible for CCF, as defined in Article 3 of this regulation, shall be taken into account in the factor. For years 2035-2039 the share shall be up to 17 % and from 2040 onwards up to 40 %.

Amendment 366 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point b a (new)

(aa) (c) the application of the Carbon Correction Factor (CCF) determined in accordance with paragraph 7 of Annex I;

Amendment 367 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point b a (new)

(5a) In Article 4, first paragraph, the following point (c) is inserted: '(c) the application of the Carbon Correction Factor (CCF) determined in accordance with point 2.1. of Annex I. The effect of the CCF shall be limited so that this Regulation takes into account only additional amounts of fuels exceeding the binding combined sub- target for advanced biofuels and renewable fuels of non-biological origin in the share of renewable energies supplied to the transport sector, as defined in Directive (EU) 2018/2001. A cap shall be set to ensure that no more than 10 percentage points of the CO2 emission reduction targets for the years 2030, 2035 and 2040 can be achieved through the effect of the CCF. Therefore, a cap shall be set for years 2030-2034 so that a share of up to 12.5% of renewable fuels eligible for CCF, as defined in Article 3 of this regulation, shall be taken into account in the CCF. For years 2035- 2039 the share shall be up to 17% and from 2040 onwards up to 40%.'

Amendment 368 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point b a (new)

(5a) Following consultation with stakeholders, at the latest one year after the entry into force of the regulation, the Commission shall make a proposal for registering heavy-duty vehicles running exclusively on CO2 neutral fuels for compliance purposes in conformity with EU law and with the Union’s climate neutrality objective;

Amendment 369 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point b a (new)

5a. Point (c) is added to Article 4, paragraph 1. (c) the CO2 reductions achieved through the use of carbon- neutral fuels that are accounted for in accordance with Article 4a. The accounting of CO2 reductions pursuant to Article 4a of Regulation (EU) 2019/631 shall be carried out in accordance with Regulation (EC) No 595/2009;

Amendment 370 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point b a (new)

(5a) in Article 4, first paragraph, the following point (c) is inserted: ‘(c) the application of the Carbon Correction Factor (CCF) determined in accordance with point 7 of Annex I;’

Amendment 371 #

Andreas GLÜCK, Ulrike MÜLLER, Giuseppe FERRANDINO, Susana SOLÍS PÉREZ

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point b a (new)

(5a) in Article 4, first paragraph, the following point (c) is inserted: (c) the application of the Carbon Correction Factor (CCF) determined in accordance with point 7 of Annex I;

Amendment 372 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point b a (new)

(5a) (ba) in Article 4, first paragraph, the following point (c) is inserted: the application of the Carbon Correction Factor (CCF) in accordance with paragraph 7 of Annex I;

Amendment 373 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point b a (new)

(5a) in Article 4, first paragraph, the following point (c) is inserted: (c) the application of the Carbon Correction Factor (CCF) determined in accordance with paragraph 7 (new) of Annex I;

Amendment 374 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point b a (new)

(5a) in Article 4, first paragraph, point (c) is added: (c) the application of the Carbon Correction Factor (CCF) determined in accordance with paragraph 7 of Annex I;

Amendment 375 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)

Regulation (EU) 2019/1242
Article

5b. a new Article 4a is inserted: The use of carbon-neutral fuels (1) Upon a manufacturer’s request, CO2 savings achieved through the use of additional carbon-neutral fuels within the meaning of Article 3(24) in an accounting system shall be considered in accordance with paragraphs 2 and 3 of this Article. (2) CO2 savings achieved through the use of carbon-neutral fuels in a crediting system shall not be included in the average specific CO2 emissions of a manufacturer set out in paragraph 1 of this Article, but they may be allocated to individual vehicles that have the technical ability to use the credited fuel in accordance with Regulation (EC) No 595/2009. (3) Each Member State shall record for each calendar year the quantities of carbon- neutral fuels placed on the market by or allocated to a manufacturer, while also providing appropriate certification of those quantities and the resulting CO2 savings by applying the certification and documentation procedure in accordance with Directive (EU) 2018/2001. The Member States shall ensure that credits are issued only for quantities that meet the requirements of Directive (EU) 2018/2001 and where it is ensured that no simultaneous allocation takes place against the reduction targets set out in Article 25(1) of Directive (EU) 2018/2001. The credits shall indicate the issuing Member State, their period of validity, and the quantity and type of carbon-neutral fuel for which they were issued. The credits shall be tradable. In order to minimise the risk of individual quantities being claimed twice in the Union, Member States and the Commission should strengthen cooperation between national systems, including the exchange of data where appropriate. Where the competent authority of a Member State suspects or detects fraud, it should inform the other Member States as appropriate. (4) The reductions referred to in paragraphs 1 and 2 shall be determined in accordance with paragraph 8 of Annex I.

Amendment 376 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)

Regulation 2019 / 1242
Article 4a (new)

(5b) A new Article 4a is inserted: Article 4a Methodology for registering heavy-duty vehicles running exclusively on CO2 neutral fuels Within one year of the regulation coming into effect, the Commission shall, after consulting stakeholders, establish a methodology for registering heavy-duty vehicles that exclusively operate on CO2 neutral fuels. This methodology will adhere to Union law and the objective of achieving climate neutrality. These vehicles will be recognized as zero- emission vehicles (ZEVs) under this Regulation.

Amendment 377 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)

Regulation (EU) 2019/1242
Article 4 a (new)

(5b) Art. 4 a (new): Following consultation with stakeholders, at the latest one year after the entry into force of the regulation, the Commission shall develop a methodology for registering heavy-duty vehicles running exclusively on CO2 neutral fuels for compliance purposes in conformity with EU law and with the Union’s climate neutrality objective.

Amendment 378 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 5 – paragraph 1 – subparagraph 1

Amendment 379 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 5 – paragraph 1 – subparagraph 1

Amendment 380 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Susana SOLÍS PÉREZ

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 5 – paragraph 1 – subparagraph 1

Starting from 1 July 2020 and for each subsequent reporting period ~~until the reporting period of the year 2029~~, the Commission shall determine for each manufacturer the zero- and low-emission factor for the preceding reporting period. (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/1242)

Amendment 381 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 5 – paragraph 1 – subparagraph 1

Amendment 382 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 5 – paragraph 1 – subparagraph 1

Amendment 383 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 5 – paragraph 1 – subparagraph 1

Starting from 1 July 2020 and for each subsequent reporting period until the reporting period of the year 20239, the Commission shall determine for each manufacturer the zero- and low-emission factor for the preceding reporting period.

Amendment 384 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 5 – paragraph 1 – subparagraph 2

The zero-emission and low-emission factor shall take into account the number and the CO2 emissions of all zero- and low- emission heavy-duty vehicles of category N in the manufacturer’s fleet.;

Amendment 385 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point b

Amendment 386 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point b

Regulation (EU) 2019/1242
Article 5 – paragraph 3

Amendment 387 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point b

3. For the reporting periods from 2025 to 2029 the zero- and low-emission factor shall only apply to newly registered zero- emission heavy-duty vehicles, and shall be determined on the basis of a 2 % benchmark in accordance with point 2.3.2 of Annex I.;

Amendment 388 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point b

Regulation (EU) 2019/1242
Article 5 – paragraph 3

3. For the reporting periods from 2025 to 20239 the zero- and low-emission factor shall be determined on the basis of a 2 % benchmark in accordance with point 2.3.2 of Annex I.;

Amendment 389 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point b

Regulation (EU) 2019/1242
Article 5 – paragraph 3

3. For the reporting periods from 2025 ~~to 2029~~onwards the zero- and low-emission factor shall be determined on the basis of a 2 % benchmark in accordance with point 2.3.2 of Annex I.;

Amendment 390 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point c

Regulation (EU) 2019/1242
Article 5 – paragraph 4

Amendment 391 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point c

Amendment 392 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point c

Regulation (EU) 2019/1242
Article 5 – paragraph 4

4. The zero-emission and low- emission factor shall reduce the average specific CO2 emissions of a manufacturer by a maximum of 3 10%. The contribution to that factor of the zero-emission vehicles of category N, other than those in vehicles sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5- LH, 9-RD, 9-LH, 10-RD, 10-LH, shall reduce the average specific CO2 emissions of a manufacturer by a maximum of ~~1,5~~ 3%.;

Amendment 393 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point c

Regulation (EU) 2019/1242
Article 5 – paragraph 4

4. The zero-emission and low- emission factor shall reduce the average specific CO2 emissions of a manufacturer by a maximum of 3 10%. The contribution to that factor of the zero-emission vehicles of category N, other than those in vehicles sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5- LH, 9-RD, 9-LH, 10-RD, 10-LH, shall reduce the average specific CO2 emissions of a manufacturer by a maximum of ~~1,5~~ 3%.;

Amendment 394 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 8 – introductory part

Regulation (EU) 2019/1242
Article 6a – paragraph 1 – introductory part

(8) the following Articles 6a ~~and 6b are~~is inserted:

Amendment 395 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6a – paragraph 1 – point b

~~(b) for the transfer of vehicles other than zero-emission vehicles, the transferring and the receiving manufacturer must belong to a group of connected manufacturers;~~deleted

Amendment 396 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6a – paragraph 1 – point b

~~(b) for the transfer of vehicles other than zero-emission vehicles, the transferring and the receiving manufacturer must belong to a group of connected manufacturers;~~ deleted (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/1242)

Amendment 397 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6a – paragraph 1

~~(b) for the transfer of vehicles other than zero-emission vehicles, the transferring and the receiving manufacturer must belong to a group of connected manufacturers;~~deleted

Amendment 398 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6a – paragraph 1 – subparagraph 1– point c

(c) for transfers of zero-emission vehicles between manufacturers not belonging to a group of connected manufacturers, or for transfers of existing vehicles that have been retrofitted to be zero-emission vehicles: the number of zero- emissions vehicles transferred to a manufacturer must not exceed 5 % of all its new heavy-duty vehicles registered in a given reporting period.

Amendment 399 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6a – paragraph 1 – subparagraph 1– point c

(c) for transfers of zero-emission vehicles and vehicles powered by carbon neutral fuels between manufacturers not belonging to a group of connected manufacturers: the number of zero- emissions vehicles transferred to a manufacturer must not exceed 5 % of all its new heavy-duty vehicles registered in a given reporting period.

Amendment 400 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6 b – paragraph 1 – introductory part

~~Article 6b Exemption for manufacturers producing few vehicles~~deleted

Amendment 401 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242 t
Article 6 b – paragraph 1

Amendment 402 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

~~2. The values of the average specific CO₂ emissions and specific CO₂ emissions shall not be included in the publication under Article 11 for the manufacturers and reporting periods concerned.~~deleted

Amendment 403 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6 b – paragraph 3

3. The exemption laid down in paragraph 1 shall not be applied in a given reporting period in any of the following cases: (a) (b) transfer of vehicles in accordance with Article 6a; (c) group of connected manufacturers that collectively registered more than 100 vehicles in that reporting period or with anodeleted upon request of the manufacturer; if the manufacturer requests a if ther manufacturer ~~to which the exemption of paragraph 1 does not apply.~~is part of a

Amendment 404 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6 b – paragraph 4

~~4. Manufacturers, who are part of a group in the meaning of paragraph 3, point (c), shall inform the Commission if they registered less than 100 vehicles in a given reporting period.~~deleted

Amendment 405 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6 b – paragraph 5

5. Manufacturers, to which the exemption laid down in paragraph 1 does not apply, shall inform the Commission in each reporting period about all their connected undertakings that fulfil the conditions of the exemption laid down in paragraph 1.deleted

Amendment 406 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6 b – paragraph 6

~~6. The manufacturers shall communicate the necessary information to the Commission using the electronic tools provided by the Commission.;~~deleted

Amendment 407 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point b a (new)

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 2

(ba) in paragraph 1, the second subparagraph is replaced by the following: (ba) in paragraph 1, the second subparagraph is replaced by the following: ‘Emission[DY1] credits shall be acquired in the reporting periods of the years 2019 to 2039, and shall be taken into account only for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of any of the five years following the year during which they have been acquired. However, where the emission credits have been acquired in the reporting periods of the years 2019 to 2024, they shall be taken into account only for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of the reporting period of the year 2025.’; [DY1]Limiting lifetime of credits to 5 years to avoid being locked into low ambition;

Amendment 408 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point b a (new)

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 2

(ba) in paragraph 1, the second subparagraph is replaced by the following: ‘Emission credits shall be acquired in the reporting periods of the years 2019 to 2039, and shall be taken into account only for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of any of the five years following the year during which they have been acquired. However, where the emission credits have been acquired in the reporting periods of the years 2019 to 2024, they shall be taken into account only for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of the reporting period of the year 2025.’;

Amendment 409 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 4

Emission credits and emission debts acquired in the reporting periods of the years 2025 to 2039 shall, where applicable, be carried over from one reporting period to the next reporting period~~. However, any remaining emission debts shall be cleared in the reporting periods of the year 2029, 2034 and 2039.;~~ ; (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/1242)

Amendment 410 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 4

Amendment 411 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 4

Amendment 412 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 4

Amendment 413 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 4

Amendment 414 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 4

Amendment 415 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 4

Amendment 416 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 4

Amendment 417 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point a

Regulation (EU) 2019/1242
Article 8 – paragraph 1 – point a

~~(a) in point (a) of paragraph 1, “to 2029” is replaced by “onwards”;~~deleted

Amendment 418 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point a

Regulation (EU) 2019/1242
Article 8 – paragraph 1 – point a

~~(a) in point (a) of paragraph 1, “to 2029” is replaced by “onwards”;~~deleted

Amendment 419 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point b

Regulation (EU) 2019/1242
Article 8 – paragraph 1 – point b

~~(b) point (b) of paragraph 1 is~~ deleted;

Amendment 420 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point b

Regulation (EU) 2019/1242
Article 8 – paragraph 1 – point b

~~(b) point (b) of paragraph 1 is~~ deleted;

Amendment 421 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point a

Amendment 422 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point a

(a) where, in any ~~of the~~ reporting period~~s of the years 2025 to 2028, 2030 to 2033, 2035 to 2038~~ the sum of the emission debts reduced by the sum of the emission credits exceeds the emission debt limit referred to in Article 7(1), third subparagraph; (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/1242)

Amendment 423 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point a

Amendment 424 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point a

Amendment 425 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

~~(b) where, in the reporting period of the years 2029, 2034, 2039 and 2040 the sum of the emission debts reduced by the sum of the emission credits is positive;~~ deleted (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/1242)

Amendment 426 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point b

~~(b) where, in the reporting period of the years 2029, 2034, 2039 and 2040 the sum of the emission debts reduced by the sum of the emission credits is positive;~~deleted

Amendment 427 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

~~(b) where, in the reporting period of the years 2029, 2034, 2039 and 2040 the sum of the emission debts reduced by the sum of the emission credits is positive;~~deleted

Amendment 428 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point b

~~(b) where, in the reporting period of the years 2029, 2034, 2039 and 2040 the sum of the emission debts reduced by the sum of the emission credits is positive;~~deleted

Amendment 429 #

Proposal for a regulation
Article 1 – paragraph 1 – point 14 – point a

Regulation (EU) 2019/1242
Article 11 – paragraph 1 – subparagraph 2

The list to be published by 30 April of the year following a year in which a reference period has ended, shall include the reference CO₂ emissions determined in that reference period. At the latest by 30. April after entry into force of this Regulation, the Commission shall publish the reference CO2 emissions of the sub-groups 1, 2, 3, 11, 12, 16 for the reporting period 2021.

Amendment 430 #

Proposal for a regulation
Article 1 – paragraph 1 – point 16

Regulation (EU) 2019/1242
Article 13a – paragraph 1– subparagraph 1

Amendment 431 #

Proposal for a regulation
Article 1 – paragraph 1 – point 16

Regulation (EU) 2019/1242
Article 13 b – paragraph 1 – subparagraph 3

~~This paragraph shall not apply to manufacturers or other entities exempted in accordance with Article 6b.~~deleted

Amendment 432 #

Proposal for a regulation
Article 1 – paragraph 1 – point 16

Regulation (EU) 2019/1242
Article 13c – paragraph 1

The register shall be publicly available with the exception of data entries listed in point 3.2.2 of Annex V.

Amendment 433 #

Proposal for a regulation
Article 1 – paragraph 1 – point 16

Regulation (EU) 2019/1242
Article 13 d – paragraph 1

1. The Commission shall monitor, where available, the results of ~~on-~~road ~~tests~~ perform~~ed within the framework of Regulation (EC) No 595/2009~~ance during a periodic roadworthiness test to verify the CO₂ emissions and fuel consumption of new heavy-duty vehicles. Access shall only be granted to authorised inspectors during the periodic roadworthiness testing under standardised and safe conditions.

Amendment 434 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Maria Veronica ROSSI, Danilo Oscar LANCINI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 16

Regulation (EU) 2019/1242
Article 13f – paragraph 1 – point b

The administrative fines shall be effective, proportional and dissuasive ~~and shall not exceed EUR 30 000 per heavy-duty vehicle concerned by deviating or delayed data as referred to in points (a) and (b)~~.

Amendment 435 #

Proposal for a regulation
Article 1 – paragraph 1 – point 16

Regulation (EU) 2019/1242
Article 13 f – paragraph 4

4. The amounts of the administrative fines shall be considered as revenue for the ~~general budget of the Union.’~~Social Climate Fund’s specific budgetary line for ‘support for goods and workers in the automotive sector’.

Amendment 436 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17

Regulation (EU) 2019/1242
Article 14

(17) Article 14 is replaced by the following: ‘ Article 14 Amendments to the Annexes 1. adopt delegated acts in accordance with Article 17 with a view to amending the following elements in Annex I to take into account technical progress, the evolution of freight transport logistics, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009: (a) groups set out in point 1.1; (b) vehicles set out in point 1.2; (c) ranges of different powertrain technologies set out in point 1.3; (d) in point 1.4; (e) out in point 2.1; (f) passenger masses, technically permissible maximum payloads, technically permissible maximum passenger number and cargodeleted The Commission is empowered to the criteria defining vehicle sub- the criteria defining vocational the criteria for the operational the list of mission profiles set out the weight of mission profiles set the payloads, passenger numbers, the annual mileage voalumes of vehicle sub-groups sg set out in point 2.5; (g) in point 2.6. 2. adopt delegated acts in accordance with Article 17 with a view to amending the following element in Annex IV: (a) Part A and Part B to take into account technical progress, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009; (b) set out in Part C to take into account changes in heavy-duty vehicle design and ensure that the ranges remain relevant for information and comparability purposes; 3. adopt delegated acts in accordance with Article 17 with a view to amending the following elements in Annex V: (a) reporting procedure set out in Annex V in order to take into account the experience gained from the application of this Regulation and in order to adapt it to technical progress; (b) entries which have been newly added to the register. ’set out The Commission is empowered to the data requirements specified in updating or adjusting the ranges The Commission is empowered to adjusting the monitoring and amending point 3.2 by adding data

Amendment 437 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17

Regulation (EU) 2019/1242
Article 14

~~Article 14 Amendments to the Annexes~~deleted

Amendment 438 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17

Regulation (EU) 2019/1242
Article 14

~~1. The Commission is empowered to adopt~~ delegated acts in accordance with Article 17 with a view to amending the following elements in Annex I to take into account technical progress, the evolution of freight transport logistics, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009: (a) groups set out in point 1.1; (b) vehicles set out in point 1.2; (c) ranges of different powertrain technologies set out in point 1.3; (d) in point 1.4; (e) out in point 2.1; (f) passenger masses, technically permissible maximum payloads, technically permissible maximum passenger number and cargo volumes of vehicle sub-groups sg set out in point 2.5; (g) in point 2.6.the criteria defining vehicle sub- the criteria defining vocational the criteria for the operational the list of mission profiles set out the weight of mission profiles set the payloads, passenger numbers, the annual mileage values set out

Amendment 439 #

Andreas GLÜCK, Ulrike MÜLLER, Susana SOLÍS PÉREZ

Proposal for a regulation
Article 1 – paragraph 1 – point 17

Regulation (EU) 2019/1242
Article 14 – paragraph 1

~~1. The Commission is empowered to adopt~~ delegated acts in accordance with Article 17 with a view to amending the following elements in Annex I to take into account technical progress, the evolution of freight transport logistics, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009: (a) the criteria defining vehicle sub- groups set out in point 1.1; (b) the criteria defining vocational vehicles set out in point 1.2; (c) the criteria for the operational ranges of different powertrain technologies set out in point 1.3; (d) the list of mission profiles set out in point 1.4; (e) out in point 2.1; (f) passenger masses, technically permissible maximum payloads, technically permissible maximum passenger number and cargothe weight of mission profiles set the payloads, passenger numbers, the annual mileage voalumes ~~of vehicle sub-groups sg set out in point 2.5; (g) in point 2.6.~~set out

Amendment 440 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17

Regulation (EU) 2019/1242
Article 14 – paragraph 1

~~1. The Commission is empowered to adopt~~ delegated acts in accordance with Article 17 with a view to amending the following elements in Annex I to take into account technical progress, the evolution of freight transport logistics, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009: (a) groups set out in point 1.1; (b) vehicles set out in point 1.2; (c) ranges of different powertrain technologies set out in point 1.3; (d) the list of mission profiles set out in point 1.4; (e) out in point 2.1; (f) passenger masses, technically permissible maximum payloads, technically permissible maximum passenger number and cargo volumes of vehicle sub-groups sg set out in point 2.5; (g) the annual mileage values set out in point 2.6.the criteria defining vehicle sub- the criteria defining vocational the criteria for the operational the weight of mission profiles set the payloads, passenger numbers,

Amendment 441 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17

Regulation (EU) 2019/1242
Article 14 – paragraph 1

~~1. The Commission is empowered to adopt~~ delegated acts in accordance with Article 17 with a view to amending the following elements in Annex I to take into account technical progress, the evolution of freight transport logistics, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009: (a) the criteria defining vehicle sub- groups set out in point 1.1; (b) the criteria defining vocational vehicles set out in point 1.2; (c) ranges of different powertrain technologies set out in point 1.3; (d) in point 1.4; (e) out in point 2.1; (f) passenger masses, technically permissible maximum payloads, technically permissible maximum passenger number and cargothe criteria for the operational the list of mission profiles set out the weight of mission profiles set the payloads, passenger numbers, the annual mileage voalumes ~~of vehicle sub-groups sg set out in point 2.5; (g) in point 2.6.~~set out

Amendment 442 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17

Regulation (EU) 2019/1242
Article 14 – paragraph 1

1. The Commission is empowered to adopt delegated acts in accordance with Article 17 with a view to amending the following elements in Annex I to take into account technological progress, the evolution of freight transport logistics, necessary adjustments based on the application of this Regulation and amendments of the underlying type- approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009:

Amendment 443 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17

Regulation (EU) 2019/1242
Article 14 – paragraph 2 – point a

(a) the data requirements specified in Part A and Part B to take into account technological progress, necessary adjustments based on the application of this Regulation and amendments of the underlying type- approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009;

Amendment 444 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17 a (new)

Regulation (EU) 2019/1242
Article 14a (new)

(17a) the following Articles 14a is inserted: Article 14a Progress Tracking and Reporting By 31 December 2025, and every year thereafter, the Commission shall submit a report to the European Parliament and the Council regarding the development of the enabling conditions for the uptake of low- and zero-emission heavy-duty vehicles in the European Union's market. This report should include an assessment of various elements such as: (a) The number of registrations of zero- and low-emission heavy-duty vehicles in Member States; (b) The progress made in deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States; (c) The implementation of road user charges that take into account CO2 emissions in Member States; (d) The impact of carbon pricing measures, including the emission trading system for road transport and CO2-based road charges; (e) The influence of cost trends of components and systems for electric, hybrid, and hydrogen vehicles; (f) The suitability of low- and zero- emission heavy-duty vehicles for the fulfilment of the operational requirements of businesses of transport operators; (g) The lifecycle emissions of new heavy duty vehicles placed on the market, as reported in accordance with Article 14b; (h) Any additional measures that facilitate the market uptake of low- and zero- emission heavy-duty vehicles.

Amendment 445 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17 b (new)

Regulation (EU) 2019/1242
Article 14b (new)

(17b) the following Article 14b is inserted: Article 14b Life-cycle CO2 emissions 1. The Commission shall no later than 2025 publish a report setting out a methodology for the assessment and the consistent data reporting of the full life- cycle CO2 emissions of heavy duty vehicles that are placed on the Union market. The Commission shall transmit to the European Parliament and to the Council that report. 2. By 2025, the Commission is empowered to adopt delegated acts in accordance with Article 17 to set out a common Union methodology for the assessment and the consistent data reporting of the full life- cycle CO2 emissions of heavy duty vehicles. 3. From 1 June 2026, manufacturers may, on a voluntary basis, submit to the Commission the life-cycle CO2 emissions data for new heavy duty vehicles using the methodology referred to in paragraph 2 of this Article.

Amendment 446 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1a (new)

The Commission shall, as early as possible but at the latest one year after the entry into force of the regulation, evaluate the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full lifecycle CO2 emissions of new heavy- duty vehicles that are placed on the Union market. The Commission shall transmit that evaluation, including where appropriate proposals for follow-up measures, such as legislative proposals, to the European Parliament and to the Council.

Amendment 447 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15

The Commission shall~~, in~~ review by 31 December 2027 at the latest the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the conclusions. By 31 December 20285, ~~review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.~~ and every year thereafter, the Commission shall report to the European Parliament and to the Council, on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy- duty vehicles in Member States; (b) an assessment of the roll-out of the necessary recharging and refuelling infrastructure, of the possibility of introducing engine CO2 emission performance standards, in particular for vocational vehicles, and of the real-world representativeness of the CO2 emission and fuel consumption values determined in accordance with Regulation (EU) 2017/2400; (c) the implementation of road user charges differentiated by CO2 emissions in Member States; (d) the average price of allowances under the new the emissions trading system covering road transport; (e)strictly for the purpose of this Regulation, considerations of heavy-duty vehicles and vehicle combinations taking into account weights and dimensions applicable to national transport, for example modular and intermodal concepts, while also assessing possible transport safety and efficiency aspects, intermodal, environmental, infrastructural and rebound effects as well as the geographical situation of Member States; (f) an assessment of the VECTO simulation tool to ensure that this tool is updated continually and in a timely manner; (g) an assessment of the possibility of developing a specific methodology to include the potential contribution to CO2 emissions reductions of the use of synthetic and advanced alternative liquid and gaseous renewable fuels, including e- fuels, produced with renewable energy and meeting the sustainability and greenhouse gas emissions saving criteria referred to in Directive (EU) 2018/2001 of the European Parliament and of the Council; (h) an assessment of the feasibility of introducing an open, transparent and non-discriminatory pooling mechanism between manufacturers; (i) an assessment of the level of the excess CO2 emissions premium to ensure that it exceeds the average marginal costs of the technologies needed to meet the CO2 emissions targets; (j) other measures that support the deployment of zero-emission heavy-duty vehicles; If one or more of the enabling conditions, especially under paragraphs (b), (c) or (d), are not aligned with the targets for vehicle manufacturers in Art. 3a and b of this Regulation, the targets should be reviewed and excess CO2 emissions premiums according to Art. 8 of this Regulation be waived.

Amendment 448 #

Pascal CANFIN, Erik POULSEN, Asger CHRISTENSEN

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15

The Commission shall, inot later than 31 December 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. By 31 December 2025, and every year thereafter and with the help from the Committee in Article 16, the Commission shall present a report to the Council and to the European Parliament on the current state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the EU. The commission should take into account the following factors while reviewing this per Member State: a) The range of zero-emission heavy-duty vehicles for respective vehicle group among manufacturers ; b) The registrations of zero-emission heavy-duty vehicles; c) The availability of stations for hydrogen and charging for heavy-duty vehicles; d) The implementation of CO2 differentiated road charges and its monetary impact for vehicle customers; e) The cost for road transport fuel for emission allowances and its monetary impact for vehicle customers; f) The general difference in cost between refuelling hydrogen, diesel fuel and charging at public charging stations; g) Other support or incentives with the purpose of supporting the use of emission-free or purchase of heavy duty vehicles for transport industry; Should one or more of these factors, especially under paragraphs c to g, found not to be in line with the targets for vehicle manufacturers in Article 3a and Annex I of this Regulation, the review report shall be followed by a legislative proposal to review the targets in Article 3a and Annex I.

Amendment 449 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15

The Commission shall, in 2028, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. By 31 December 2027, and every year thereafter, the Commission shall report to the European Parliament and to the Council, on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess all relevant elements, in particular the following: (a) registrations of zero-emission heavy- duty vehicles in Member States ; (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States; (c) the implementation of road user charges differentiated by CO2 emissions in Member States; (d) the level of the average price of allowances under the new the emissions trading system covering road transport (e) other measures that support the uptake of zero-emission heavy-duty vehicles; If the report concludes that enabling conditions, especially under paragraphs (b), (c) or (d) are found to be not in line with the targets for vehicle manufacturers in Art. 3a and b of this Regulation, the findings of the report shall be taken into account for future revisions of the Directive 2014/94/EU of the European Parliament and of the Council, the Directive (EU) 2022/362 of the European Parliament and of the Council, and the Directive 2003/87/EC of the European Parliament and of the Council.

Amendment 450 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Maria Veronica ROSSI, Danilo Oscar LANCINI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. ’ In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy- duty vehicles in Member States; (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States along the entire European road and motorway network [REFERENCE TO XXX AFIR]; (c) the implementation of road user charges differentiated by CO2 emissions in Member States [REFERENCE TO XXX Eurovignette]; (d) the level of the average price of allowances under the new emissions trading system covering road transport [REFERENCE TO XXX ETS2]; (e) measures to support haulage companies in renewing their fleets of vehicles; (f) Based on the results of the above assessment and on the evidence of lack of any of the above conditions, the Commission should consider making a proposal to review the CO2 targets and waive the excess CO2 emissions premiums as set out in Article 8 of this Regulation.

Amendment 451 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. This review shall be based on the results of the annual reports produced by the Commission in line with Article 14a. If the Commission finds that any of the enabling conditions are inconsistent with the targets set within this Regulation, a review of the targets shall be conducted and a waiver of excess CO2 emissions premiums, as stipulated in Article 8 of this Regulation, shall be considered.

Amendment 452 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Emma WIESNER, Susana SOLÍS PÉREZ

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

The Commission shall, in 2028, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. In that report, the Commission shall in particular assess the impact on consumers, including through the granular mapping of the employment impacts, particularly at regional level, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.

Amendment 453 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

The Commission shall, in 20287 and every year thereafter, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. The Commission shall in particular annually assess the deployment of charging and refuelling infrastructure for heavy duty vehicles across the Union.

Amendment 454 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

Amendment 455 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

Amendment 456 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/1242)

Amendment 457 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.

Amendment 458 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.

Amendment 459 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.

Amendment 460 #

Henna VIRKKUNEN, Marian-Jean MARINESCU, Christian DOLESCHAL

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1 a (new)

The Commission shall, at the latest one year after the entry into force of the regulation, evaluate the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full life-cycle CO2 emissions of new heavy-duty vehicles that are placed on the Union market. The Commission shall report to the European Parliament and to the Council on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy- duty vehicles in Member States ; (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States [REFERENCE TO XXX AFIR]; (c) the implementation of road user charges differentiated by CO2 emissions in Member States [REFERENCE TO XXX Eurovignette]; (d) the level of the average price of allowances under the new the emissions trading system covering road transport [REFERENCE TO XXX ETS2]; (e) other measures that support the uptake of zero-emission heavy-duty vehicles; Based on the results of the above assessment and on the evidence of lack of any of the above of conditions, the CO2 targets should be reviewed and excess CO2 emissions premiums according to Art. 8 of this Regulation be waived.

Amendment 461 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 1a (new)

The report should assess the possibility to include in the scope the N3 category trucks in groups 11, 12 and 16 which are permitted to be used in their country of registration for towing combinations with a maximum permissible mass exceeding 70 tonnes, provided that the emissions calculation of these vehicles has been developed to account for their specific characteristics as tractors of heavy combinations.

Amendment 462 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 2

The report shall, where appropriate, be accompanied by a proposal for amending this Regulation. The Commission shall report to the European Parliament and to the Council on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy- duty vehicles in Member States ; (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States [REFERENCE TO XXX AFIR]; (c) the implementation of road user charges differentiated by CO2 emissions in Member States [REFERENCE TO XXX Eurovignette]; (d) the level of the average price of allowances under the new the emissions trading system covering road transport [REFERENCE TO XXX ETS2]; (e) other measures that support the uptake of zero-emission heavy-duty vehicles. Based on the results of the above assessment and on the evidence of lack of any of the above of conditions, the CO2 targets should be reviewed and excess CO2 emissions premiums according to Art. 8 of this Regulation be waived.

Amendment 463 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 2

The report shall, where appropriate, be accompanied by a proposal for amending this Regulation. The Commission shall report to the European Parliament and to the Council on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy- duty vehicles in Member States; (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States [REFERENCE TO XXX AFIR]; (c) the implementation of road user charges differentiated by CO2 emissions in Member States [REFERENCE TO XXX Eurovignette]; (d) the level of the average price of allowances under the new the emissions trading system covering road transport [REFERENCE TO XXX ETS2]; (e) other measures that support the uptake of zero-emission heavy-duty vehicles. Based on the results of the above assessment and on the evidence of lack of any of the above of conditions, the CO2 targets should be reviewed and excess CO2 emissions premiums according to Art. 8 of this Regulation be waived.

Amendment 464 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 2

The report shall, where appropriate, be accompanied by a proposal for amending this Regulation. By 31 December 2025, and every year thereafter, the Commission shall report to the European Parliament and to the Council, on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In these annual reports, the Commission shall assess the following aspects: (a) registrations of zero-emission heavy- duty vehicles in each Member State; (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in each Member State; (c) the implementation of road user charges differentiated by CO2 emissions in each Member State; (d) other measures that support the uptake of zero-emission heavy-duty vehicles.

Amendment 465 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 2 a (new)

By 31 December 2025, and every year thereafter, the Commission shall report to the European Parliament and to the Council, on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy- duty vehicles in Member States; (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States; (c) the implementation of road user charges differentiated by CO2 emissions in Member States; (d) the level of the average price of allowances under the new the emissions trading system covering road transport; (e) other measures that support the uptake of zero-emission heavy-duty vehicles. If one or more of the enabling conditions, especially under paragraphs (b), (c) or (d), are found to be not in line with the targets for vehicle manufacturers in Article 3a and b of this Regulation, the targets should be reviewed and excess CO2 emissions premiums according to Article 8 of this Regulation be waived.

Amendment 466 #

Henna VIRKKUNEN, Marian-Jean MARINESCU, Christian DOLESCHAL

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 2 a (new)

The Commission shall report to the European Parliament and to the Council on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy- duty vehicles in Member States; (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States [REFERENCE TO XXX AFIR]; (c) the implementation of road user charges differentiated by CO2 emissions in Member States [REFERENCE TO XXX Eurovignette]; (d) the level of the average price of allowances under the new the emissions trading system covering road transport [REFERENCE TO XXX ETS2]; (e) other measures that support the uptake of zero-emission heavy-duty vehicles. Based on the results of the above assessment and on the evidence of lack of any of the above of conditions, the CO2 targets should be reviewed and excess CO2 emissions premiums according to Art. 8 of this Regulation be waived. (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) Or. en (Revision of Regulation (EU) 2019/1242)

Amendment 467 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 2a (new)

Amendment 468 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Emma WIESNER, Susana SOLÍS PÉREZ

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – Paragraph 2a (new)

By 2026, the Commission shall publish a report developing a methodology to assess the life-cycle CO2 emissions of heavy-duty vehicles. The Commission is empowered to delegated acts to set out a methodology for the assessment of the life-cycle CO2 emissions of heavy duty vehicles placed on the Union market.

Amendment 469 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 18 a (new)

Regulation (EU) 2019/1242
Article 15 – paragraph 2 a (new)

(18a) At the latest one year after the entry into force of the regulation, the Commission shall evaluate the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full life- cycle CO2 emissions of new heavy-duty vehicles placed on the Union market. The Commission shall transmit that evaluation to the European Parliament and to the Council and complement it, where appropriate, by follow-up measures such as legislative proposals.

Amendment 470 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point a

Regulation (EU) 2019/1242
Article 17 – paragraph 2 – subparagraph 1

The power to adopt delegated acts referred to in Article 3b, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13e(4), Article 13f(2), Article 14(1) and Article 14(1b (2) shall be conferred on the Commission for a period of five years from [OP, please insert the date of entry into force of this Regulation].;

Amendment 471 #

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point a

Regulation (EU) 2019/1242
Article 17 – paragraph 2 – subparagraph 1

The power to adopt delegated acts referred to in Article 3b, Article 4 bis, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13e(4), Article 13f(2) and Article 14(1) shall be conferred on the Commission for a period of five years from [OP, please insert the date of entry into force of this Regulation].;

Amendment 472 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point a

Regulation (EU) 2019/1242
Article 17 – paragraph 2 – subparagraph 1

Amendment 473 #

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point b

Regulation (EU) 2019/1242
Article 17 – paragraph 3 – subparagraph 1

The delegation of power referred to in Article 4bis, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13e(4), Article 13f(2) and Article 14(1) may be revoked at any time by the European Parliament or by the Council.;

Amendment 474 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point b

Regulation (EU) 2019/1242
Article 17 – paragraph 3 – subparagraph 1

Amendment 475 #

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point c

Regulation (EU) 2019/1242
Article 17 – paragraph 6 – point c

(c) in paragraph (6), “ Article 4 (bis), Article 11(2), the second subparagraph of Article 13(4) and Article 14(1)” is replaced by the following: “Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13f(2) and Article 14(1)”;

Amendment 476 #

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point c

Regulation (EU) 2019/1242
Article 17 – paragraph 6 – point c

(c) in paragraph (6), “Article 11(2), the second subparagraph of Article 13(4) and Article 14(1)” is replaced by the following: “Article 4a, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13f(2) and Article 14(1)”;

Amendment 477 #

Proposal for a regulation
Annex I – point 2 – point 2.1 – paragraph 3 – subparagraph 6

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.1.

CO2pv,mp is the CO2 emissions in g/km of the ~~primary vehicle of the~~ new heavy-duty vehicle v, determined for a mission profile mp, reported in accordance with Articles 13a and 13b;

Amendment 478 #

Proposal for a regulation
Annex I – point 2 – point 2.1 – paragraph 3 – subparagraph 6 a (new)

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.1 – paragraph 3 – subparagraph 6a (new)

CCFi: is the Carbon Correction Factor for the fuel or blend of fuels in use i, as defined in article 3 point (25) and calculated according to paragraph 7 of this Annex.

Amendment 479 #

Proposal for a regulation
Annex I – point 2 – point 2.1 – paragraph 3 – subparagraph 7

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.1.

For zero-emissions ~~motor~~ vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0.

Amendment 480 #

Proposal for a regulation
Annex I – point 2 – point 2.2 – paragraph 2 – point 2.2.3 – paragraph 5

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.2

is the sum over all new heavy-duty vehicles of the manufacturer in the sub- group sg, including zero-and-low vocational vehicles. subject to the provisions of Article 7b;

Amendment 481 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Susana SOLÍS PÉREZ

Proposal for a regulation
Annex I – point 2 – point 2.2 – paragraph 2 – point 2.2.3 – paragraph 8

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.2

Vsg is the number of new heavy-duty vehicles of the manufacturer, including zero-and-low vocational vehicles, in subgroup sg;

Amendment 482 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 1

Regulation (EU) 2019/1242
Annex I – Point 2.3 – Point 2.3.2 – Paragraph 1

Reporting periods from 2025 ~~to 2029~~onwards

Amendment 483 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 1

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3

Reporting periods from 2025 ~~to 2029~~onwards

Amendment 484 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 1

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3

Reporting periods from 2025 ~~to 2029~~onwards

Amendment 485 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 1

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3 – point 2.3.2

Reporting periods from 2025 to 20239

Amendment 486 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 1

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3

x is 0,0215

Amendment 487 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –

subparagraph 1 – introductory part Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3

Vin is the total number of newly registered low- and zero-emission heavy-duty vehicles in the sub-groups sg = 4-UD, 4- RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10- RD, 10-LH~~, where each of them is counted as ZLEVspecifi in accordance with the formula below:~~

Amendment 488 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –

subparagraph 1 – subparagraph 1 Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3

~~ZLEVspecific = 1 - (CO2v / LETsg )~~deleted

Amendment 489 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –

subparagraph 2 – subparagraph 1 Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3

~~CO2v is the specific CO2 emissions in g/km of a zero- and low-emission heavy- duty vehicle v determined in accordance with point 2.1,~~deleted

Amendment 490 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –

subparagraph 2 – subparagraph 2 Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3

~~LETsg is the low-emission threshold of the sub-group sg to which the vehicle v belongs as defined in point 2.3.4;~~deleted

Amendment 491 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –

subparagraph 2 – subparagraph 3 Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3

Amendment 492 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.3

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3 – point 2.3.3

~~2.3.3 Reporting periods as from 2030 ZLEV = 1~~deleted

Amendment 493 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.3

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3 – point 2.3.3

~~2.3.3 Reporting periods as from 2030 ZLEV = 1~~deleted

Amendment 494 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.3

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3

~~2.3.3 Reporting periods as from 2030 ZLEV = 1~~deleted

Amendment 495 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.3 – paragraph 1

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3

~~Reporting periods as from 2030~~deleted

Amendment 496 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.3 – paragraph 2

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3

~~ZLEV = 1~~deleted

Amendment 497 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Annex I – point 2 – point 2.4 – paragraph 5 – subparagraph 3

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.4

Vsg is the number of new heavy-duty vehicles of the manufacturer, , including zero-and-low vocational vehicles, in a subgroup sg;

Amendment 498 #

Proposal for a regulation
Annex I – point 2 – point 2.4 – paragraph 5 – subparagraph 3

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.4

Vsg is the number of new heavy-duty vehicles of the manufacturer, including zero-and-low vocational vehicles in a subgroup sg;

Amendment 499 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Annex I – point 2 – point 2.4 – paragraph 5 – subparagraph 4

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.4

V is the number of new heavy-duty vehicles of the manufacturer, including zero-and-low vocational vehicles.

Amendment 500 #

Proposal for a regulation
Annex I – point 2 – point 2.4 – paragraph 5 – subparagraph 4

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.4

V is the number of new heavy-duty vehicles of the manufacturer including zero-and-low vocational vehicles.

Amendment 501 #

Ulrike MÜLLER, Andreas GLÜCK

Proposal for a regulation
Annex I – point 2 – point 2.6 – point 2.6.3 – paragraph 2 a (new)

Regulation (EU) 2019/1242
Annex I – paragraph 2 – subparagraph 2.5. – table 2.6.3.

** Annual mileage AMsg (in km) shall be reduced by factor 2.5 if the trailer is certified for intermodular transport on railway wagons or barges. Or. en ((Corresponding amendment to add ** references via template for tables.))

Amendment 502 #

Nils TORVALDS, Emma WIESNER, Erik POULSEN, Asger CHRISTENSEN

Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 1

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.7

CO2(NO) = ∑sg sharesg × MPWsg × (avgCO2sg × (1 - sharesgEHC) + αsg x avgCO2sg × sharesgEHC)

Amendment 503 #

Nils TORVALDS, Emma WIESNER, Erik POULSEN, Asger CHRISTENSEN

Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 14 a (new)

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.7

sharesgEHC is the share in subgroup sg of the manufacturer's new heavy duty category N3 vehicles that are permitted to be used in an EHC αsg is the compensation factor to adjust the effect of the higher payload of a EHC on the manufacturer's trucks, depending on the average in service maximum permissible combination mass, using the weighted value of the result of the following formulae: αsg = 1 + (-3/5*avgGVWsg comb 8x4-30)/100, for 8x4 EHC trucks αsg = 1 + (-3/5*avgGVWsg comb other+19)/100, for other EHC trucks avgGVWsg comb is the manufacturer- specific average in the country of registration for the in service maximum permissible combination mass (tonnes) for EHC trucks in question in the subgroup sg, when the following condition is met: For the purposes of the calculation of CO2 emissions, a truck covered by this Regulation shall be considered part of an EHC if the truck is in category N3 and the in service maximum permissible mass of the vehicle combination in the country of registration is over 60 tonnes and has been reported in accordance with point (qa) of Part A of Annex IV.

Amendment 504 #

Proposal for a regulation
Annex I – point 6 – paragraph 6 – subparagraph 1 – introductory part

Regulation (EU) 2019/1242
Annex I – point 6

exeCO2(NO)Y =(dCO2(NO)I - cCO2(NO)I) -exeCO2(NO)J - redCO2 - limCO2(NO)y

Amendment 505 #

Proposal for a regulation
Annex I – point 6 – paragraph 7 – subparagraph 1 – introductory part

Regulation (EU) 2019/1242
Annex I – point 6

exeCO2(M)Y =(dCO2(M)I - cCO2(M)I) - exeCO2(M)J - redCO2(M) - limCO2(M)Y

Amendment 506 #

Proposal for a regulation
Annex III – point 1 – paragraph 2 – subparagraph 9

Regulation (EU) 2019/1242
Annex III – point 1

are the CO2 emissions in g/km of the ~~primary vehicle of a~~ new heavy-duty vehicle v determined for a mission profile mp and reported in accordance with Articles 13a and 13b;

Amendment 507 #

Nils TORVALDS, Emma WIESNER, Erik POULSEN, Asger CHRISTENSEN

Proposal for a regulation
Annex IV – Part A – point q a (new)

Regulation (EU) 2019/1242
Annex IV

Amendment 508 #

Proposal for a regulation
Annex IV – Part A – point q a (new)

Regulation (EU) 2019/1242
Annex IV

Amendment 62 #

Proposal for a regulation
Recital 1

(1) Tackling climate and environmental-related challenges and reaching the objectives of the Paris Agreement, adopted in December 2015 under the United Nations Framework Convention on Climate Change (UNFCCC), are at the core of the Communication on the “European Green Deal”, adopted by the Commission on 11 December 201910 . The necessity and value of the European Green Deal have only grown in light of the very severe effects of the COVID-19 pandemic on the health and economic well-being of the Union’s citizens and in light of Russia’s ongoing aggression against Ukraine. __________________ 10 Commission Communication of 11 December 2019 on the European Green Deal, COM(2019) 640 final.

Amendment 63 #

Proposal for a regulation
Recital 2

(2) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the Union by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society with a modern, resource-efficient and competitive economy, where economic ~~growth~~development is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on ~~some~~vulnerable and disadvantaged groups, such as low-income households and persons, older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.

Amendment 64 #

Proposal for a regulation
Recital 3

(3) The Union committed to reducing the Union’s economy-wide net greenhouse gas emissions by at least 55 % by 2030 below 1990 levels in the updated nationally determined contribution submitted to the UNFCCC Secretariat on 17 December 2020. By adopting the Glasgow Climate Pact in November 2021, its Parties recognised that keeping the increase in the global average temperature to 1,5°C above pre-industrial levels would significantly reduce the risks and impacts of climate change, and committed to strengthen their 2030 targets by the end of 2022 in order to accelerate climate action in this critical decade and to close the ambition gap with the 1,5°C target. However, by the end of 2022, no Party had revised their National Determined Contribution (NDC). Notes in this regard that the Council stated in its conclusions of 24 October 20221a that it stands ready, as soon as possible after the conclusions of the negotiations on the essential elements of ‘Fit for 55’ package, to update, as appropriate, the NDC of the EU and its Member States, in line with § 29 of the Glasgow Climate Pact to reflect how the final outcome of the essential elements of ‘Fit for 55’ package implements the EU headline target as agreed by the European Council in December 2020. __________________ 1a Council conclusions on the Preparations for the 27th Conference of the Parties (COP27) of the United Nations Framework Convention on Climate Change (UNFCCC), 24 October 2022.

Amendment 65 #

Proposal for a regulation
Recital 4

(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council11 , the Union has enshrined the target of economy-wide climate neutrality ~~by 2050~~as soon as possible and by 2050 at the latest and of achieving negative emissions thereafter in legislation. That Regulation also establishes a binding Union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55 % below 1990 levels by 2030. On the basis of science- based assessment addressing both fairness and feasibility, the European Scientific Advisory Board on Climate Change recommends that the EU boost its emission reductions of 90-95% by 2040 relative to 1990. __________________ 11 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1).

Amendment 66 #

Proposal for a regulation
Recital 5

(5) All sectors of the economy ~~are expect~~need to contribute to achieving those emission reductions, in~~cluding the road transport sector~~ particular the road transport sector, which is the only sector in the EU in which emissions have consistently trended upwards since 1990. Heavy-duty vehicles are currently responsible for more than a quarter of greenhouse gas emissions from road transport in the Union and for over 6% of Union's total greenhouse gas emissions, more than those from aviation or maritime transport.

Amendment 67 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Emma WIESNER, Susana SOLÍS PÉREZ

Proposal for a regulation
Recital 5

(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector. The EU’s Sustainable and Smart Mobility Strategy aims for a 90% reduction in the transport sector’s emissions by 2050 including hard-to- abate sectors like aviation and maritime transport. This requires additional reduction targets for sectors fit for decarbonization like road transport before 2050.

Amendment 68 #

Proposal for a regulation
Recital 5 a (new)

Amendment 69 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 7

(7) The REPowerEU Communication13 outlined a plan to make the Union independent from Russian fossil fuels well before the end of this decade. The Communication highlights the importance, among others, of further increasing the efficiency and reducing fossil consumption in the transport sector, where electrification can be combined with the use of fossil-free renewable fuels, including hydrogen to replace fossil fuels. __________________ 13 Communication from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee and the Committee of the Regions, REPowerEU Plan, COM(2022)230 final of 18.5.2022.

Amendment 70 #

Andreas GLÜCK, Ulrike MÜLLER, Giuseppe FERRANDINO, Susana SOLÍS PÉREZ

Proposal for a regulation
Recital 7

(7) The REPowerEU Communication13 outlined a plan to make the Union independent from Russian fossil fuels well before the end of this decade. The Communication highlights the importance, among others, of further increasing the efficiency and reducing fossil consumption in the transport sector, where electrification can be combined with the use of ~~fossil-free~~CO2 neutral fuels, including hydrogen to replace fossil fuels. __________________ 13 Communication from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee and the Committee of the Regions, REPowerEU Plan, COM(2022)230 final of 18.5.2022.

Amendment 71 #

Proposal for a regulation
Recital 7

Amendment 72 #

Proposal for a regulation
Recital 7

Amendment 73 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 8

(8) In order to contribute to the reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 and in conformity with the energy efficiency first principle, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/1242 for heavy-duty vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. In order to achieve this objective, emission reductions not achieved in one sector, will have to be found in another, where decarbonisation is more challenging and less cost-effective to achieve and comes with a higher impact on vulnerable or disadvantaged groups.

Amendment 74 #

Proposal for a regulation
Recital 8

(8) In order to contribute to the reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 and in conformity with the energy efficiency first principle, it is necessary to ~~strengthen~~assess the reduction requirements set out in Regulation (EU) 2019/1242 for heavy-duty vehicles, by an intensive use of carbon neutral fuels. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050.

Amendment 75 #

Proposal for a regulation
Recital 8

Amendment 76 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 8

Amendment 77 #

Proposal for a regulation
Recital 8 a (new)

Amendment 78 #

Andreas GLÜCK, Ulrike MÜLLER, Giuseppe FERRANDINO, Ondřej KNOTEK, Susana SOLÍS PÉREZ

Proposal for a regulation
Recital 9

Amendment 79 #

Proposal for a regulation
Recital 9

(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the Union market whilst providing benefits to users and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain and the associated high-quality jobs can be maintained. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen-powered vehicles, and technological innovations are continuing.

Amendment 80 #

Proposal for a regulation
Recital 9

Amendment 81 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 9

Amendment 82 #

Proposal for a regulation
Recital 9

Amendment 83 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 9 a (new)

Amendment 84 #

Proposal for a regulation
Recital 9 a (new)

Amendment 85 #

Proposal for a regulation
Recital 10

(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. ~~Those targets should be set at a level that~~ Considering the average lifetime, it is necessary to ensure that all heavy-duty vehicles put on the Union market as of 2040 be fully zero-emissions. Setting an end date for the sale of new vehicles equipped with combustion engines is the only way of ensuring that the entire EU fleet can become fully zero-emissions before 2050. Ambitious targets will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market ~~and to~~, stimulate innovation in zero- emission technologies in a cost- efficient way, ensure European companies maintain a leading position on the global market, and contribute to reduce the running costs for transport companies, while ensuring the Union fulfil its climate and air pollution objectives.

Amendment 86 #

Proposal for a regulation
Recital 10

(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards~~. Those t~~, and all new heavy-duty vehicles put on the Union margket~~s should be set at a level that~~ as of 2040 should be zero- emission. Ambitious targets will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market ~~and to~~, stimulate innovation in zero- emission technologies in a cost- efficient way, ensure European companies maintain a leading position on the global market, and contribute to reduce the running costs for transport companies, while ensuring the Union fulfil its climate and air pollution objectives.

Amendment 87 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Emma WIESNER

Proposal for a regulation
Recital 10

(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards including a 100% reduction target for 2040. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost- efficient way to ensure the long-term competitiveness of the industry, strengthen global leadership within strategic important technologies and maintain jobs while fulfilling EU climate and air pollution policy objectives.

Amendment 88 #

Proposal for a regulation
Recital 10

(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards, based on a life cycle analysis. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission and low-emission vehicles on the Union market and to stimulate innovation in ~~zero-emission~~ technologies in a cost- efficient way and be consistent with the existence of the necessary enabling conditions, in particularly the deployment of charging and refuelling infrastructure across the Union.

Amendment 89 #

Henna VIRKKUNEN, Marian-Jean MARINESCU, Christian DOLESCHAL

Proposal for a regulation
Recital 10

Amendment 90 #

Proposal for a regulation
Recital 10

Amendment 91 #

Silvia SARDONE, Matteo ADINOLFI, Rosanna CONTE, Danilo Oscar LANCINI, Maria Veronica ROSSI, Elisabetta DE BLASIS, Gianna GANCIA, Gianantonio DA RE, Marco CAMPOMENOSI

Proposal for a regulation
Recital 10

Amendment 92 #

Proposal for a regulation
Recital 10

(10) Against that background, new ~~strengthened~~ CO2 emission reduction targets should be ~~set for new~~ consistent with the av~~y-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate~~ailability of enabling conditions, namely sufficiently dense network of alternative fuels infrastructure, with the aim of promoting the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost- efficient way.

Amendment 93 #

Proposal for a regulation
Recital 10 a (new)

(10a) The principle of technological neutrality is fundamental to ensure there is efficiency and a plurality of solutions, to preserve and fasten innovation and development, including in disruptive technologies, and to allow market flexibility and a diverse range of social behaviours. It is thus important that we do not limit road transport to a single technology but rather encourage innovation and complementarities between efficient alternative technologies, such as the combined use of hybrid vehicles and low-carbon as well as CO2 neutral fuels. Furthermore, a ‘one size fits all’ approach at European level would be compromised by the wide economic, social, geographical and infrastructural diversity within and between Member States, whereas a mix of complementary technologies allows each region to implement the solutions it deems most appropriate to reduce its emissions.

Amendment 94 #

Proposal for a regulation
Recital 10 a (new)

(10a) Vehicle procurement rules are an important lever to accompany the transition pathway and can complement the manufacturers’ emissions reduction efforts. In particular, the role that procurement of heavy-duty vehicles used for corporate fleets can play should be addressed. Large fleet operators tend to have the latest models of heavy-duty trucks in their fleet, while a large number of small and medium sized fleet operators in the Union are buying these trucks second hand after 3 to 4 years of operation. Setting zero emission objectives for this segment will help secure demand for zero emission heavy-duty vehicles and boost the second-hand market. In this regard, Member states should take all necessary measures to ensure that, by 2030, 100% of new heavy-duty motor vehicles owned or leased by large fleet operators are zero-emission.

Amendment 95 #

Proposal for a regulation
Recital 10 a (new)

(10a) According to the latest information provided by the European Environment Agency (EEA), 97% of the urban population in the Union in 2021 was exposed to concentrations of fine particulate matter above the health-based guideline level set by the World Health Organization1a. In 2020 in Europe, 275 000 premature deaths were attributable to exposure of high concentrations of particulate matter, and 64 000 premature deaths were attributable to exposure of high NO2 concentrations1b. By accelerating the roll-out of zero-emission vehicles, strengthened CO2 emission reduction requirements will have an added value in contributing to reduce air pollution from road transport, thereby saving lives and improving the health of the population. __________________ 1a Europe's Air Quality Status 2023, European Environment Agency (2023 1b Health impacts of air pollution in Europe, European Environment Agency (2023)

Amendment 96 #

Andreas GLÜCK, Ulrike MÜLLER, Emma WIESNER, Susana SOLÍS PÉREZ

Proposal for a regulation
Recital 10 a (new)

(10a) This Regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. A mechanism based on a Carbon Correction Factor (CCF) is introduced to take into account the contribution from the use of sustainable transport fuels such as advanced biofuels and biogas when assessing the compliance of newly registered heavy-duty vehicles with CO2 emissions reductions. The contribution of the CCF shall be limited in order to ensure adequate improvements in the energy efficiency of heavy-duty vehicles. Therefore a cap shall be set to ensure that no more than 10 percentage points of the CO2 emission reduction targets for years 2030, 2035 and 2040, could be achieved through the effect of the CCF.

Amendment 97 #

Proposal for a regulation
Recital 10 b (new)

Amendment 98 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Susana SOLÍS PÉREZ

Proposal for a regulation
Recital 11 – paragraph 1

The updated New Industrial Strategy14 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway takes particular heed of small and medium-sized enterprizes in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions and on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at the European and national level to boost the affordability of zero- emission vehicles are also being addressed in the pathway. This could, for example, include the possibility for Member States to use the proposed Social Climate Fund to assist micro-enterprises in the purchasing of zero-emission trucks and lorries. Particular attention should be also given to the impact that this transition will have on SMEs along the supply chain. __________________ 14 Commission Communication on Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021.

Amendment 99 #

Pascal CANFIN, Erik POULSEN, Asger CHRISTENSEN, Jan HUITEMA

Proposal for a regulation
Recital 12

(12) The Union fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16 . Strengthened CO2 emission reduction requirements should also incentivise additional investments in infrastructure, beyond the legally required minimum, enabling a large infrastructure roll-out. To that end, the European Commission should present a report by (6 month after the entry into force of this regulation) setting out actions to reduce the duration of the permit granting process for recharging infrastructure. __________________ 16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.

source: 749.993

2023/07/10 ITRE 286 amendments...

Amendment 100 #

Proposal for a regulation
Recital 28

Amendment 101 #

Proposal for a regulation
Recital 28

Amendment 102 #

Proposal for a regulation
Recital 28

Amendment 103 #

Proposal for a regulation
Recital 28 a (new)

(28a) (28 a) Low-entry buses, which are subject of registration within class II, are made for interurban operations and can therefore be clearly identified. Given this profile, it is not appropriate to subject these type of buses to the zero-emission mandate for urban buses. Class II of low entry vehicles should therefore instead be treated as high floor interurban coaches and vehicles.

Amendment 104 #

Proposal for a regulation
Recital 28 a (new)

Amendment 105 #

Proposal for a regulation
Recital 29

Amendment 106 #

Proposal for a regulation
Recital 30

Amendment 107 #

Proposal for a regulation
Recital 32

(32) The existing system of multi-annual emission credits and emission debts should be extended to 2039 as reduction targets keep strengthening beyond 2030 until 2040 and require forward-looking technical developments of manufacturers during that period. Nevertheless, manufacturers should clear all remaining emission debts in the years 2029, 2034 and 2039, and emission credits that are not used within five years after they have been acquired should automatically expire, so as to avoid delays in achieving further emissions reductions.

Amendment 108 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Markus PIEPER, Angelika NIEBLER

Proposal for a regulation
Recital 38 a (new)

Amendment 109 #

Proposal for a regulation
Recital 39 a (new)

Amendment 110 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Nicola DANTI

Proposal for a regulation
Recital 39 a (new)

(39a) In order to speed-up the transition a mechanism, based on a carbon correction factor is introduced that reflects the CO2 intensity and the share of CO2 neutral fuels.

Amendment 111 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Nicola DANTI

Proposal for a regulation
Recital 39 b (new)

(39b) a new definition of "CO2 neutral fuels" is introduced to allow for renewable fuels as defined in Directive 2018/2001, including biofuels, biogas, bioliquids, biomass fuels and renewable fuels of non-biological origin or recycled carbon fuels.

Amendment 112 #

Proposal for a regulation
Recital 40 a (new)

(40a) The market acceptance of low- and zero-emission heavy-duty vehicles depends on essential enabling factors that allow transport and logistics companies to meet delivery requirements more economically compared to conventional diesel trucks. Factors such as the cost and functionality of zero-emission vehicles, the availability and adequacy of electric charging and hydrogen refueling infrastructure, and the impact of carbon pricing measures are critical in achieving more ambitious CO2 reduction goals. However, these enabling factors are largely outside the direct control of manufacturers and suppliers. Therefore, regular monitoring of progress on these enabling factors is necessary. If any of these factors prove insufficient in meeting CO2 reduction targets, it should be considered to reduce or waive excess emissions premiums for manufacturers and / or a new legislative proposal should be considered to revise the current CO2 reduction targets.

Amendment 113 #

Proposal for a regulation
Recital 41 a (new)

(41a) It is important to assess the full life-cycle CO2 emissions of heavy-duty vehicles at Union level. To that end, the Commission should develop a methodology for the assessment and the consistent data reporting of the full life- cycle CO2 emissions of heavy duty vehicles that are placed on the Union market.

Amendment 114 #

Proposal for a regulation
Recital 42 a (new)

(42a) This regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. As a complement to the efforts towards an increasing availability of zero emission vehicles, a mechanism based on a carbon correction factor is introduced to duly account the contribution from the use of sustainable renewable transport fuels including biofuels, biomass fuels as well as RFNBOs when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.

Amendment 115 #

Proposal for a regulation
Recital 42 a (new)

(42a) This regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. As a complement to the efforts towards an increasing availability of zero emission vehicles, a mechanism based on a carbon correction factor is introduced to duly account the contribution from the use of sustainable renewable transport fuels including biofuels, biomass fuels as well as RFNBOs when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.

Amendment 116 #

Proposal for a regulation
Recital 42 a (new)

(42a) 43. This regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. As a complement to the efforts towards an increasing availability of zero emission vehicles, a mechanism based on a carbon correction factor is introduced to duly account the contribution from the use of sustainable renewable transport fuels like biofuels and biomass fuels when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.

Amendment 117 #

Proposal for a regulation
Article 1 – paragraph 1 – point 1

Regulation (EU) 2019/1242
Article 1 – paragraph 1

1. This Regulation establishes CO2 emissions performance requirements for new heavy-duty vehicles that contribute to achieving the Union's ~~target of reducing its greenhouse gas emission~~climate-neutrality objective and its intermediate Union climate targets, as laid down in Regulation (EU) 2018/84223 , and the objectives of the Paris Agreement24 and to ensure the proper functioning of the internal market. _________________ 23 Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 16, 19.6.2018, p. 26. 24 OJ L 282, 19.10.2016, p.4.

Amendment 118 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation 2019/1242
article 2 – paragraph 1

(b) N~~1, which do not fall under Regulation (EU) 2019/631, N2~~2 with a technically permissible maximum laden mass above 5 tons and N3;

Amendment 119 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a Regulation (EU) 2019/1242

(b) N~~1, which do not fall under Regulation (EU) 2019/631, N2~~2 with a technically permissible maximum laden mass above 5 tons and N3;

Amendment 120 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation 2019/1242
Article 2 – paragraph 1 – point (c)

Amendment 121 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation (EU) 2019/1242
Article 2 – paragraph 1 – point c

(ca) It shall also apply, for the purposes of this Regulation, to zero-and-low emission vocational vehicles.

Amendment 122 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation EU 2019/1242
Article 2 – paragraph 1

For the purposes of this Regulation, those vehicles shall be referred to as heavy-duty vehicles. Vehicles falling under points (a) and (b) shall be referred to as heavy-duty motor vehicles. In addtion, it shall also apply, where appropriate and feasible, to zero- and low- emission vocational vehicles.

Amendment 123 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a

Regulation 2019/1242
article 2 – paragraph 1

It shall also apply, for the purposes of this Regulation, to zero-and-low emission vocational vehicles. For the purposes of this Regulation, those vehicles shall be referred to as heavy-duty vehicles. Vehicles falling under points (a) and (b) shall be referred to as heavy-duty motor vehicles.

Amendment 124 #

Henna VIRKKUNEN, Marian-Jean MARINESCU, Maria da Graça CARVALHO

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a Regulation 2019/1242

This Regulation shall also apply, for the specifically defined purposes of this Regulation, to zero- and low-emission vocational vehicles.

Amendment 125 #

Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point c

Regulation (EU) 2019/1242
Article 2 – paragraph 5 (new)

5. Vehicles other than those referred to in paragraph 4 registered for use by civil protection, fire services, forces responsible for maintaining the public order, armed services or, urgent medical care, or category N3 trucks in groups 11, 12 or 16 permitted to be used in ther country of registration for towing combinations with a maximum permissible mass exceeding 70 tonnes, shall not be subject to the CO2 emission targets under Article 3a, if a Member State so indicates in the registration and reporting process, thereby confirming in the data reported in accordance with Part A of Annex IV that the purpose of the vehicle cannot be equally served by a ZEV and it is thus in the public interest to register a vehicle with a combustion engine to fulfil that purpose.

Amendment 126 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point c a (new)

Regulation (EU) 2019/1242
Article 3 – point 8

(ca) point (8) is replaced by the following: ' (8) 'vehicle sub-group' means a grouping of vehicles as defined in point 1 of Annex I, that are characterised by a common and distinctive set of technical criteria relevant for determining the CO2 emissions and fuel consumption of those vehicles, taking into account the attribution of small and medium lorries with a maximum mass lower than 7.4t as laid down in Table 1.1.1a of Annex I; '

Amendment 127 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point e

Regulation (EU) 2019/1242
Article 3 – point 10

(e) point (10) is ~~deleted;~~replaced by the following: ' (10) 'manufacturer' means the person or body to which the vehicles registered in a given period have been attributed in accordance with Article 7a; '

Amendment 128 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – point 11 – point a

Amendment 129 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – point 11 – point b

Amendment 130 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – point 11 – point (ba) (new)

Amendment 131 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation 2019/1242
Article 3 – point 11 – subpoint (c)

Amendment 132 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Markus PIEPER

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point h a (new)

(ha) 'CO 2 Neutral Fuel’ means a renewable and/or synthetic fuel as defined by Directive 2018/2001 including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin RFNBO or a Recycled Carbon Fuel RCF, where the emissions of the fuel in use e(u) is taken to be net zero. Other renewable and/or synthetic fuels not listed in Directive 2018/2001 can fulfil this definition provided that they meet the above criteria and the sustainability criteria of said Directive and associated delegated acts.’

Amendment 133 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point h a (new)

Regulation (EU) 2019/1242
Article 3 – point 12a (new)

(ha) ‘CO2 Neutral Fuel’ means a renewable or synthetic fuel as defined in the Directive (EU) 2018/2001 including advances biofuels, biogas, biomass fuels and renewable fuels of non biological origin (RFNBO). These eligible fuels need to meet sustainability and greenhouse gas emissions saving criteria as given in Directive (EU) 2018/2001 and associated delegated acts.’

Amendment 134 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point h a (new)

(ha) ‘CO2 neutral fuel vehicle’ or ‘CNCEV’ means a light or heavy-duty vehicle equipped with a combustion engine running exclusively on CO2 neutral fuel.

Amendment 135 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point h b (new)

(hb) ‘CO2 neutral fuel’ means all fuel achieving balance between life-cycle CO2 emissions and their removal.

Amendment 136 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i – introductory part

(i) the following points (16) to (23b) are added:

Amendment 137 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i – introductory part

(i) the following points (16) to (23b) are added:

Amendment 138 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation 2019/1242
Article 3 –point 23 a (new)

Amendment 139 #

Erik BERGKVIST, Miapetra KUMPULA-NATRI

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23a (new)

(23a) ‘CO2 Neutral Fuel’ means a renewable or synthetic fuel as defined by Directive 2018/2001 including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin – RFNBO or Recycled Carbon Fuel – RCF, where the emissions of the fuel in use (eu) can be taken to be net zero, meaning that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use eu is of biogenic origin and/or has been avoided being emitted as CO2 into the atmosphere or has been captured from ambient air or has avoided its existing fate. Other renewable and/or synthetic fuels not listed in Directive 2018/2001 can fulfil this definition provided that they meet the above criteria and the sustainability criteria of said Directive and associated delegated acts. A mixture of two or more CO2 Neutral Fuels is considered a CO2 Neutral Fuel.

Amendment 140 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Directive (EU) 2018/2001
Article 3 – points 23 a and 23 b (new)

(23a) (24) 'Renewable fuels eligible for CCF' means advanced biofuels and biogas (as defined in Directive (EU) 2018/2001 Annex IX part A) and renewable fuels of non-biological origin.These eligible fuels need to meet sustainability and greenhouse gas emissions saving criteria as given in Directive (EU) 2018/2001 of the European Parliament and of the Council. (25) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the tailpipe CO2 emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of renewable fuels eligible for CCF, as defined in Article 3 (24) of this Regulation.' (Directive (EU) 2018/2001 Article 3 (24)) Or. en (Directive (EU) 2018/2001 Article 3 (24))

Amendment 141 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – point 23 a (new)

(23a) 'CO 2 Neutral Fuel’ means a renewable and/or synthetic fuel as defined by Directive 2018/2001 including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin RFNBO or a Recycled Carbon Fuel RCF, where the emissions of the fuel in use ( e u ) is taken to be net zero. Other renewable and/or synthetic fuels not listed in Directive 2018/2001 can fulfil this definition provided that they meet the above criteria and the sustainability criteria of said Directive and associated delegated acts.

Amendment 142 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – point 23 a (new)

Amendment 143 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation 2019/1242
Article 3 – point 23 a (new)

Amendment 144 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Markus PIEPER, Angelika NIEBLER

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – point 23 a (new)

(23a) 'Renewable fuels eligible for CCF' means advanced biofuels and biogas (as defined in Directive (EU) 2018/2001 Annex IX part A) and renewable fuels of non-biological origin. These eligible fuels need to meet sustainability and greenhouse gas emissions saving criteria as given in Directive (E) 2018/2001 of the European Parliament and of the Council;

Amendment 145 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – point 23 a (new)

Amendment 146 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Nicola DANTI

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – point 23 a (new)

(23a) (24) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of CO 2 Neutral fuels, as defined in Article 3 (12a) of this Regulation.

Amendment 147 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – point 23 a (new)

(23a) "CO2 Neutral Fuels" means renewable fuels as defined in Directive 2018/20011a, including biofuels, bioliquids, biomass fuels nd renewable fuels of non-biological origin or recycled carbon fuels.

Amendment 148 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 23 b new

Amendment 149 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 23 b new

(23b) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of CO 2 Neutral fuels, as defined in Article 3 (23a) of this Regulation.

Amendment 150 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation 2019/1242
Article 3 – paragraph 23 b new

Amendment 151 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 23 b (new)

Amendment 152 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Nicola DANTI

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation 2019/1242
Article 3 – paragraph 23 b (new)

Amendment 153 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i

Regulation 2019/1242
Article 3 – point 23 b (new)

(23b) "Carbon Correction Factor" means a factor reflecting the CO2 intensity and share of CO2 neutral fuels;

Amendment 154 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i a (new)

Regulation 2019/1242
Article 3 – paragraph 23 a (new)

(ia) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of CO2 neutral fuels;

Amendment 155 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point j

Regulation (EU) 2019/1242
Article 3 – paragraph 2

(j) the following paragraph is added: ‘For the purposes of this Regulation, ‘a group of connected manufacturers’ means a manufacturer and its connected undertakings. ‘Connected undertaking’ means: (a) undertakings in which the manufacturer has, directly or indirectly: (i) the power to exercise more than half the voting rights; or (ii) the power to appoint more than half the members of the supervisory board, board of management or bodies legally representing the undertaking; or (iii) the right to manage the undertaking’s affairs; (b) undertakings which directly or indirectly have, over the manufacturer, the rights or powers referred to in point (a); (c) undertakings in which an undertaking referred to in point (b) has, directly or indirectly, the rights or powers referred to in point (a); (d) undertakings in which the manufacturer together with one or more of the undertakings referred to in point (a), (b) or (c), or in which two or more of the latter undertakings, jointly have the rights or powers referred to in point (a); (e) undertakings in which the rights or the powers referred to in point (a) are jointly held by the manufacturer or one or more of its connected undertakings referred to in points (a) to (d) and one or more third parties.;’deleted

Amendment 156 #

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point j

Regulation 2019/1242
Article 3 – paragraph 2

(j) the following paragraph is added: ‘For the purposes of this Regulation, ‘a group of connected manufacturers’ means a manufacturer and its connected undertakings. ‘Connected undertaking’ means: (a) undertakings in which the manufacturer has, directly or indirectly: (i) the power to exercise more than half the voting rights; or (ii) the power to appoint more than half the members of the supervisory board, board of management or bodies legally representing the undertaking; or (iii) the right to manage the undertaking’s affairs; (b) undertakings which directly or indirectly have, over the manufacturer, the rights or powers referred to in point (a); (c) undertakings in which an undertaking referred to in point (b) has, directly or indirectly, the rights or powers referred to in point (a); (d) undertakings in which the manufacturer together with one or more of the undertakings referred to in point (a), (b) or (c), or in which two or more of the latter undertakings, jointly have the rights or powers referred to in point (a); (e) undertakings in which the rights or the powers referred to in point (a) are jointly held by the manufacturer or one or more of its connected undertakings referred to in points (a) to (d) and one or more third parties.;’deleted

Amendment 157 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4 – introductory part Regulation 2019/1242

(4) the following Articles 3a toand 3cb are inserted:

Amendment 158 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1

Amendment 159 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Marian-Jean MARINESCU, Angelika NIEBLER

Proposal for a regulation
Article 1 – paragraph 1 – point 4 Regulation 2019/1242

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 435 %,

Amendment 160 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %,

Amendment 161 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point (b)

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 465 %,

Amendment 162 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Nicola DANTI, Emma WIESNER

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 435 %,

Amendment 163 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 435 %,

Amendment 164 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %,

Amendment 165 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point b

(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %,

Amendment 166 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point (c)

Amendment 167 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point (c)

Amendment 168 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point c

Amendment 169 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Nicola DANTI, Emma WIESNER

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point c

Amendment 170 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3 a – paragraph 1 – point c

Amendment 171 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3 a – paragraph 1 – point c

Amendment 172 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point c

Amendment 173 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point (d)

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 9100%.

Amendment 174 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Nicola DANTI, Emma WIESNER

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – Paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 9080 %.

Amendment 175 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3 a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 970%.

Amendment 176 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 970%.

Amendment 177 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point d

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 970%.

Amendment 178 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point (d)

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 980%.

Amendment 179 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Markus PIEPER

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 2

Amendment 180 #

3a. From 1 January 2040 all newly registered heavy-duty motor vehicles equipped with internal combustion engines must exclusively run on CO2 Neutral Fuels as defined in Artile 3 of this Regulation.

Amendment 181 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3a – paragraph 4 (new)

3a. 4. From 1 January 2040 all newly registered heavy-duty motor vehicles equipped with internal combustion engines must exclusively run on CO2 neutral fuels.

Amendment 182 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3

~~Article 3b Zero-emission vehicle target for urban buses~~deleted

Amendment 183 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – title

Article 3b ~~Zero-emission~~CO2 neutral vehicle target for urban buses

Amendment 184 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3 – paragraph 1

Amendment 185 #

Henna VIRKKUNEN, Marian-Jean MARINESCU, Maria da Graça CARVALHO

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3b – paragraph 1

Amendment 186 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

Amendment 187 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

Amendment 188 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

Amendment 189 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4 Regulation (EU) 2019/1242

Amendment 19 #

Proposal for a regulation
Recital 2

Amendment 190 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Emma WIESNER

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3b – paragraph 1

Amendment 191 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

Amendment 192 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 1

Amendment 193 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 1

1. For vehicles referred to in point 4.2 of Annex I, manufacturers shall comply with the minimum shares of ~~zero-emission~~CO2 neutral vehicles in their fleet of new heavy-duty vehicles as laid down in point 4.3 of Annex I. For new urban buses the share of ~~zero- emissions~~CO2 neutral vehicles shall be 100% as from the reporting period of the year 2030.;

Amendment 194 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 2

Amendment 195 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3b – paragraph 2

Amendment 196 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Markus PIEPER

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3b – paragraph 2 – first part

Amendment 197 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 2 – first part

Amendment 198 #

Miapetra KUMPULA-NATRI, Tsvetelina PENKOVA, Carlos ZORRINHO

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3 b – paragraph 2 – first part

Member States may decide to exclude from the obligation under this Article a limited share of the urban buses registered in each reporting period, confirming that the purpose of the vehicle cannot be equally served by a zero-emission vehicle and it is thus in the public interest to register a non- zero emission vehicle to fulfil that purpose, due to socio-economic cost-benefit in view of specific territorial morphology or meteorological circumstances and for national security reasons or to face national disaster such as floods.

Amendment 199 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3b – paragraph 2 – second part

Amendment 20 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Markus PIEPER, Angelika NIEBLER

Proposal for a regulation
Recital 3

(3) The Union committed to reducing the Union’s economy-wide net greenhouse gas emissions by at least 55 % by 2030 below 1990 levels in the updated nationally determined contribution submitted to the UNFCCC Secretariat on 17 December 2020. The Council stated in its conclusions of 24 October 2022 that it stands ready, as soon as possible after the conclusions of the negotiations on the essential elements of ‘Fit for 55’ package, to update, as appropriate, the NDC of the EU and its Member States, in line with § 29 of the Glasgow Climate Pact to reflect how the final outcome of the essential elements of ‘Fit for 55’ package implements the EU headline target as agreed by the European Council in December 2020.

Amendment 200 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3b – paragraph 2 – second part

Amendment 201 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3b – paragraph 3

3. Regarding the use of vehicles referred to in this Article, the Commission shall be empowered to adopt delegated acts in accordance with Article 17 to provide with common technical specifications, including standards, regarding: (a) the technical and open interoperability between the recharging and refuelling infrastructure and the vehicles, in terms of physical connections and communication exchange. (b) the safe and secure sharing and use of the data generated.deleted

Amendment 202 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3b – paragraph 3 – point a

~~(a) the technical and open interoperability between the recharging and refuelling infrastructure and the vehicles, in terms of physical connections and communication exchange.~~deleted

Amendment 203 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Markus PIEPER, Angelika NIEBLER

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3b – paragraph 3 – point b

~~(b) the safe and secure sharing and use of the data genera~~deleted.

Amendment 204 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c

~~Article 3c~~deleted

Amendment 205 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Markus PIEPER, Angelika NIEBLER

Proposal for a regulation
Article 1 – paragraph 1 – point 4

~~Public procurement procedures~~deleted

Amendment 206 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Markus PIEPER, Angelika NIEBLER

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – Title

PEnsuring sustainable and resilient supply chains for urban buses through public procurement procedures

Amendment 207 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 1

Amendment 208 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Markus PIEPER, Angelika NIEBLER

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 1

1. Contracting authorities or contracting entities shall ~~base the award of public~~, when contractsing for the purchase ~~or the u~~, lease, rent or hire- purchase of vehicles referred to in Article 3b onr of the ~~most economically advantageous tender which shall include the best price- quality ratio~~related charging infrastructure, take account of the energy and environmental impacts of those vehicles over their lifetime, of the compliance with social and labour standards in the production process, and of the security of supply related to those vehicles and their spare parts. They shall do so by including social and environmental criteria and the security of supply contribution of the tender, in compliance with relevant Union and international law.

Amendment 209 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 2

2. The tender’s contribution to the security of supply shall be assessed, inter alia, based on : (a) the proportion of the products or tenders originating in third countries, as determined in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council; (b) the introduction by third countries of a restrictive or distortive measure on such vehicles or on the technical and open interoperability between the recharging and refuelling infrastructure and the vehicles; (c) the availability of essential spare parts for the functioning of the equipment subject to the tender; (d) a commitment by the tenderer that possible changes in its supply chain during the execution of the contract will not affect adversely the execution of the contract; (e) a certification or documentation demonstrating that the organisation of the tenderer’s supply chain will allow it to comply with the security of supply requirement.deleted

Amendment 21 #

Proposal for a regulation
Recital 3 a (new)

Amendment 210 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Markus PIEPER, Angelika NIEBLER

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 2 a (new)

Amendment 211 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 3

~~3. In accordance with Article 3b, the tender’s contribution to security of supply shall be given a weighting of between 15 to 40% of the award criteria. ;~~deleted

Amendment 212 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 3

3. In accordance with Article 3b, the tender’s contribution to sustainability shall be given a weighting of between 15 to 40% of the award criteria, and the tender's contribution to security of supply shall also be given a weighting of between 15 to 40% of the award criteria. ;This is without prejudice of the application of Article 41(3) of Directive 2014/23/EU, Article 67(5) of Directive 2014/24/EU or Article 82(5) of Directive 2014/25/EU for giving a higher weighting to those criteria.

Amendment 213 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation 2019/1242
Article 3c – paragraph 3

3. In accordance with Article 3ba, the tender’s contribution to security of supply shall be given a weighting of between 15 to 40% of the award criteria. ;

Amendment 214 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242
Article 3c – paragraph 3 a (new)

Amendment 215 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)

Regulation (EU) 2019/1242
Article 3d (new)

(4a) the following Article 3d is inserted: ' Article 3d Zero-Emission HDVs Forum By ... [6 months after the entry into force of this Regulation] and each year thereafter, the Commission shall convene a ‘Zero-Emission HDVs Forum’, which shall be composed of representatives from public charging stations operators, electricity transmission system operators, long-haul transporters, urban logistic operators, public transport operators, civil society organisations and independent think tanks, Member States and manufacturer. The purpose of the Forum shall be to foster cooperation for the effective and cost-efficient roll-out of zero-emission heavy-duty vehicles and recharging and refuelling infrastructure in view of the increased ambition of this Regulation. '

Amendment 216 #

Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)

Regulation (EU) 2019/1242
Article 3c – point 3 a (new)

(4a) Following consultation with stakeholders, the Commission shall make a proposal for registering heavy-duty vehicles running exclusively on CO2 carbon neutral fuels in conformity with the Union’s climate-neutrality objective.

Amendment 217 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 – introductory part

Regulation (EU) 2019/1242
Article 4 – point c (new)

(5) in Article 4, first paragraph, point (a) is replaced by the following and the following point (c) is inserted:

Amendment 218 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation 2019/1242
Article 4 – paragraph 1 – point (a)

(a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period, including low- and zero-emission vocational vehicles; and;

Amendment 219 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point a

(a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period, including zero-and-low emission vocational vehicles; and;

Amendment 22 #

Proposal for a regulation
Recital 4

(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council11 , the Union has enshrined in legislation the target of economy-wide climate neutrality ~~by 2050 in legislation~~as soon as possible and by 2050 at the latest, and the aim to achieve negative emissions thereafter. That Regulation also establishes a binding Union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55 % below 1990 levels by 2030. That Regulation also establishes that the Commission should endeavour to align all future legislative and budgetary proposals with the objectives and targets set out in that Regulation and, in any case of non- alignment, provide the reasons as part of the impact assessment accompanying those proposals. _________________ 11 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1).

Amendment 220 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation 2019/1242
Article 4 – paragraph 1 – point a

(a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period; including zero-and-low emission vocational vehicles; and;

Amendment 221 #

Erik BERGKVIST, Miapetra KUMPULA-NATRI

(a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period;, including zero-and-low emission vocational vehicles, and;

Amendment 222 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Directive (EU) 2018/2001
Article 4 – paragraph 1 – point a a (new)

(aa) in Article 4, first paragraph, the following point (c) is inserted: ‘(c) the application of the Carbon Correction Factor (CCF) from 2030 onwards determined in accordance with point 2.1. of Annex I. The effect of the CCF shall be limited so that what are taken into account are only additional amounts of fuels exceeding the binding combined sub-target for advanced biofuels and renewable fuels of non-biological origin in the share of renewable energies supplied to the transport sector, as defined in Directive (EU) 2018/2001 of the European Parliament and of the Council. A cap shall be set to ensure that no more than 10 percentage points of the CO2 emission reduction targets for the years 2030, 2035 and for 2040 could be achieved through the effect of the carbon correction factor. Therefore, a cap shall be set for years 2030-2034 so that a share of up to 12.5% of renewable fuels eligible for CCF, as defined in Article 3 of this regulation, shall be taken into account in the factor. For years 2035-2039 the share shall be up to 17% and from 2040 onwards up to 40%.

Amendment 223 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point a a (new)

(aa) The application of the Carbon Correction Factor (CCF) from 2030 onwards determined in accordance with point 2.1. of Annex I. The effect of the CCF shall be limited so that what is taken into account is only additional amounts of fuel exceeding the binding combined sub-target for advanced biofuels and renewable fuels of non- biological origin in the share of renewable energies supplied to the transport sector, as defined in Directive (EU) 2018/2001 of the European Parliament and of the Council. A cap shall be set to ensure that no more than 10 percentage points of the CO2 emission reduction targets for the years 2030, 2035 and 2040 could be achieved through the effect of the CCF. Therefore, a cap shall be set for years 2030-2034 so that a share of up to 12,5 % of renewable fuels eligible for CCF, as defined in Article 3 of this regulation, shall be taken into account in the factor. For years 2035-2039 the share shall be up to 17 % and from 2040 onwards up to 40 %.

Amendment 224 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point a a (new)

(aa) 5a. Point (c) is added to Article 4 paragraph 1: (c) the CO2 reductions achieved through the use of carbon- neutral fuels that are accounted for in accordance with Article 4a. The accounting of CO2 reductions pursuant to Article 4a of Regulation (EU) 2019/631 shall be carried out in accordance with Regulation (EC) No 595/2009.

Amendment 225 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5

Regulation 2019/1242
Article 4 – paragraph 1 – point a a (new)

(aa) in Article 4, first paragraph, the following point (c) is inserted: ‘(c) the application of the Carbon Correction Factor (CCF) determined in accordance with point 7 of Annex I.’

Amendment 226 #

Henna VIRKKUNEN, Maria da Graça CARVALHO

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation 2019/1242
Article 4 – paragraph 1 – point a a (new)

5a. a new Article 4a is inserted: The use of carbon-neutral fuels Upon a manufacturer’s request, CO2 savings achieved through the use of additional carbon-neutral fuels within the meaning of Article 3(24) in an accounting system shall be considered in accordance with paragraphs 2 and 3 of this Article. (2) CO2 savings achieved through the use of carbon-neutral fuels in a crediting system shall not be included in the average specific CO2 emissions of a manufacturer set out in paragraph 1 of this Article, but they may be allocated to individual vehicles that have the technical ability to use the credited fuel in accordance with Regulation (EC) No 595/2009. (3) Each Member State shall record for each calendar year the quantities of carbon-neutral fuels placed on the market by or allocated to a manufacturer, while also providing appropriate certification of those quantities and the resulting CO2 savings by applying the certification and documentation procedure in accordance with Directive (EU) 2018/2001. The Member States shall ensure that credits are issued only for quantities that meet the requirements of Directive (EU) 2018/2001 and where it is ensured that no simultaneous allocation takes place against the reduction targets set out in Article 25(1) of Directive (EU) 2018/2001.The credits shall indicate the issuing Member State, their period of validity, and the quantity and type of carbon-neutral fuel for which they were issued.The credits shall be tradable. In order to minimise the risk of individual quantities being claimed twice in the Union, Member States and the Commission should strengthen cooperation between national systems, including the exchange of data where appropriate.Where the competent authority of a Member State suspects or detects fraud, it should inform the other Member States as appropriate. (4) The reductions referred to in paragraphs 1 and 2 shall be determined in accordance with paragraph 8 of Annex I.

Amendment 227 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point a a (new)

(5a) in Article 4, first paragraph, the following point (c) is insterted: '(c) the application of the Carbon Correction Factor (CCF) determined in accordance with poin 2.1. of Annex I.' The effect of the CCF shall be limited so that this Regulation takes into account only additional amounts of fuels exceeding the binding combined sub- target for advanced biofuels and renewable fuels of non-biological origin in the share of renewable energies supplied to the transport sector, as defined in Directive (EU) 2018/2001. A cap shall be set to ensure that no more than 10 percentage points of the CO2 emission reduction targets for the years 2030, 2035 and 2040 can be achieved through the effect of the CCF. Therefore, a cap shall be set for years 2030-2034 so that a share of up to 12.5% of renewable fuels eligible for CCF, as defined in Article 3 of this regulation, shall be taken into account in the CCF. For years 2035- 2039 the share shall be up to 17% and from 2040 onwards up to 40%.

Amendment 228 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Nicola DANTI

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point a a (new)

(5a) (5 a) in Article 4, first paragraph, the following point (c) is inserted: ‘(c) the application of the Carbon Correction Factor (CCF) determined in accordance with point 6a (new) of Annex I.’

Amendment 229 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point a a (new)

(5a) (a a) in Article 4, first paragraph, the following point (c) is inserted: the application of the Carbon Correction Factor (CCF) in accordance with paragraph 7 of Annex I

Amendment 23 #

Proposal for a regulation
Recital 5

Amendment 230 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point a a (new)

(5a) in Article 4, first paragraph, the following point (c) is inserted: (c) the application of the Carbon Correction Factor (CCF) determined in accordance with paragraph 7 (new) of Annex I.

Amendment 231 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation 2019/1242
Article 4 – paragraph 1 – point a a (new)

(5a) in Article 4, first paragraph, point (c) is added: (c) the application of the Carbon Correction Factor (CCF) determined in accordance with paragraph 7 of Annex I.

Amendment 232 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation 2019/1242
Article 4 – paragraph 1 – point a a (new)

(5a) ‘(c) the application of the Carbon Correction Factor (CCF) determined in accordance with point 2.1. of Annex I.’

Amendment 233 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)

Regulation 2019/1242
Article 4 – paragraph 1 – point a a (new)

Amendment 234 #

Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)

Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point a a (new)

Amendment 235 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 5 – paragraph 1

Amendment 236 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation 2019/1242
Article 5 – paragraph 1

Amendment 237 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 5 – Paragraph 1

Amendment 238 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation 2019/1242
Article 5 – paragraph 1

Amendment 239 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242
Article 5 – paragraph 1 – second sub–paragraph

The zero-emission and low-emission factor shall take into account the number and the CO2 emissions of all zero- and low- emission heavy-duty vehicles of category N in the manufacturer’s fleet.;

Amendment 24 #

Proposal for a regulation
Recital 5

Amendment 240 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point b

Regulation (EU) 2019/1242
Article 5 – paragraph 3

Amendment 241 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point b

Regulation 2019/1242
Article 5 – paragraph 3

3. For the reporting periods from 2025 to 20239 the zero- and low-emission factor shall be determined on the basis of a 2 % benchmark in accordance with point 2.3.2 of Annex I.;

Amendment 242 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point c

Regulation 2019/1242
Article 5 – paragraph 4

Amendment 243 #

Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point c

Regulation (EU) 2019/1242
Article 5 – paragraph 4

4. The zero-emission and low- emission factor shall reduce the average specific CO2 emissions of a manufacturer by a maximum of 3 10%. The contribution to that factor of the zero-emission vehicles of category N, other than those in vehicles sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5- LH, 9-RD, 9-LH, 10-RD, 10-LH, shall reduce the average specific CO2 emissions of a manufacturer by a maximum of ~~1,5~~ 3%.;

Amendment 244 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation 2019/1242
Article 6a – paragraph 1 – point b

~~(b) for the transfer of vehicles other than zero-emission vehicles, the transferring and the receiving manufacturer must belong to a group of connected manufacturers;~~deleted

Amendment 245 #

Proposal for a regulation
Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242
Article 6a – paragraph 1 – point b

~~(b) for the transfer of vehicles other than zero-emission vehicles, the transferring and the receiving manufacturer must belong to a group of connected manufacturers;~~deleted

Amendment 246 #

Amendment 247 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point b

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – second subparagraph

(b) in paragraph 1, the second subparagraph~~, ‘2029’ is replaced by ‘2039’;~~ is replaced by the following: ' Emission credits shall be acquired in the reporting periods of the years 2019 to 2039, and shall only be taken into account for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of any of the five years following the year during which they have been acquired.However, the emission credits acquired in the reporting periods of the years 2019 to 2024 shall be taken into account for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of the reporting period of the year 2025 only. '

Amendment 248 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 7 – paragraph 1 – fourth sub–paragraph

Amendment 249 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d Regulation 2019/1242

Amendment 25 #

Proposal for a regulation
Recital 7

(7) The REPowerEU Communication13 outlined a plan to make the Union independent from Russian fossil fuels well before the end of this decade. The Communication highlights the importance, among others, of further increasing the efficiency and reducing fossil consumption in the transport sector~~, where~~. In this sector, electrification can be combined with the use of ~~fossil-fre~~renewable hydrogen to replace fossil fuels in those transport modes where direct electrification is difficult, such as shipping and aviation. _________________ 13 Communication from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee and the Committee of the Regions, REPowerEU Plan, COM(2022)230 final of 18.5.2022.

Amendment 250 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242
Article 1 – paragraph 1 – fourth sub–paragraph

Amendment 251 #

Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d

Regulation 2019/1242
Article 7 – paragraph 1 – fourth sub–paragraph

Amendment 252 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point a

Regulation 2019/1242
Article 8 – paragraph 1 – point a

~~(a) in point (a) of paragraph 1, “to 2029” is replaced by “onwards”;~~deleted

Amendment 253 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point b

Regulation 2019/1242
Article 8 – paragraph 1 – point a

~~(b) point (b) of paragraph 1 is~~ deleted;

Amendment 254 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point a

Amendment 255 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation 2019/1242
Article 8 – paragraph 2 – point a

Amendment 256 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation 2019/1242
Article 8 – paragraph 2 – point b

~~(b) where, in the reporting period of the years 2029, 2034, 2039 and 2040 the sum of the emission debts reduced by the sum of the emission credits is positive;~~deleted

Amendment 257 #

Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c

Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point b

~~(b) where, in the reporting period of the years 2029, 2034, 2039 and 2040 the sum of the emission debts reduced by the sum of the emission credits is positive;~~deleted

Amendment 258 #

Proposal for a regulation
Article 1 – paragraph 1 – point 14 – point a

Regulation 2019/1242
Article 11 – paragraph 1 – second sub–paragraph

Amendment 259 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Nicola DANTI

Proposal for a regulation
Article 1 – paragraph 1 – point 16

Regulation (EU) 2019/1242
Article 13b – paragraph 1 – third sub–paragraph

~~This paragraph shall not apply to manufacturers or other entities exempted in accordance with Article 6b.~~deleted

Amendment 26 #

Proposal for a regulation
Recital 7

(7) The REPowerEU Communication13 outlined a plan to make the Union independent from Russian fossil fuels well before the end of this decade. The Communication highlights the importance, among others, of further increasing the efficiency and reducing fossil consumption in the transport sector, where electrification can be combined with the use of ~~fossil-free~~CO2 neutral fuels, including hydrogen to replace fossil fuels. _________________ 13 Communication from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee and the Committee of the Regions, REPowerEU Plan, COM(2022)230 final of 18.5.2022.

Amendment 260 #

Proposal for a regulation
Article 1 – paragraph 1 – point 16

Regulation 2019/1242
Article 13c – paragraph 1 – first sub–paragraph

The register shall be publicly available with the exception of data entries listed in point 3.2.2 of Annex V.

Amendment 261 #

Proposal for a regulation
Article 1 – paragraph 1 – point 16

Regulation 2019/1242
Article 13f – paragraph 4

4. The amounts of the administrative fines shall be ~~considered as revenue for the general budget of the Union~~assigned to the Innovation Fund.

Amendment 262 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17

Regulation 2019/1242
Article 14

(17) Article 14 is replaced by the following: ‘Article 14Amendments to the Annexes 1. The Commission is empowered to adopt delegated acts in accordance with Article 17 with a view to amending the following elements in Annex I to take into account technical progress, the evolution of freight transport logistics, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009: (a) the criteria defining vehicle sub- groups set out in point 1.1; (b) the criteria defining vocational vehicles set out in point 1.2; (c) the criteria for the operational ranges of different powertrain technologies set out in point 1.3; (d) the list of mission profiles set out in point 1.4; (e) the weight of mission profiles set out in point 2.1; (f) the payloads, passenger numbers, passenger masses, technically permissible maximum payloads, technically permissible maximum passenger number and cargo volumes of vehicle sub-groups sg set out in point 2.5; (g) the annual mileage values set out in point 2.6. 2. The Commission is empowered to adopt delegated acts in accordance with Article 17 with a view to amending the following element in Annex IV: (a) the data requirements specified in Part A and Part B to take into account technical progress, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009; (b) updating or adjusting the ranges set out in Part C to take into account changes in heavy-duty vehicle design and ensure that the ranges remain relevant for information and comparability purposes; 3. The Commission is empowered to adopt delegated acts in accordance with Article 17 with a view to amending the following elements in Annex V: (a) adjusting the monitoring and reporting procedure set out in Annex V in order to take into account the experience gained from the application of this Regulation and in order to adapt it to technical progress; (b) amending point 3.2 by adding data entries which have been newly added to the register.’deleted

Amendment 263 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17

Regulation (EU) 2019/1242
Article 14 – Paragraph 1

~~1. The Commission is empowered to adopt~~ delegated acts in accordance with Article 17 with a view to amending the following elements in Annex I to take into account technical progress, the evolution of freight transport logistics, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009: (a) the criteria defining vehicle sub- groups set out in point 1.1; (b) the criteria defining vocational vehicles set out in point 1.2; (c) the criteria for the operational ranges of different powertrain technologies set out in point 1.3; (d) the list of mission profiles set out in point 1.4; (e) the weight of mission profiles set out in point 2.1; (f) the payloads, passenger numbers, passenger masses, technically permissible maximum payloads, technically permissible maximum passenger number and cargo volumes of vehicle sub-groups sg set out in point 2.5; (g) the annual mileage values set out in point 2.6.

Amendment 264 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17

Regulation (EU) 2019/1242
Article 14 – paragraph 1

~~1. The Commission is empowered to adopt~~ delegated acts in accordance with Article 17 with a view to amending the following elements in Annex I to take into account technical progress, the evolution of freight transport logistics, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009: (a) the criteria defining vehicle sub- groups set out in point 1.1; (b) the criteria defining vocational vehicles set out in point 1.2; (c) the criteria for the operational ranges of different powertrain technologies set out in point 1.3; (d) the list of mission profiles set out in point 1.4; (e) the weight of mission profiles set out in point 2.1; (f) the payloads, passenger numbers, passenger masses, technically permissible maximum payloads, technically permissible maximum passenger number and cargo volumes of vehicle sub-groups sg set out in point 2.5; (g) the annual mileage values set out in point 2.6.

Amendment 265 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17

Regulation (EU) 2019/1242
Article 14 – paragraph 1

~~1. The Commission is empowered to adopt~~ delegated acts in accordance with Article 17 with a view to amending the following elements in Annex I to take into account technical progress, the evolution of freight transport logistics, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009: (a) the criteria defining vehicle sub- groups set out in point 1.1; (b) the criteria defining vocational vehicles set out in point 1.2; (c) the criteria for the operational ranges of different powertrain technologies set out in point 1.3; (d) the list of mission profiles set out in point 1.4; (e) the weight of mission profiles set out in point 2.1; (f) the payloads, passenger numbers, passenger masses, technically permissible maximum payloads, technically permissible maximum passenger number and cargo volumes of vehicle sub-groups sg set out in point 2.5; (g) the annual mileage values set out in point 2.6.

Amendment 266 #

~~1. The Commission is empowered to adopt~~ delegated acts in accordance with Article 17 with a view to amending the following elements in Annex I to take into account technical progress, the evolution of freight transport logistics, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EU) 595/2009: (a) the criteria defining vehicle sub- groups set out in point 1.1; (b) the criteria defining vocational vehicles set out in point 1.2; (c) the criteria for the operational ranges of different powertrain technologies set out in point 1.3; (d) the list of mission profiles set out in point 1.4; (e) the weight of mission profiles set out in point 2.1; (f) the payloads, passenger numbers, passenger masses, technically permissible maximum payloads, technically permissible maximum passenger number and cargo volumes of vehicle sub-groups sg set out in point 2.5; (g) the annual mileage values set out in point 2.6.

Amendment 267 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17 a (new)

Regulation 2019/1242
Article 14a (new)

(17a) the following Articles 14a is inserted: Article 14a Progress Tracking and Reporting By 31 December 2025, and every year thereafter, the Commission shall submit a report to the European Parliament and the Council regarding the development of the enabling conditions for the uptake of low- and zero-emission heavy-duty vehicles in the European Union's market.This report should include an assessment of various elements such as: (a) The number of registrations of zero- ad low-emission heavy-duty vehicles in Member States, (b) The progress made in deployment of charging and refueling infrastructure suitable for heavy-duty vehicles in Member States, (c) The implementation of road user charges that take into account CO2 emissions in Member States, (d) The impact of cabon pricing measures, including the emission trading system for road transport and CO2-based road charges, (e) The influence of cost trends of components and systems for electric, hybrid, and hydrogen vehicles (f) The suitability of low- and zero- emission heavy-duty vehicles for the fulfillment of the operational requirements of businesses of transport operators, (g) The lifecycle emissions of new heavy duty vehicles placed on the market, as reported in accordance with Article 14b; (h) Any additional measures that facilitate the market uptake of low- and zero- emission heavy-duty vehicles.

Amendment 268 #

Proposal for a regulation
Article 1 – paragraph 1 – point 17 b (new)

Regulation 2019/1242
Article 14b (new)

(17b) the following Article 14b is inserted: Article 14b Life-cycle CO2 emissions 1.The Commission shall no later than 2025 publish a report setting out a methodology for the assessment and the consistent data reporting of the full life- cycle CO2 emissions of heavy duty vehicles that are placed on the Union market.The Commission shall transmit to the European Parliament and to the Council that report. 2.By 2025, the Commission is empowered to adopt delegated acts in accordance with Article 17 to set out a common Union methodology for the assessment and the consistent data reporting of the full life- cycle CO2 emissions of heavy duty vehicles. 3. From 1 June 2026, manufacturers may, on a voluntary basis, submit to the Commission the life-cycle CO2 emissions data for new heavy duty vehicles using the methodology referred to in paragraph 2 of this Article.

Amendment 269 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – first paragraph

The Commission shall, inot later than 31 December 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. By 31 December 2025, and every year thereafter and with the help from the Committee in Article 16, the Commission shall present a report to the Council and to the European Parliament on the current state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the EU. The commission should take into account the following factors while reviewing this per Member State: a) The range of zero- emission heavy-duty vehicles for respective vehicle group among manufacturers b) The registrations of zero-emission heavy-duty vehicles c) The availability of stations for hydrogen and charging for heavy-duty vehicles d) The implementation of CO2 differentiated road charges and its monetary impact for vehicle customers e) The cost for road transport fuel for emission allowances and its monetary impact for vehicle customers f) The general difference in cost between refueling hydrogen, diesel fuel and charging at public charging stations g) Other support or incentives with the purpose of supporting the use of emission-free or purchase of heavy duty vehicles for transport industry Should one or more of these factors, especially under paragraphs c to g, found not to be in line with the targets for vehicle manufacturers in Article 3a and Annex I of this Regulation, the review report shall be followed by a legislative proposal to review the targets in Article 3a and Annex I.

Amendment 27 #

Proposal for a regulation
Recital 8

Amendment 270 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – first paragraph

TBy 31 December 2027 at the latest, the Commission shall~~, in 2028,~~ review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. By 31 December 2025 at the latest, and every year thereafter, the Commission shall submit a report to the European Parliament and to the Council on the framework conditions required for the successful market adoption of zero- emission heavy-duty vehicles in the Union. In its report, the Commission shall analyse and assess at least the following framework conditions: (a) the evolution of the number of zero- emission heavy-duty vehicle authorisations in Member States (b) the deployment of suitable recharging and refuelling infrastructure in Member States (c) the implementation of tiered road user charges, dependent on CO2 emissions, in Member States (d) the average price of allowances under the new the emissions trading system for road transport (e) further measures that foster the market adoption of zero-emission heavy- duty vehicles Should it be determined that one or more of the aforementioned framework conditions make it harder to reach the targets for vehicle manufacturers referred to in Article 3a and b of this Regulation, the targets shall be reviewed and the excess CO2 premiums referred to in Article 8 of this Regulation shall be adjusted accordingly.

Amendment 271 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – first paragraph

The Commission shall, in 2028, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. In that report, the Commission shall in particular assess the impacts of establishing minimum energy efficiency thresholds for new zero- emission heavy-duty vehicles placed on the Union market, and of ensuring that special purpose, off-road and off-road special vehicles are subject to CO2 emissions reduction targets. It shall also assess whether the continuation of the exemption for manufacturers producing few vehicles set out in Article 6b is still justified in view of achieving a balance between Union-wide greenhouse gas emissions and removals across all sectors within the Union by 2050 at the latest, as set out in Regulation (EU) 2021/1119.

Amendment 272 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation 2019/1242
Article 15 – first paragraph

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. This review shall be based on the results of the ~~review~~annual reports produced by the Commission in line with Art. 14a. If the Commission finds that any of the enabling conditions are inconsistent with the targets set within this Regulation, a review of the targets shall be conducted and a waiver of excess CO2 emissions premiums, as stipulated in Article 8 of this Regulation, shall be considered.

Amendment 273 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Nicola DANTI

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation 2019/1242
Article 15 – first paragraph

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. The Commission shall no later than 31 December 2026 publish a report setting out a methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission shall submit that report to the European Parliament and the Council.

Amendment 274 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – first paragraph

Amendment 275 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation 2019/1242
Article 15 – first paragraph

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.

Amendment 276 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – first paragraph

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.

Amendment 277 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – first paragraph

The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.

Amendment 278 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15

The Commission shall, at the latest one year after the entry into force of the regulation, evaluate the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full life-cycle CO2 emissions of new heavy-duty vehicles that are placed on the Union market.The Commission shall report to the European Parliament and to the Council on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union.In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy- duty vehicles in Member States, (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States [REFERENCE TO XXX AFIR], (c) the implementation of road user charges differentiated by CO2 emissions in Member States [REFERENCE TO XXX Eurovignette], (d) the level of the average price of allowances under the new the emissions trading system covering road transport [REFERENCE TO XXX ETS2], (e) other measures that support the uptake of zero-emission heavy-duty vehicles. Based on the results of the above assessment and on the evidence of lack of any of the above of conditions, the CO2 targets should be reviewed and excess CO2 emissions premiums according to Art. 8 of this Regulation be waived.

Amendment 279 #

The report shall, where appropriate, be accompanied by a proposal for amending this Regulation. The Commission shall report to the European Parliament and to the Council on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy- duty vehicles in Member States, (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States [REFERENCE TO XXX AFIR], (c) the implementation of road user charges differentiated by CO2 emissions in Member States [REFERENCE TO XXX Eurovignette] (d) the level of the average price of allowances under the new the emissions trading system covering road transport [REFERENCE TO XXX ETS2] (e) other measures that support the uptake of zero-emission heavy-duty vehicles. Based on the results of the above assessment and on the evidence of lack of any of the above of conditions, the CO2 targets should be reviewed and excess CO2 emissions premiums according to Art. 8 of this Regulation be waived.

Amendment 28 #

Proposal for a regulation
Recital 8

Amendment 280 #

Henna VIRKKUNEN, Marian-Jean MARINESCU, Maria da Graça CARVALHO, Markus PIEPER

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – second paragraph

The report shall, where appropriate, be accompanied by a proposal for amending this Regulation. The Commission shall report to the European Parliament and to the Council on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy- duty vehicles in Member States, (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States [REFERENCE TO XXX AFIR], (c) the implementation of road user charges differentiated by CO2 emissions in Member States [REFERENCE TO XXX Eurovignette] (d) the level of the average price of allowances under the new the emissions trading system covering road transport [REFERENCE TO XXX ETS2] (e) other measures that support the uptake of zero-emission heavy-duty vehicles. Based on the results of the above assessment and on the evidence of lack of any of the above of conditions, the CO2 targets should be reviewed and excess CO2 emissions premiums according to Art. 8 of this Regulation be waived.

Amendment 281 #

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – third paragraph (new)

The report should assess the possibility to include in the scope the N3 category trucks in groups 11, 12 and 16 which are permitted to be used in their counry of registration for towing combinations with a maximum permissible mass exceeding 70 tonnes, provided that the emissions calculation of these vehicles has been developed to account for their specific characteristics as tractors of heavy combinations.

Amendment 282 #

Henna VIRKKUNEN, Marian-Jean MARINESCU, Maria da Graça CARVALHO

Proposal for a regulation
Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – second paragraph (new)

Amendment 283 #

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point a

Regulation 2019/1242
Article 17 – paragraph 2

Amendment 284 #

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point a

Regulation (EU) 2019/1242
Article 17 – paragraph 2

Amendment 285 #

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point b

Regulation (EU) 2019/1242
Article 17 – paragraph 3

Amendment 286 #

Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point c

Regulation (EU) 2019/1242
Article 17 – paragraph 6

(c) in paragraph (6), “Article 11(2), the second subparagraph of Article 13(4) and Article 14(1)” is replaced by the following: “Article 4a, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13f(2) and Article 14(1)”;

Amendment 287 #

Proposal for a regulation
Annex I – point 2 – point 2.1 – paragraph 3 – subparagraph 7

Regulation 2019/1242
Annex I – point 2 – point 2.1.

For zero-emissions ~~motor~~ vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0.

Amendment 288 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 1

Regulation 2019/1242
Annex I – point 2.3.2 – title

Reporting periods from 2025 to 20239

Amendment 289 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 1

Regulation (EU) 2019/1242
Annex I – point 2.3.2 – title

Reporting periods from 2025 ~~to 2029~~onwards

Amendment 29 #

Proposal for a regulation
Recital 8

Amendment 290 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 1

Regulation (EU) 2019/1242
Annex I – point 2.3.2

x is 0,0215

Amendment 291 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –

subparagraph 1 – introductory part Regulation (EU) 2019/1242
Annex I – point 2.3.2

Amendment 292 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 1 – subparagraph 1

~~ZLEVspecific = 1 - (CO2v / LETsg )~~deleted

Amendment 293 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 2 – subparagraph 1

~~CO2v is the specific CO2 emissions in g/km of a zero- and low-emission heavy- duty vehicle v determined in accordance with point 2.1,~~deleted

Amendment 294 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –

subparagraph 2 – subparagraph 2 Regulation 2019/1242
Annex I – point 2 – point 2.3 – point 2.3.2

~~LETsg is the low-emission threshold of the sub-group sg to which the vehicle v belongs as defined in point 2.3.4;~~deleted

Amendment 295 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –

subparagraph 2 – subparagraph 3 Regulation 2019/1242
Annex I – point 2 – point 2.3 – point 2.3.2

Amendment 296 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.3

Regulation 2019/1242
Annex I – point 2 – point 2.3. – point 2.3.3

~~2.3.3 Reporting periods as from 2030 ZLEV = 1~~deleted

Amendment 297 #

Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.3

Regulation (EU) 2019/1242
Annex I – point 2 – point 2.3 – point 2.3.3

~~2.3.3 Reporting periods as from 2030 ZLEV = 1~~deleted

Amendment 298 #

Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 1

Regulation (EU) 2019/1242
Annex I

CO2(NO) = ∑sg sharesg × MPWsg × (avgCO2sg × (1 - sharesgEHC) + αsg x avgCO2sg × sharesgEHC)

Amendment 299 #

Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 14 a (new)

Regulation (EU) 2019/1242
Annex I

Amendment 30 #

Proposal for a regulation
Recital 8 a (new)

Amendment 300 #

Proposal for a regulation
Annex I – point 6 – paragraph 6 – subparagraph 1 – introductory part

Regulation 2019/1242
Annex I

exeCO2(NO)Y =(dCO2(NO)I - cCO2(NO)I) -exeCO2(NO)J - redCO2 - limCO2(NO)y

Amendment 301 #

Proposal for a regulation
Annex I – point 6 – paragraph 7 – subparagraph 1 – introductory part

Regulation 2019/1242
Annex I

exeCO2(M)Y =(dCO2(M)I - cCO2(M)I) - exeCO2(M)J - redCO2(M) -limCO2(M)y

Amendment 302 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Markus PIEPER

Proposal for a regulation
Annex III – point 1 – paragraph 2 – subparagraph 9

Regulation 2019/1242
Annex III

are the CO2 emissions in g/km of the ~~primary vehicle of a~~ new heavy-duty vehicle v determined for a mission profile mp and reported in accordance with Articles 13a and 13b;

Amendment 303 #

Proposal for a regulation
Annex IV – Part A – point q a (new)

Regulation (EU) 2019/1242
Annex IV

Amendment 304 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Nicola DANTI

Proposal for a regulation
Annex IV – Part A – point q a (new)

Regulation (EU) 2019/1242
Annex IV

Amendment 31 #

Proposal for a regulation
Recital 9

(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero-emission and low-emission vehicles being deployed on the Union market whilst providing benefits to users and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. ~~Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen-powered vehicles, and technological innovations are continuing.~~ The automotive industry remains one of the pillars of the EU economy, contributing 7% of European GDP, providing 4.6 million jobs and remaining at the cutting edge of technological innovation with EUR 60 billion invested each year in research and development. The industry needs to be supported in its environmental and digital transition, as European manufacturers are now facing a triple bind, with tightened environmental regulations, increasing investment needs in innovation and heightened international competition. The strengthened CO2 emission reduction standards must become technology neutral in reaching the fleet-wide targets that they set. Zero and low-emission vehicles, which run on advanced biofuels or synthetic fuels as defined in Directive (EU) 2018/20011a. Zero-emission and low- emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen-powered vehicles, and technological innovations are continuing. _________________ 1a Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (recast)

Amendment 32 #

Proposal for a regulation
Recital 9

Amendment 33 #

Proposal for a regulation
Recital 9

Amendment 34 #

Proposal for a regulation
Recital 9

Amendment 35 #

Proposal for a regulation
Recital 9 a (new)

(9a) Battery electric, fuel-cell and other hydrogen-powered vehicles have a strong potential to decarbonise certain segments of the heavy duty transport sector and their development should be encouraged, while taking into account the fact that no technology goes without an environmental impact. Where electrification is not possible or less efficient and hydrogen fueled vehicles are not appropriate or cost competitive, the principle of technological neutrality allows for ensuring a level playing field with other technologies that are more mature.

Amendment 36 #

Proposal for a regulation
Recital 9 a (new)

Amendment 37 #

Henna VIRKKUNEN, Maria da Graça CARVALHO, Marian-Jean MARINESCU, Markus PIEPER, Angelika NIEBLER

Proposal for a regulation
Recital 10

Amendment 38 #

Proposal for a regulation
Recital 10

Amendment 39 #

Proposal for a regulation
Recital 10

Amendment 40 #

Proposal for a regulation
Recital 10

Amendment 41 #

Henna VIRKKUNEN, Maria da Graça CARVALHO

Proposal for a regulation
Recital 10

(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero- and low emissions vehicles on the Union market and to stimulate innovation in zero- and low emissions technologies in a cost- efficient way.

Amendment 42 #

Proposal for a regulation
Recital 10 a (new)

(10a) This Regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. A mechanism based on a Carbon Correction Factor (CCF) is introduced from 2030 onwards to take into account the contribution from the use of sustainable transport fuels such as advanced biofuels and biogas when assessing the compliance of newly registered heavy-duty vehicles with CO2 emissions reductions. The contribution of the CCF shall be limited in order to ensure adequate improvements in the energy efficiency of heavy-duty vehicles. Therefore a cap shall be set to ensure that no more than 10 percentage points of the CO2 emission reduction targets for years 2030, 2035 and 2040 could be achieved through the effect of the CCF.

Amendment 43 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Nicola DANTI

Proposal for a regulation
Recital 10 a (new)

(10a) According to the latest information provided by the European Environment Agency (EEA), 97% of the urban population in the Union in 2021 was exposed to concentrations of fine particulate matter above the health-based guideline level set by the World Health Organization13a. In 2020 in Europe, 275,000 premature deaths were attributable to exposure of high concentrations of particulate matter, and 64,00 premature deaths were attributable to exposure of high NO2 concentrations13b. By accelerating the roll-out of zero-emission vehicles, strengthened CO2 emission reduction requirements will also contribute to reduce air pollution from road transport. _________________ 13a Europe's Air Quality Status 2023, European Environment Agency (2023). 13b Health impacts of air pollution in Europe, European Environment Agency (2023).

Amendment 44 #

Proposal for a regulation
Recital 11 – paragraph 1

The updated New Industrial Strategy14 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway takes particular heed of small and medium-sized enterprizes in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions and on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at the European and national level to boost the affordability of zero- emission vehicles are also being addressed in the pathway. This could, for example, include the possibility for Member States to use the proposed Social Climate Fund to assist micro-enterprises in the purchasing of zero-emission trucks and lorries. Particular attention should be also given to the impact that this transition will have on SMEs along the supply chain. _________________ 14 Commission Communication on Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021.

Amendment 45 #

Proposal for a regulation
Recital 11 – paragraph 1

The updated New Industrial Strategy14 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway takes particular heed of small and medium-sized enterprizes in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions and on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at the European and national level to boost the affordability of zero- emission vehicles are also being addressed in the pathway. This could, for example, include the possibility for Member States to use the proposed Social Climate Fund to assist micro-enterprises in the purchasing of zero- and low emissions trucks and lorries. _________________ 14 Commission Communication on Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021.

Amendment 46 #

Proposal for a regulation
Recital 12

(12) The ~~Union fleet-wide tar~~regulation on the deployment of alternative fuels infrastructure (AFIR)16 obligets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16 . _________________ 16 Proposal for a Regulationeach Member State to install a minimum of one charging hub exclusively for HDVs every 60 kilometre on the TEN-T core network, and every 100 kilometre on the TEN-T comprehensive network. This will contribute to offer a minimum guarantee for transporters that they can use zero- emission heavy-duty long-haul trucks across Europe, and give a strong signal to operators of public charging stations that there will be a strong market for overachieving those minimum targets. Moreover, several Member States have already announced they will go beyond those minimum requirements, and several European truck manufacturers have created joint ventures to install and operate public charging networks across Europe. This regulation will also encourage further investment in recharging infrastructure by providing certainty for investors that there will be an increase in demand. Member States should also be encouraged to include in their revised national policy frameworks measures to support the deployment of recharging and refuelling infrastructure in depots, logistic centres and warehouses. All those initiatives will contribute to the necessary roll-out of recharging and refuelling infrastructure across the Union. _________________ 16 Regulation (EU) .../... of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council~~, 14.7.2021, COM/2021/559 final~~.

Amendment 47 #

Proposal for a regulation
Recital 12

(12) The Union fleet-wide targets are to be complemented by the necessary roll-out of publicly accessible recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16 . The deployment of recharging and refuelling infrastructure is equally important in private locations, such as in private depots and at logistic centres to ensure overnight and destination charging. It is imperative that no European region is left behind and that regional disparities in the deployment of alternative fuels infrastructure are duly addressed, particularly in less developed regions or regions with specific needs and circumstances, such as rural and sparsely populated, remote and outermost, island and mountainous regions. This public and private network of recharging and refuelling stations is an enabling condition for manufacturers to be able to reach the CO2 reduction targets. _________________ 16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.

Amendment 48 #

Proposal for a regulation
Recital 12

(12) The Union fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16 . However, these measures should be complemented by additional initiatives aimed at accelerating the modal shift from road to rail and increasing rail freight. _________________ 16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.

Amendment 49 #

Miapetra KUMPULA-NATRI, Tsvetelina PENKOVA, Carlos ZORRINHO

Proposal for a regulation
Recital 12 a (new)

Amendment 50 #

Proposal for a regulation
Recital 12 a (new)

(12a) To compete on a global scale, the European Industry must be ready to face the challenges and to provide the proper infrastructure. For these reasons, a widely available and reliable network of public charging points is required to support the ever-increasing number of electric vehicles on the road, as outlined in the EU-US technical recommendations, published under the EU-US Trade and Technology Council. Therefore, the European Union and the United States renewed their commitment to develop a standardised charging vision for electric heavy-duty vehicles

Amendment 51 #

Proposal for a regulation
Recital 12 a (new)

Amendment 52 #

Proposal for a regulation
Recital 12 a (new)

Amendment 53 #

Proposal for a regulation
Recital 12 b (new)

Amendment 54 #

Proposal for a regulation
Recital 13

Amendment 55 #

Proposal for a regulation
Recital 14

Amendment 56 #

Proposal for a regulation
Recital 14 a (new)

Amendment 57 #

Proposal for a regulation
Recital 14 a (new)

Amendment 58 #

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur. It is important to assess the full life-cycle CO2 emissions from heavy- duty vehicles at Union level. To that end, the Commission should evaluate, not later than one year after the entry into force of the regulation, the possibility of developing a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission should adopt follow-up measures, including, where appropriate, legislative proposals.

Amendment 59 #

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur. Against that background, the principle of technological neutrality is essential to ensure that there is a plurality of solutions, to foster innovation and to allow for market flexibility. It is thus important not to limit heavy road transport to a single technology but rather to encourage innovation and complementarities between different technologies, especially given the heterogenous nature of heavy road transport in terms of range, payload and driving times.

Amendment 60 #

Miapetra KUMPULA-NATRI, Tsvetelina PENKOVA, Carlos ZORRINHO

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, ~~it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure tha~~some room should be given, at least in the short zter~~o-emission tailpipe technology is a viable choice~~m, to account for particular niche uses. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologievehicles for critical security and safety applications. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. ~~In view of such considerations, some margin in~~The 2028 review should assess the possibility of applying the ~~2040~~CO2 target ~~should be left to accommodate developments in technology yet to occur~~s for niche uses and uncertified vehicles.

Amendment 61 #

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances and in case of natural disaster or for national security reasons, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur.

Amendment 62 #

Miapetra KUMPULA-NATRI, Tsvetelina PENKOVA, Carlos ZORRINHO

Proposal for a regulation
Recital 15 a (new)

(15a) European Union has to continue to accelerate the reduction of CO2 emissions and achieve reduction in emissions in every sector, every year. To reach the ambitious targets of this regulation, like the interim targets 2030 and 2035, and the final goal of 90 per cent 2040 onwards (as per the 90% emission reduction target) for new heavy- duty vehicles (from 2040 onwards), also biofuels and renewable fuels of non- biological origins (RFNBO) such as hydrogen derivatives, need to play an important role in the transition. To pave the way for electric or hydrogen zero emission vehicles and to create a steady clear regulation for market demand, it is important to set the ambitious goal of 90 per cent for 2040, as currently only 1-2% of heavy-duty trucks sold are battery electric vehicles. To reduce the emissions as soon as possible, sustainable biofuels and RFNBOs can be an effective and sustainable alternative along with RES and ETS.

Amendment 63 #

Erik BERGKVIST, Miapetra KUMPULA-NATRI

Proposal for a regulation
Recital 15 a (new)

(15a) This regulation aims to accelerate emission reductions in heavy-duty transport in a technologically neutral way. To complement the efforts towards increasing the availability of zero- emission vehicles, a mechanism based on a carbon correction factor will be introduced from 2030 onwards to account duly for the contribution from the use of renewable transport fuels, such as advanced biofuels and biogas when assessing the compliance of newly registered heavy-duty vehicles with CO2 emission reductions. The contribution of the factor needs to be limited in order to ensure adequate improvement in the energy efficiency of heavy-duty vehicles. A cap should be set to ensure that no more than 10 percentage points of the CO2 emission reduction targets for years 2030, 2035 and for 2040, could be achieved through the effect of the carbon correction factor.

Amendment 64 #

Proposal for a regulation
Recital 15 a (new)

(15a) Extra Heavy Combinations (EHC) are vehicles with a maximum permissable mass over 60 tonnes, compared to the EU- average of 40 tonnes. As the formula for calculating CO2 emissions assumes the same payload as for significantly smaller heavy-duty vehicles, the formula should be modified to take into account the increased energy efficiency of these extra heavy combinations to better reflect the real life emissions.

Amendment 65 #

Miapetra KUMPULA-NATRI, Tsvetelina PENKOVA, Carlos ZORRINHO

Proposal for a regulation
Recital 15 a (new)

Amendment 66 #

Proposal for a regulation
Recital 15 b (new)

(15b) As the new regulation is implemented, it will also create possibilities for new technologies to emerge. Technologies such as sensors that can detect what type of fuel is used during refuelling of a heavy-duty vehicle can be utilized for a more accurate picture of what fuel is used at any given time. This can benefit especially the acceleration stage of reducing CO2 emissions since sensors can be used to monitor the use of biofuels and RFNBOs.

Amendment 67 #

Proposal for a regulation
Recital 15 b (new)

(15b) Given the fact that a significant part of lorries produced in the EU is exported worldwide and that this sector is exposed to a strong international competition, the industrial leadership of European manufacturers and suppliers operating globally shall be protected and strenghthened by respecting as much as possible the principle of technological neutrality, which is essential to guarantee the capacity of innovation and competitiveness.

Amendment 68 #

Proposal for a regulation
Recital 15 c (new)

Amendment 69 #

Proposal for a regulation
Recital 16

Amendment 70 #

Proposal for a regulation
Recital 17

Amendment 71 #

Proposal for a regulation
Recital 17

Amendment 72 #

Proposal for a regulation
Recital 17

Amendment 73 #

Proposal for a regulation
Recital 17

Amendment 74 #

Proposal for a regulation
Recital 18

(18) ~~The possibility of assigning the r~~Revenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(4) of Regulation (EU) 2019/1242, with the conclusion that this would significantly increase the administrative burden, while not directly benefit the automotive sector in its transition. Revenue from the excess emission premiums should therefore continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) of Regulation (EU) 2019/1242should be considered as revenue assigned to the Innovation Fund in order to support the development of innovative technologies which is key for the green transition of the automotive sector.

Amendment 75 #

Miapetra KUMPULA-NATRI, Tsvetelina PENKOVA, Carlos ZORRINHO

Proposal for a regulation
Recital 18

Amendment 76 #

Proposal for a regulation
Recital 21 – paragraph 1 a (new)

Tractors of all the largest combinations exceeding 70 tonnes are typically used for long-haul distances and need to be classified in a specific sub-group, as their CO2 emission calculation needs to be adjusted to their specific characteristic, to take into account their actual payload and correct driving cycle.

Amendment 77 #

Proposal for a regulation
Recital 21 – paragraph 4

As for certain vehicle groups, which are type-approved, CO2 emissions are not determined yet for technical reasons, these vehicles do not have to meet the CO2 targets set by this Regulation. These are for example special purpose vehicles, such as mobile cranes, carriers of hydraulic multi- equipment or exceptional load transport vehicles, off-road vehicles, such as certain vehicles used for mining, forestry and agricultural purposes, as well as other vehicles with non-standard axle configurations such as vehicles with more than 4 axles or more than 2 driven axles, small buses with a maximum mass lower than 7,5 t, and small lorries with a maximum mass lower than 5t, as well as trailers not within the scope of Commission Implementing Regulation (EU) 2022/1362.

Amendment 78 #

Amendment 79 #

Proposal for a regulation
Recital 21 – paragraph 5

~~Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers.~~deleted

Amendment 80 #

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. However, it should be feasible to provide incentives for vocational vehicles with zero or low emissions. Consequently, these vehicles should also be considered in the context of this Regulation when assessing a manufacturer's compliance to their specific CO2 emissions targets.

Amendment 81 #

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers, while at the same time enabeling to incentivize zero- and low- emission vocational vehicles to strengthen the purpose of this Regulation when determining the compliance of a manufacturer with its respective CO2 emission targets.

Amendment 82 #

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. On the other hand, zero-and-Low emission vocational vehicles could be used for the purpose of this Regulation and for the purpose of determining manufacturer’s compliance with its specific CO2 emissions targets.

Amendment 83 #

Miapetra KUMPULA-NATRI, Tsvetelina PENKOVA, Carlos ZORRINHO

Proposal for a regulation
Recital 21 – paragraph 5

Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. On the other hand, zero-and-Low emission vocational vehicles could be used for the purpose of this Regulation and for the purpose of determining manufacturer’s compliance with its specific CO2 emissions targets.

Amendment 84 #

Proposal for a regulation
Recital 21 a (new)

(21a) From 1 January 2040, all newly registered heavy-duty motor vehicles equipped with internal combustion engines should exclusively run on CO2 neutral fuels.

Amendment 85 #

Proposal for a regulation
Recital 23

(23) For the purposes of the newly introduced transfer of vehicles between manufacturers and of establishing an exemption for manufacturers producing only few vehicles, a definition of the term of ‘group of connected entities’ should be added to Regulation (EU) 2019/1242, in substance following the terminology used in Regulation (EU) 2019/631 of the European Parliament and of the Council20 for light-duty vehicles. _________________ 20 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).deleted

Amendment 86 #

Proposal for a regulation
Recital 23

(23) For the purposes of the newly introduced transfer of vehicles between manufacturers and of establishing an exemption for manufacturers producing only few vehicles, a definition of the term of ‘group of connected entities’ should be added to Regulation (EU) 2019/1242, in substance following the terminology used in Regulation (EU) 2019/631 of the European Parliament and of the Council20 for light-duty vehicles. _________________ 20 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).deleted

Amendment 87 #

Proposal for a regulation
Recital 23 a (new)

(23a) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the share of CO 2 Neutral fuels, as defined in Article 3 (24) of this Regulation.

Amendment 88 #

Proposal for a regulation
Recital 25 a (new)

Amendment 89 #

Proposal for a regulation
Recital 25 a (new)

(25a) In order to facilitate the development and enable the widespread use of trailers equipped with CO2 emission reduction technology, it is imperative to promptly update and expand the approval framework for such technologies, in particular for electrified trailers, by adapating the Regulation (EU) 2018/858 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles.

Amendment 90 #

Proposal for a regulation
Recital 25 b (new)

Amendment 91 #

Proposal for a regulation
Recital 26

~~(26) Due to the technical readiness of the sub-sector and the need to improve air quality in cities, a mandatory minimum share of new zero-emission urban buses should be set.~~deleted

Amendment 92 #

Proposal for a regulation
Recital 26

Amendment 93 #

Proposal for a regulation
Recital 26

Amendment 94 #

Proposal for a regulation
Recital 26

(26) Due to the technical readiness of the sub-sector and the need to improve air quality in cities, a mandatory minimum share of new ~~zero-emission~~CO2 neutral urban buses should be set.

Amendment 95 #

Proposal for a regulation
Recital 27

(27) ~~A mandatory minimum share of zero-emission urban buses should reflect the societal need for affordable public transport, includ~~With Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles setting min rural areas. The increased supply of zero-emission urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of zero-emission urban buses, reflecting fossil fuel savings resulting from their operation. Joint procurement of urban buses building on the Clean Bus Platform can bring the purchasing cost of such buses further down, and the proposed Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. Finally, regional and long- distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicleimum procurement targets for clean heavy duty vehicles in public transport fleets, with clean vehicles identified both as zero-emission and low- emissions vehicles, many local contracting authorities have made long- term investments in low-emissions technologies, which can include electric but also biogas. Hence, urban, inter- urban, and regional and long-distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicles, with some margin to be left to accommodate developments in technology yet to occur and the financial decisions made so far by local contracting authorities. Beyond the costs of acquiring zero and low emissions buses and coaches, massive investments in infrastructure are necessary for local contracting authorities to adapt to new and more ambitious CO2 standards. Support from the Social Climate Fund could address specific needs of rural areas and prevent transport poverty21 by securing access to affordable public transport. _________________ 21 In line with the definition in the Social Climate Fund regulation, article 2(2a)

Amendment 96 #

Proposal for a regulation
Recital 27

(27) ~~A mandatory minimum share of zero-emission urban buses should reflect the societal need for affordable public transport, including in rural areas.~~ The increased supply of zero- emission urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of zero-emission urban buses, reflecting fossil fuel savings resulting from their operation. Joint procurement of urban buses building on the Clean Bus Platform can bring the purchasing cost of such buses further down, and the proposed Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. Finally, regional and long- distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicles. Support from the Social Climate Fund could address specific needs of rural areas and prevent transport poverty21 by securing access to affordable public transport. The Commission should also consider amending the Clean Vehicles Directive21a so that it is aligned with the ambition of this Regulation. _________________ 21 In line with the definition in the Social Climate Fund regulation, article 2(2a) 21a Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles

Amendment 97 #

Proposal for a regulation
Recital 27

(27) A mandatory minimum share of ~~zero-emission~~CO2 neutral urban buses should reflect the societal need for affordable public transport, including in rural areas. The increased supply of ~~zero-emission~~CO2 neutral urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of ~~zero-emission~~CO2 neutral urban buses, reflecting fossil fuel savings resulting from their operation. Joint procurement of urban buses building on the Clean Bus Platform can bring the purchasing cost of such buses further down, and the proposed Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. Finally, regional and long- distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicles. Support from the Social Climate Fund could address specific needs of rural areas and prevent transport poverty21 by securing access to affordable public transport. _________________ 21 In line with the definition in the Social Climate Fund regulation, article 2(2a)

Amendment 98 #

Proposal for a regulation
Recital 28

Amendment 99 #

Proposal for a regulation
Recital 28

source: 751.614

2023/07/11 ITRE 49 amendments...

Amendment 305 #

Proposal for a regulation
Annex I point 1.1.1.

1.1.1. For vehicles of category N the sub-group sg is defined as follows: Vehicle group Vocational Cab type Engine power Operational Vehicle sub- according to vehicle range (OR) group (sg) Annex I to according to attributed for Regulation (EU) Article 3(9) the purposes 2017/2400 of this of this Regulation Regulation 53 No All 53 54 No All 54 1s No All 1s 1 No All 1 2 No All 2 3 No All 3 4 No All <170 kW All 4-UD No Day cab ≥170 kW All 4-RD No Sleeper ≥170 kW and cab <265 kW No Sleeper ≥265 kW < 350 km cab No Sleeper ≥265 kW ≥ 350 km 4-LH cab Yes All 4v 9 No Day cab All All 9-RD No Sleeper All < 350 km ~~cab~~ cab No Sleeper All ≥ 350 km 9-LH cab Yes All 9v 5 No Day cab All All 5-RD No Sleeper < 265 kW cab No Sleeper ≥ 265 kW < 350 km cab No Sleeper ≥ 265 kW ≥ 350 km 5-LH cab ~~cab~~ Yes All 5v 10 No Day cab All All 10-RD No Sleeper All < 350 km ~~cab~~ cab No Sleeper All ≥ 350 km 10-LH cab ~~cab 11 No~~ Yes All 10v 11 All 11 12 All ~~11 12~~ No 12 16 All 12 16 No ~~All 16~~ Or. enJustification CO2 emissions from vocational vehicles, such as garbage, tippers or concrete mixers, are already certified under VECTO, monitored and reported by vehicle manufacturers and Member States, and several zero-emission vocational vehicles are already commercially available in Europe. As they mostly operates in cities, vocational vehicles also significantly impact urban air quality. Those vehicles should therefore be included under the CO2 reduction targets.

Amendment 306 #

Proposal for a regulation
Annex I point 1.1.1 a (new)

1.1.1a. Attribution of small and medium lorries of category N2 with a maximum mass lower than 7.4t, for which CO2 emissions have been determined in accordance with Regulation (EU) 2018/858 Characteristics of vehicle Vehicle sub-group (sg) attributed for the purposes of this Regulation Category N2, with Technical Permissible 53 Maximum Laden Mass (TPMLM) ≤ 7,4 t Or. enJustification CO2 emissions from small lorries with a maximum mass lower than 5t and medium lorries with a maximum mass lower than 7.4t which cannot yet be determined under VECTO, but their CO2 emissions are being determined under Regulation (EU) 2018/858 and their registrations reported by Member States to the Commission. Zero-emission technologies for vehicles under this segment are already mature and cost-efficient. This segment includes many urban delivery trucks supplying stores like supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality. Smaller lorries should therefore also be subject to the same CO2 targets, and be attributed to the respective sub-groups according to their mission profile, mileage and payload.

Amendment 307 #

Proposal for a regulation
Annex I point 1.1.2.

1.1.2. For vehicles of category M the sub-group sg is defined as follows: Vehicle group pursuant to Annex I to Vehicle sub-group (sg) attributed for the Regulation (EU) 2017/2400 purposes of this Regulation 31a, 31d 31-LF 31b1 31-L1 31b2 31-L2 31c, 31e 31-DD 32a, 32b 32-C2 32c, 32d 32-C3 32e, 32f 32-DD 33a, 33d, 37a, 37d 33-LF 33b1, 37b1 33-L1 33b2, 37b2 33-L2 33c, 33e, 37c, 37e 33-DD 34a, 34b, 36a, 36b, 38a, 38b, 40a, 40b 34-C2 34c, 34d, 36c, 36d, 38c, 38d, 40c, 40d 34-C3 34e, 34f, 36e, 36f, 38e, 38f, 40e, 40f 34-DD 35a, 35b1, 35b2, 35c 35-FE 39a, 39b1, 39b2, 359c 39-FE

Amendment 308 #

Henna VIRKKUNEN, Angelika NIEBLER

Proposal for a regulationANNEX I – 1 – 1.1. – Table 1.1.2 Regulation (EU) 2019/1242
Annex I – 1.1. - table 1.1.2.

Amendment 309 #

Annex I – point 1.2

1.2. Vocational vehicles are defined by the following criteria: Vehicle category Chassis Criteria for vocational vehicles configuration N Rigid One of the following digits, as listed in Appendix 2 of Annex I to Regulation (EU) 2018/858, is used to supplement the code for bodywork indicated in entry 38 of the certificate of conformity: 09, 10, 15, 16, 17, 18, 19, 20, 23, 24, 25, 26, ~~27,~~ 27, 28, 31 Tractor Maximum speed not exceeding 79 km/h

Amendment 310 #

Nils TORVALDS, Emma WIESNER, Mauri PEKKARINEN

Proposal for a regulation
Annex I – point 1.2.

Amendment 311 #

Proposal for a regulation
Annex I – point 1.2

1.2. Vocational vehicles are defined by the following criteria: Vehicle category Chassis Criteria for vocational vehicles configuration N Rigid One of the following digits, as listed in Appendix 2 of Annex I to Regulation (EU) 2018/858, is used to supplement the code for bodywork indicated in entry 38 of the certificate of conformity: 09, 10, 15, 16, 17, 18, 19, 20, 23, 24, 25, 26, 27, 28, 31; Tractor Maximum speed not exceeding 79 km/h

Amendment 312 #

Henna VIRKKUNEN, Angelika NIEBLER, Markus PIEPER

Proposal for a regulation
Annex I – point 2.1

Amendment 313 #

Nils TORVALDS, Emma WIESNER, Mauri PEKKARINEN

Proposal for a regulation
ANNEX I –2 –2.1.

Regulation (EU) 2019/1242
Annex I – table 2.1

Amendment 314 #

Proposal for a regulation
Annex I – point 2.1

2.1 Calculation of the specific CO2 emissions of a new heavy-duty vehicle The specific emissions in g/km of a new heavy-duty vehicle v attributed to a sub-group sg or of its primary vehicle shall be calculated in accordance with the following formula: 𝐶𝑂2𝑣 = ∑𝑊 𝑚𝑝 𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝 𝐶𝑂2p𝑣 = ∑𝑊 𝑚𝑝 𝑠𝑔,𝑚𝑝 × 𝐶𝑂2p𝑣,𝑚𝑝 𝐶𝑂2𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝××((1-CCF1-CCFii)) 𝐶𝑂2p𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2p𝑣,𝑚𝑝× ((1-CCF1-CCFii)) Where, ∑𝑚𝑝 is the sum over all mission profiles mp listed in Table 2; sg is the sub-group to which the new heavy-duty vehicle v has been attributed according to Section 1 of this Annex; Wsg,mp, is the mission profile weight specified in points 2.1.1 to 2.1.3; CO2v,mp is the CO2 emissions in g/km of the new heavy-duty vehicle v determined for a mission profile mp, reported in accordance with Articles 13a and 13b and normalised pursuant to Annex III; CO2pv,mp is the CO2 emissions in g/km of the primary vehicle of the new heavy-duty vehicle v, determined for a mission profile mp, reported in accordance with Articles 13a and 13b; CCFi is the Carbon Correction Factor for the fuel or blend of fuels in use i, as defined in article 3 point (23b new) and calculated according to paragraph 7 of this Annex, to be applied from 2030 onwards. For zero-emissions motor vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0.

Amendment 315 #

Proposal for a regulation
Annex I – point 2.1

2.1 Calculation of the specific CO2 emissions of a new heavy-duty vehicle The specific emissions in g/km of a new heavy-duty vehicle v attributed to a sub-group sg or of its primary vehicle shall be calculated in accordance with the following formula: 𝐶𝑂2𝑣 = ∑𝑊 𝑚𝑝 𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝 𝐶𝑂2p𝑣 = ∑𝑊 𝑚𝑝 𝑠𝑔,𝑚𝑝 × 𝐶𝑂2p𝑣,𝑚𝑝 Where, ∑𝑚𝑝 is the sum over all mission profiles mp listed in Table 2; sg is the sub-group to which the new heavy-duty vehicle v has been attributed according to Section 1 of this Annex; Wsg,mp, is the mission profile weight specified in points 2.1.1 to 2.1.3; CO2v,mp is the CO2 emissions in g/km of the new heavy-duty vehicle v determined for a mission profile mp, reported in accordance with Articles 13a and 13b and normalised pursuant to Annex III; CO2pv,mp is the CO2 emissions in g/km of the primary vehicle of the new heavy-duty vehicle v, determined for a mission profile mp, reported in accordance with Articles 13a and 13b; CCFi is the Carbon Correction Factor for the fuel or blend of fuels in use i, as defined in article 3 point (24) and calculated according to paragraph 7 of this Annex. For zero-emissions motor vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0.

Amendment 316 #

2.1 Calculation of the specific CO2 emissions of a new heavy-duty vehicle The specific emissions in g/km of a new heavy-duty vehicle v attributed to a sub-group sg or of its primary vehicle shall be calculated in accordance with the following formula: 𝐶𝑂2𝑣 = ∑𝑊 𝑚𝑝 𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝 𝐶𝑂2p𝑣 = ∑𝑊 𝑚𝑝 𝐶𝑂2𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝××( 𝟏 ― 𝑪𝑪𝑭𝒊 ) 𝐶𝑂2p𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2p𝑣,𝑚𝑝 × (𝟏 ― 𝑪𝑪𝑭𝒊 ) Where, ∑𝑚𝑝 is the sum over all mission profiles mp listed in Table 2; sg is the sub-group to which the new heavy-duty vehicle v has been attributed according to Section 1 of this Annex; Wsg,mp, is the mission profile weight specified in points 2.1.1 to 2.1.3; CO2v,mp is the CO2 emissions in g/km of the new heavy-duty vehicle v determined for a mission profile mp, reported in accordance with Articles 13a and 13b and normalised pursuant to Annex III; CO2pv,mp is the CO2 emissions in g/km of the primary vehicle of the new heavy-duty vehicle v, determined for a mission profile mp, reported in accordance with Articles 13a ~~and 13b;~~ and 13b; CCFi is the Carbon Correction Factor for the fuel or blend of fuels in use i, as defined in article 3 point (23b) and calculated according to paragraph 7 of this Annex. For zero-emissions motor vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0.

Amendment 317 #

Proposal for a regulation
Annex I – point 2.1.

2.1 Calculation of the specific CO2 emissions of a new heavy-duty vehicle The specific emissions in g/km of a new heavy-duty vehicle v attributed to a sub-group sg or of its primary vehicle shall be calculated in accordance with the following formula: 𝐶𝑂2𝑣 = ∑𝑊 𝑚𝑝 𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝 𝐶𝑂2p𝑣 = ∑𝑊 𝑚𝑝 𝐶𝑂2𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝× (𝟏 − 𝑪𝑪𝑭𝒊 ) 𝐶𝑂2p𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2p𝑣,𝑚𝑝 × (𝟏 − 𝑪𝑪𝑭𝒊 ) Where, ∑𝑚𝑝 is the sum over all mission profiles mp listed in Table 2; sg is the sub-group to which the new heavy-duty vehicle v has been attributed according to Section 1 of this Annex; Wsg,mp, is the mission profile weight specified in points 2.1.1 to 2.1.3; CO2v,mp is the CO2 emissions in g/km of the new heavy-duty vehicle v determined for a mission profile mp, reported in accordance with Articles 13a and 13b and normalised pursuant to Annex III; CO2pv,mp is the CO2 emissions in g/km of the primary vehicle of the new heavy-duty vehicle v, determined for a mission profile mp, reported in accordance with Articles 13a and 13b; CCFi is the Carbon Correction Factor for the fuel or blend of fuels in use, as defined in article 3 point (25) and calculated according to paragraph 7 of this Annex. For zero-emissions motor vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0.

Amendment 318 #

Proposal for a regulation
Annex I – point 2.1.

2.1 Calculation of the specific CO2 emissions of a new heavy-duty vehicle The specific emissions in g/km of a new heavy-duty vehicle v attributed to a sub-group sg or of its primary vehicle shall be calculated in accordance with the following formula: 𝐶𝑂2𝑣 = ∑𝑊 𝑚𝑝 𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝 𝐶𝑂2p𝑣 = ∑𝑊 𝑚𝑝 𝑠𝑔,𝑚𝑝 × 𝐶𝑂2p𝑣,𝑚𝑝𝐶𝑂2𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝× (𝟏 − 𝑪𝑪𝑭𝒊 ) 𝐶𝑂2p𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2p𝑣,𝑚𝑝× (𝟏 − 𝑪𝑪𝑭𝒊 ) Where, ∑𝑚𝑝 is the sum over all mission profiles mp listed in Table 2; sg is the sub-group to which the new heavy-duty vehicle v has been attributed according to Section 1 of this Annex; Wsg,mp, is the mission profile weight specified in points 2.1.1 to 2.1.3; CO2v,mp is the CO2 emissions in g/km of the new heavy-duty vehicle v determined for a mission profile mp, reported in accordance with Articles 13a and 13b and normalised pursuant to Annex III; CO2pv,mp is the CO2 emissions in g/km of the primary vehicle of the new heavy-duty vehicle v, determined for a mission profile mp, reported in accordance with Articles 13a and 13b; CCFi is the Carbon Correction Factor for the fuel or blend of fuels in use, as defined in Article 3 point (25) and calculated according to paragraph 7 of this Annex, to be applied from 2030 onwards. For zero-emissions motor vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0.

Amendment 319 #

Proposal for a regulation
Annex I – point 2.1.

2.1 Calculation of the specific CO2 emissions of a new heavy-duty vehicle The specific emissions in g/km of a new heavy-duty vehicle v attributed to a sub-group sg or of its primary vehicle shall be calculated in accordance with the following formula: 𝐶𝑂2𝑣 = ∑𝑊 𝑚𝑝 𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝 𝐶𝑂2p𝑣 = ∑𝑊 𝑚𝑝 𝑠𝑔,𝑚𝑝 × 𝐶𝑂2p𝑣,𝑚𝑝𝐶𝑂2𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝× (𝟏 − 𝑪𝑪𝑭𝒊 ) 𝐶𝑂2p𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2p𝑣,𝑚𝑝× (𝟏 − 𝑪𝑪𝑭𝒊 ) Where, ∑𝑚𝑝 is the sum over all mission profiles mp listed in Table 2; sg is the sub-group to which the new heavy-duty vehicle v has been attributed according to Section 1 of this Annex; Wsg,mp, is the mission profile weight specified in points 2.1.1 to 2.1.3; CO2v,mp is the CO2 emissions in g/km of the new heavy-duty vehicle v determined for a mission profile mp, reported in accordance with Articles 13a and 13b and normalised pursuant to Annex III; CO2pv,mp is the CO2 emissions in g/km of the primary vehicle of the new heavy-duty vehicle v, determined for a mission profile mp, reported in accordance with Articles 13a and 13b; CCFi is the Carbon Correction Factor for the fuel i, as defined in Article 3) and calculated according to paragraph 7 of this Annex; For zero-emissions motor vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0.

Amendment 320 #

Proposal for a regulation
ANNEX I – 2 – 2.1. –2.1.1.

Regulation (EU) 2019/1242
Annex I – table 2.1.1.

2.1.1. Mission profile weights (Wsg,mp) for vehicles of category N Vehicle Mission profile (mp)** sub- group (sg)* RDL RDR LHL LHR UDL UDR REL, ~~MUL~~ MUL MUR COL COR (sg)* RER, LEL, LER 53 0,25 08 0,25 79 0 0 0,025 0,2511 0 0 0 0 0 54 0,25 08 0,25 79 0 0 0,025 0,2511 0 0 0 0 0 1s 0,1 0,3 0 0 0,18 0,42 0 0 0 0 0 1 1 0,1 0,3 0 0 0,18 0,42 0 0 0 0 0 2 2 0,125 0,375 0 0 0,15 0,35 0 0 0 0 0 3 3 0,125 0,375 0 0 0,15 0,35 0 0 0 0 0 4-UD 0 0 0 0 0 0 0,5 0,5 0 0 0 0 0 4-RD 0,45 0,45 0,05 0,05 0 0 0 0 0 0 0 4-LH 0,05 0,05 0,45 0,45 0 0 0 0 0 0 0 4v 0 0 0 0 0 0 0 0 0 0,25 0,25 0,25 0,25 5-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 5-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 5v 0 0 0 0 0 0 0 0 0 0 0 0,5 0,5 9-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 9-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 9v 0 0 0 0 0 0 0 0 0,25 0,25 0,25 0,25 10-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 10-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 10v 0 0 0 0 0 0 0 0 0 0 0,5 0,5 11 0,15 0,35 0 0 0 0 0 0 0 0 0,15 0,35 12 0,21 0,49 0 0 0 0 0 0 0 0 0,09 0,21 16 0 0 0 0 0 0 0 0 0 0 0 0,3 0,7

Amendment 321 #

Proposal for a regulation
Annex I – point 2.1.1

2.1.1. Mission profile weights (Wsg,mp) for vehicles of category N Vehicle Mission profile (mp)** sub- group (sg)* RDL RDR LHL LHR UDL UDR REL, MUL MUR COL COR RER, LEL, LER 53 0,25 08 0,2579 0 0 0,025 0,25 11 0 0 0 0 0 0 54 0,25 08 0,2579 0 0 0,025 0,25 11 0 0 0 0 0 0 1s 0,1 0,3 0 0 0,18 0,42 0 0 0 0 0 1 0,1 0,3 0 0 0,18 0,42 0 0 0 0 0 2 0,125 0,375 0 0 0,15 0,35 0 0 0 0 0 3 0,125 0,375 0 0 0,15 0,35 0 0 0 0 0 4-UD 0 0 0 0 0,5 0,5 0 0 0 0 0 4-RD 0,45 0,45 0,05 0,05 0 0 0 0 0 0 0 4-LH 0,05 0,05 0,45 0,45 0 0 0 0 0 0 0 4v 0 0 0 0 0 0 0 0 0,25 0,25 0,25 0,25 5-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 0 0 5-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 ~~0 5v~~ 0 0 5v 0 0 0 0 0 0 ~~0 0 0~~ 0 0 0 0 0,5 0,5 9-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 0 0 0 9-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 0 0 0 0 9v 0 0 0 0 0 0 0 ~~0 0 0,25~~ 0,25 0,25 0,25 0,25 10-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 0 0 0 10-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 0 0 0 10v 0 0 0 0 0 0 0 0 0 0 0 0 0,5 0,5 11 0,15 0,35 0 0 0 0 0 0 0 0 0 0,15 0,35 12 0,21 0,49 0 0 0 0 0 0 0 0 0 0,09 0,21 16 0 0 0 0 0 0 0 0 0 0 0,3 0,7

Amendment 322 #

Proposal for a regulation
Annex I – point 2.2.3

2.2.3. For category M primary vehicles of heavy-duty vehicles: ∑𝑣𝐶𝑂2𝑝𝑣 𝑎𝑣𝑔𝐶𝑂2𝑝𝑠𝑔 = 𝑉𝑝𝑣𝑠𝑔 × 𝑃𝑁𝑠𝑔 (in g/pkm) Where, ∑𝑣 is the sum over all new heavy-duty vehicles of the manufacturer in the sub-group sg, including zero-and-low vocational vehicles, subject to the provisions of Article 7b; CO2v is the specific CO2 emissions of the new heavy-duty vehicle v determined in accordance with point 2.1; CO2pv is the specific CO2 emissions of the primary vehicle of the new heavy-duty vehicle v determined in accordance with point 2.1; Vsg is the number of new heavy-duty vehicles of the manufacturer in, including zero-and-low vocational vehicles, in subgroup sg; Vpvsg the number of new heavy-duty vehicles within the sub-group sg, which pursuant to Article 7b shall be accounted for with the CO2 emissions of their primary vehicles in the calculation of the average specific CO2 emissions of point 2.2.3.; PLsg is the average payload of vehicles in the sub-group sg as determined in point 2.5. PNsg is the average passenger number of vehicles in the sub-group sg as determined in point 2.5.

Amendment 323 #

Proposal for a regulation
Annex I – point 2.3.2 – title

2.3.2. Reporting periods from 2025 ~~to 2029~~onwards

Amendment 324 #

~~2.3.3. Reporting periods as from 2030 ZLEV = 1~~deleted

Amendment 325 #

Proposal for a regulation
Annex I – point 2.4

2.4. Calculation of vehicle shares For each manufacturer and each reporting period, the share of new heavy-duty vehicles in a sub-group sharesg shall be calculated as follows: ~~𝑉𝑠𝑔~~ 𝑉𝑠𝑔 𝑠ℎ𝑎𝑟𝑒𝑠𝑔 = 𝑉 𝑉 For each manufacturer and each reporting period, the share of new zero-emissions heavy- duty vehicles in a sub-group zevsg shall be calculated as follows: 𝑉𝑧𝑒𝑣𝑠𝑔 𝑧𝑒𝑣𝑠𝑔 = ~~𝑉𝑠𝑔~~ 𝑉𝑠𝑔 For each manufacturer and each reporting period, the share of new heavy-duty vehicles within the sub-group sg, which pursuant to Article 7b shall be accounted for with the CO2 emissions of their primary vehicles in the calculation of the average specific CO2 emissions of point 2.2., shall be calculated as follows: 𝑉𝑝𝑣𝑠𝑔 𝑝𝑣𝑠𝑔 = ~~𝑉𝑠𝑔~~ 𝑉𝑠𝑔 Where, Vzevsg is the number of new zero-emissions heavy-duty vehicles of the manufacturer in a subgroup sg; Vpvsg the number of new heavy-duty vehicles within the sub-group sg, which pursuant to Article 7b shall be accounted for with the CO2 emissions of their primary vehicles in the calculation of the average specific CO2 emissions of point 2.2.; Vsg is the number of new heavy-duty vehicles of the manufacturer, in ~~a subgroup~~cluding zero-and-low vocational vehicles, in a subgroup sg; V is the number of new heavy-duty vehicles of the manufacturer, including zero-and-low vocational vehicles.

Amendment 326 #

Proposal for a regulation
Annex I – point 2.7

2.7. Average specific CO2 emissions of manufacturers, as referred to in Article 4 For each manufacturer the following average specific CO2 emissions shall be calculated: 2.7.1. For the reporting peridods 2019 to 2029: CO2(2025) = ZLEV × ∑ sg sharesg × MPWsg × avgCO2sg 2.7.2. For the reporting peridods as from 2025: CO2(NO) = ∑sg sharesg × MPWsg × (avgCO2sg × (1 - sharesgEHC) + αsg x avgCO2sg × sharesgEHC) CO2(MCO2) = ∑sg sharesg × MPWsg × [avgCO2sg × (1 - pvsg ) + avgCO2psg × pvsg] CO2(MZE) = ∑sg sharesg × MPWsg × (1 - zevsg) × rCO2sg CO2(M) = CO2(MCO2) + CO2(MZE) Where, ∑ sg is the sum is over those sub-groups that are included in the calculation of the particular average specific CO2 emissions according to point 4.2; ZLEV is as determined in point 2.3; sharesg is as determined in point 2.4; zevsg is as determined in point 2.4; pvsg is as determined in point 2.4; MPWsg is as determined in point 2.6; avgCO2sg is as determined in point 2.2; avgCO2psg is as determined in point 2.2; rCO2sg is as determined in point 3.1.2. sharesgEHC is the share in subgroup sg of the manufacturer's new heavy duty cate-gory N3 vehicles that are permitted to be used in an EHC αsg is the compensation factor to adjust the effect of the higher payload of a EHC on the manufacturer's trucks, depending on the average in service maximum permissible combination mass, using the weighted value of the result of the following formulae: αsg = 1 + (-3/5*avgGVWsg comb 8x4-30)/100, for 8x4 EHC trucks αsg = 1 + (-3/5*avgGVWsg comb other+19)/100, for other EHC trucks avgGVWsg comb is the manufacturer-specific average in the country of registration for the in service maximum permissible combination mass (tonnes) for EHC trucks in question in the subgroup sg, when the following condition is met: For the purposes of the calculation of CO2 emissions, a truck covered by this Regulation shall be considered part of an EHC if the truck is in category N3 and the in service maximum permissible mass of the vehicle combination in the country of registration is over 60 tonnes and has been reported in accordance with point (r) of Part A of Annex IV.

Amendment 327 #

Proposal for a regulation
ANNEX I – 3.2

Regulation (EU) 2019/1242
Annex I – table 3.2

3.2. Reference periods applicable to sub-groups The following reporting periods shall be applied as reference periods to vehicle sub- groups: Vehicle sub-group sg Reporting period of the year applicable as reference period 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH 2019 1, 2, 3, 11, 12, 16 2021 All others 2025

Amendment 328 #

Proposal for a regulation
ANNEX I – 4 – 4.1. – Table 4.2.

Regulation (EU) 2019/1242
Annex I – table 4.2

4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers X = 2025 X= NO X = MCO2 X= MZE vehicle sub- sub-groups of sub-groups of sub-groups of transport of persons groups, subject transport of transport of vehicles, subject to zero-emissions to CO2 goods vehicles, persons vehicle targets according to Article emissions subject to CO2 vehicles, 3b targets emissions subject to CO2 according to targets emissions Article 3a according to targets paragraph 1 (a) Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, All vehicle sub- ~~32-C~~ 31-L2, 32-C32, 31-LF, 31-L1, 31-L2DD, 3~~1-DD~~3-LF, 33-LF1, 4-LH, 5-RD, 5- groups referred ~~32-DD, 34-C2, 33-L1, 33-L2~~ 32-C3, 32-DD, 33-DD, 35-FE, 39-FE LH, 9-RD, 9- to in points ~~34-C3~~ 33-L2, 34-DDC2, LH, 10-RD, 10- 1.1.1 and 1.1.3. 34-C3, 34-DD, LH

Amendment 329 #

Proposal for a regulation
Annex I – point 4.2.

4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers The following sub-groups sg shall be included in the calculation of the specific CO2 emissions CO2(X),, specific emissions targets T(X) and CO2 emissions trajectory ET(X)Y: X = 2025 X= NO X = MCO2 X= MZE vehicle sub-groups, sub-groups of sub-groups of sub-groups of transport of subject to CO2 transport of transport of persons vehicles, subject to emissions targets goods vehicles, persons zero-emissions vehicle according to Article 3a subject to CO2 vehicles, targets according to Article paragraph 1 (a) emissions subject to CO2 3b targets emissions according to targets Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, 4-LH, 5- All vehicle sub- ~~32-C~~ 31-L2, 32-C32, 31-LF, 31-L1, 31-L2, 31- RD, 5-LH, 9-RD, 9- groups referred 32-DDC3, 3~~4-C2~~2-DD, DD, 33-LF, 33-L1, 33-L2, LH, 10-RD, 10-LH to in points ~~34-C3~~ 33-L2, 34-DDC2, 33-DD, 35-FE, 39-FE 1.1.1 and 1.1.3. 34-C3, 34-DD Or. enJustification Only vehicles with urban mission profiles should be subject to the zero-emission vehicle mandate for urban buses (Art 3b). Class II low-entry buses with interurban mission profiles are used in interurban missions and should therefore not be subject to the ZEV mandate requirements. Therefore, vehicle groups 31-L2 (2-axle class II low entry) and 33-L2 (3-axle class II low entry) should be moved from the group of vehicles which fall under the zero- emission mandate (“MZE”) to the group of vehicles that are subject to CO2 reduction targets (“MCO2”). The impact in terms of CO2 emissions is very low because vehicle groups 31-L2 and 33-L2 have an overall emission share of all commercial vehicles of approximately 1%.

Amendment 330 #

Proposal for a regulation
Annex I – point 4.2

Amendment 331 #

Proposal for a regulation
ANNEX I – point 4.2.

4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers X = 2025 X= NO X = MCO2 X= MZE vehicle sub- sub-groups of sub-groups of sub-groups of transport of persons groups, subject transport of transport of vehicles, subject to zero-emissions to CO2 goods vehicles, persons vehicle targets according to Article emissions subject to CO2 vehicles, 3b 3b targets emissions subject to CO2 according to targets emissions Article 3a according to targets paragraph 1 (a) Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, All vehicle sub- ~~32-C~~ 31-L2, 32-C32, 31-LF, 31-L1, 31-L2DD, 3~~1-DD~~3-LF, 33-LF,1, 4-LH, 5-RD, 5- groups referred ~~32-DD,~~ 342-C~~2, 33-L1, 33-L2~~3, 32-DD, 33-DD, 35-FE, 39-FE LH, 9-RD, 9- to in points ~~34-C3, 34-DD,~~ 33-L2, 34-C2, LH, 10-RD, 10- 1.1.1 and 1.1.3. 34-C3, 34-DD, LH

Amendment 332 #

Proposal for a regulation
Annex I – point 4.2

Amendment 333 #

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Sub- Reporting period of the years ~~Sub-~~ 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 43% 64% 90% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43% 64% 90% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 43% 64% 90% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43% 64% 90% configurations Coaches ~~(rfsg)~~ ~~32-C~~and 31-L2, 32- 0 0 Interurban Buses C2, 32-C3, (rfsg) ~~C3,~~ 32-DD, 33- 43% 64% 90% L2, 34-C2, 34-C3, 34- ~~C3, 34-~~DD Primary vehicles of ~~32-C~~ 31-L2, 32- 0 0 coaches ~~(rfpsg)~~ and C32, 32-~~DD,~~ C3, Interurban Buses 32-DD, 33- 43% 64% 90% (rfpsg) L2, 34-C2, ~~34-~~ 34-C3, 34- DD Trailers 0 5,0 % ~~7,5% 7,5% 7,5%~~ 5,0 % 5,0 % Semi-trailers 111, 111V, 0 5,0 % 5,0 % 5,0 % 112, 112V, 113, 121, 121V, 122, 122V, 123, 123V, 124, 124V, 125, 126 Semi-trailers 131, 131V, 0 05,0% ~~15% 15%~~7,5% 7,5% 132, 132V, ~~15%~~ 133

Amendment 334 #

Proposal for a regulation
Annex I – point 4.3.1.

Amendment 335 #

Proposal for a regulation
Annex I – point 4.3.1

Amendment 336 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Emma WIESNER

Proposal for a regulation
Annex I – point 4.3.1

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 4315% 64 50% ~~90%~~ 70% Heavy lorries > 7,4t 1s, 1, 2, 3 0 430% 6450% 970% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 430% 6450% 970% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 ~~with special axle~~ 30% 50% ~~43% 64% 90%~~70% with special axle configurations Coaches ~~(rfsg)~~and 32-C2, 32- 0 0 interurban buses C3, 32-DD, (rfsg) 34-C2, 34- 4315% 6450% 970% ~~34-C2, 34-~~ C3, 34-DD, ~~C3, 34-DD~~31-L2, 33-L2 Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, 4315% 6450% 970% 34-C2, 34- C3, 34-DD Trailers 0 0 7,5% 7,5% 7,5% Semi-trailers 0 0 15% 15% 15%

Amendment 337 #

Proposal for a regulation
ANNEX I – point 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 4320% 6455% 980% Heavy lorries > 7,4t 1s, 1, 2, 3 0 435% 6455% 980% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 435% 6455% 980% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 435% 6455% 980% configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 4320% 6455% 980% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, 4320% 6455% 980% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% 15% 15% Or. enJustification Alignment with the amendments on Article 3a. Additionally, for vehicle groups that will only have CO2 certification in place in 2025, the targets should be adjusted further.

Amendment 338 #

Proposal for a regulation
Annex I point 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 643% 6495% ~~90%~~100% Heavy lorries > 7,4t 1s, 1, 2, 3 0 4364% 6495% 9100% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 4364% 6495% 9100% 9-LH, 10-RD, 10-LH H Vocational vehicles 4v, 5v, 9v, 0 and heavy lorries > 16 t10v, 11, 1~~2, 16~~1v, ~~0 with special axle~~ ~~43%~~64% 95% ~~64%~~ ~~90%~~100% t with special axle 12, 12v, 16 configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 643% ~~64%~~ 95% 9100% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, 4364% 6495% 9100% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 0 15% 15% 15%

Amendment 339 #

Proposal for a regulation
ANNEX I – 4 – 4.3. – Table 4.3.2.

Regulation (EU) 2019/1242
Annex I – table 4.3.2

4.3.2. The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods: Zero-emission vehicle mandates zevMsg ~~Sub-groups~~ Zero-emission vehicle mandates Reporting period of the years sg zevMsg before 2030 2030 – 2034 2035 – 2039 As from 2040 Urban heavy 31-LF, 31-L1, 31- 0 100% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE~~, 31-L2, 33-L2~~

Amendment 340 #

Proposal for a regulation
Annex I – point 4.3.2.

Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers The following sub-groups sg shall be included in the calculation of the specific CO2 emissions CO2(X),, specific emissions targets T(X) and CO2 emissions trajectory ET(X)Y: Zero-emission vehicle mandates zevMsg Sub-groups sg Reporting period of the years before 2030 2030 – 2034 2035 – As 2039 from 2040 Urban heavy 31-LF, 31-L1, 0 1080% 100% 100% buses 31-DD, 33-LF, 33-L1, 33-DD, 35-FE, 39-FE~~, 31-L2, 33-L2~~ Or. enJustification Consistency with AMs above.

Amendment 341 #

Proposal for a regulation
Annex I – point 4.3.2

4.3.2. The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods: Zero-emission vehicle mandates zevMsg Sub-groups Reporting period of the years sg before 2030 2030 – 2034 2035 – 2039 As from 2040 Urban heavy 31-LF, 31-L1, 31- 0 100% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE, 31- L2, 33-L2 deleted

Amendment 342 #

Andreas GLÜCK, Nicola BEER, Martina DLABAJOVÁ, Emma WIESNER

Proposal for a regulation
Annex I – point 4.3.2

4.3.2. The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods: Zero-emission vehicle mandates zevMsg Sub-groups Reporting period of the years sg sg before 2030 2030 – 2034 2035 – 2039 As from 2040 Urban heavy 31-LF, 31-L1, 31- 0 10 80% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE~~, 31-L2, 33-L2~~

Amendment 343 #

Proposal for a regulation
ANNEX I –point 4.3.2.

4.3.2. The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods: Zero-emission vehicle mandates zevMsg Zero-emission vehicle mandates Reporting period of the years ~~Sub-~~ zevMsg before 2030 2030 – 2034 2035 – 2039 As from ~~grou~~ 2040 Urban heavy 31-LF, 31-L1, 31- 0 10 80% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE~~, 31-L2, 33-L2~~

Amendment 344 #

Proposal for a regulation
ANNEX I – 5.1 – 5.1.1

Regulation (EU) 2019/1242
Annex I – 5.1 - 5.1.1.

5.1.1. Target factors For each vehicle sub-group sg and reporting period of a year Y target factors shall be defined as follows: RETsg,Y = (1-rfsg,uY)+( rfsg,uY - rfsg,lY )× (uY – Y)/(uY – lY) RETpsg,Y = (1-rfpsg,uY)+( rfpsg,uY - rfpsg,lY )× (uY – Y)/(uY – lY) ZETsg,Y = (1-zevMsg,uY)+( zevMsg,uY - zevMsg,lY )× (uY – Y)/(uY – lY) Where, lY, uY are the values for the lower year and upper year in the set {rY, 2025, 2030, 2040} ~~defin~~for the sub-group indicated in the column X = 2025 ing the ~~smallest intervall for which the condition lY ≤~~table of point 4.2. - in the set (rY, 2030, 2040) for all other sub-groups sg, defining the smallest intervall for which the condition lY ≤ Y < uY holds; rY rY is the year of the reference period applicable to the vehicle sub-group sg according to point 3.2; rfsg,lY, rfsg,uY are the CO2 reduction targets of the sub-group sg for new heavy duty vehiches of the years lY and uY according to point 4.3; rfpsg,lY, rfpsg,uY are the CO2 reduction targets of the sub-group sg for primary vehicles of new heavy duty vehiches of the years lY and uY according to point 4.3; zevMsg,lY, zevMsg,uY are the zero emissions vehicle mandates for new heavy duty vehiches of the years lY and uY according to point 4.3; For reporting years Y < rY, the values of RETsg,Y, RETpsg,Y and ZETsg,Y shall be set to 1 such that there is no contribution of the vehicle sub-group sg to the CO2 emissions trajectory.

Amendment 345 #

Nils TORVALDS, Emma WIESNER, Mauri PEKKARINEN

Proposal for a regulationANNEX I – 5 – 5.2. Regulation (EU) 2019/1242
Annex I – 5.2.

5.2. Calculation of the emission credits and debts in each reporting period For each manufacturer and each reporting period of the years Y from 2019 to 2040 the emission credits cCO2(X)Y and emission debts dCO2(X)Y, (X = NO, M), shall be the maximum of the following values and 0 (i.e. emission credits and debts cannot be negative): 2019 ≤ Y< 2025 2025 ≤ Y< 2030 2030 ≤ Y< 2040 cCO2(NO)Y [ET(2025)Y – [ET(NO)Y – CO2(NO)Y ]× [ET(NO)Y – CO2(NO)Y ]× CO2(2025)Y ]× V~~y Vy~~ (2025)y V(NO)y V(NO)y dCO2(NO)Y 0 0 [CO2(2025)Y – [CO2(NO)Y – T(NO)Y]× T(2025)Y]× V(2025)y Vy V(NO)y cCO2(M)Y 0 0 [ET(M)Y – CO2(M)Y ]× Vy [ET(M)Y – CO2(M)Y ]× Vy V(M)y V(M)y dCO2(M)Y 0 0 0 [CO2(M)Y – T(M)Y]× Vy V(M)y Where, ET(X)Y is the manufacturer’s emission trajectory in the reporting period of the year Y determined in accordance with point 5.1 (X = 2025, NO, M); CO2(X)Y is the manufacturer’s average specific emissions in the reporting period of the year Y determined in accordance with point 2.7 (X = 2025, NO, M); T(X)Y is the manufacturer’s specific emission target in the reporting period of the year Y determined in accordance with point 4 (X = 2025, NO, M); VY V(X)Y is the number of new heavy-duty vehicles of the manufacturer in the reporting period ~~period~~ of the year Y. (X=2025, NO, M).

Amendment 346 #

Proposal for a regulation
Annex I – point 6 a (new)

6a. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCF shall be calculated according to the following method: 6a.1. For ‘Renewable fuels eligible for CCF’, as defined in Article 3, point (23b new), CCFi = 1. 6a.2. For conventional and fossil fuels, CCFi = 0. 6a.3. For blends of conventional fuels and renewable fuels eligible for CCF, the CCFi shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟐,𝒊 + + 𝟏𝟎𝟎 𝟏𝟎𝟎 𝟏𝟎𝟎 𝑪𝑪𝑭𝒊 = 𝟑 Where: CCFi is the Carbon Correction Factor for a specific blend of conventional fuel i and all renewable fuels eligible for CCF that can be used to replace it. SHARESn;i percentage of renewable fuels reported in the Shares database, referred in the last available reporting period n and calculated as the average share over all EU member states. SHARESn-1,i percentage of renewable fuels reported in the Shares database, referred in the second last available reporting period n and calculated as the average share over all EU member states. SHARESn-2,i percentage of renewable fuels reported in the Shares database, referred in the third last available reporting period n and calculated as the average share over all EU member states.

Amendment 347 #

Proposal for a regulation
Annex I – point 6 a (new)

6a. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCF shall be calculated according to the following method: 6a.1. For CO2-Neutral Fuels, as defined in article 3 point (25), CCFi = 1. 6a.2. For conventional and fossil fuels, CCFi = 0 6a.3. For blends of conventional and CO2-Neutral Fuels, the CCF shall be calculated according to the following formula: Where: CCFi is the Carbon Correction Factor for a specific blend of conventional and CO2- Neutral Fuel i SHARESn,i percentage of renewable fuel i reported in Shares database, referred to the last available reporting period n and calculated as the average share over all EU member states. SHARESn - 1,i percentage of renewable fuel i reported in Shares database, referred to the second last available reporting period n and calculated as the average share over all EU member states. The Shares database is accessible at: https://ec.europa.eu/eurostat/web/energy/data/shares

Amendment 348 #

Proposal for a regulation
Annex I – point 6 a (new)

6a. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCF shall be calculated according to the following method: 6a.1. For CO2-Neutral Fuels, as defined in article 3 point (23 b), CCFi = 1. 6a.2. For conventional and fossil fuels, CCFi = 0 6a.3. For blends of conventional and CO2-Neutral Fuels, the CCF shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟏,𝒊 + 𝟏𝟎𝟎 𝟏𝟎𝟎 𝑪𝑪𝑭𝒊 = 𝟐 Where: CCFi is the Carbon Correction Factor for a specific blend of conventional and CO2-Neutral Fuel i used in the road transport sector SHARESn,i percentage of renewable fuel i reported in Shares database, referred to the last available reporting period n and calculated as the average share over all EU member states. SHARESn - 1,i percentage of renewable fuel i reported in Shares database, referred to the second last available reporting period n and calculated as the average share over all EU member states. The Shares database is accessible at: https://ec.europa.eu/eurostat/web/energy/data/shares

Amendment 349 #

Proposal for a regulation
Annex I – point 6a (new)

7. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCF shall be calculated according to the following method: 7.1. For CO2-Neutral Fuels, as defined in article 3 point (25) and used in compliance with Art. 4 bis, CCFi = 1; 7.2. For fuels other than CO2-Neutral Fuels, CCFi = 0; 7.3. For blends of CO2-Neutral Fuels and fuels other than CO2-Neutral Fuels, the CCF shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟏,𝒊 + 𝟏𝟎𝟎 𝟏𝟎𝟎 𝑪𝑪𝑭𝒊 = 𝟐 Where: CCFi is the Carbon Correction Factor for a specific blend of conventional and CO2-Neutral Fuel i SHARESn,i percentage of renewable fuel i reported in Shares database, referred to the last available reporting period n and calculated as the average share over all EU member states. SHARESn - 1,i percentage of renewable fuel i reported in Shares database, referred to the second last available reporting period n and calculated as the average share over all EU member states. The Shares database is accessible at: https://ec.europa.eu/eurostat/web/energy/data/shares Or. en JustificationWhile keeping the perspective of a gradual abandonment of combustion engines, biofuels can be considered to play a role in the transition to electric or hydrogen. In this sense, the inclusion of a Carbon Correction Factor may be a small element aimed at support this use without changing the overall structure of the proposal. Furthermore, the use of biofuels may be useful in the perspective of creating a redundancy with respect to electric or hydrogen that could be important in the event of unforeseen situations.

Amendment 350 #

Proposal for a regulation
Annex I – point 6a (new)

7. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCFi shall be calculated according to the following method: 7.1. When the share of CO2 neutral fuels is 100%, CCFi = 1. 7.2. When the share of CO2 neutral fuels is 0%, CCFi = 0. 7.3. For blends of CO2 Neutral Fuels and conventional fuels, the CCFi shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏;𝒊 𝑪𝑪𝑭𝒊 = 𝟏𝟎𝟎 Where: CCFi is the Carbon Correction Factor for a specific blend of CO2 neutral fuel i and conventional fuel. SHARESn;i is the percentage of CO2 neutral fuel i over the total consumption of fuel i, calculated from SHARES database.

Amendment 351 #

Proposal for a regulation
Annex I – point 6a (new)

7. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCF shall be calculated according to the following method: For 'Renewable fuels eligible for CCF', as defined in article 3 point (25), CCFi = 1. For conventional and fossil fuels, CCFi = 0 For blends of conventional fuels and renewable fuels eligible for CCF, the CCF shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏−𝟏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏−𝟐,𝒊 + + 𝑪𝑪𝑭𝒊 = 𝟏𝟎𝟎 𝟏𝟎𝟎 𝟏𝟎𝟎 𝟑 Where: CCFi is the Carbon Correction Factor for a specific blend of conventional fuel i and all renewable fuels eligible for CCF that can be used to replace it SHARESn,i is the percentage of renewable fuels reported in the Shares database, referred in the last available reporting period n and calculated as the average share over all EU member states. SHARESn - 1,i is the percentage of renewable fuels reported in Shares database, referred in the second last available reporting period n and calculated as the average share over all EU member states. SHARESn - 2,i is the percentage of renewable fuels reported in the Shares database, referred in the third last available reporting period n and calculated as the average share over all EU Member States. The Shares database is accessible at: https://ec.europa.eu/eurostat/web/energy/database/additional- data period n and calculated as the average share over all EU member states.

Amendment 352 #

Proposal for a regulation
Annex I – point 7 (new)

7. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCF shall be calculated according to the following method: 7.1. For CO2-Neutral Fuels, as defined in Article 3, CCFi = 1; 7.2. For conventional and fossil fuels, CCFi = 0; 7.3. For blends of conventional fuels and CO2-Neutral Fuels, the CCF shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟐,𝒊 + + 𝟏𝟎𝟎 𝟏𝟎𝟎 𝟏𝟎𝟎 𝑪𝑪𝑭𝒊 = 𝟑 Where: CCFi is the Carbon Correction Factor for a specific blend of conventional fuel and all CO2-Neutral Fuels that can be used to replace it SHARESn,i percentage of renewable fuels reported in Shares database, referred to in the last available reporting period n and calculated as the average share over all EU member states. SHARESn - 1,i percentage of renewable fuel i reported in Shares database, referred to the second last available reporting period n and calculated as the average share over all EU member states. SHARESn -2,i percentage of renewable fuels reported in Shares database, referred to the third last available reporting period n and calculated as the average share over all EU member states. The Shares database is accessible at: https://ec.europa.eu/eurostat/web/energy/data/shares

Amendment 353 #

Proposal for a regulation
ANNEX I – 7 (new)

Regulation (EU) 2019/1242
Annex I – 7 (new)

7. Calculation of the Carbon Correction Factor (CCF) For each fuel or blends of fuel i, the CCFi shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏;𝒊 𝑪𝑪𝑭𝒊 = 𝟏𝟎𝟎 Where: CCFi is the Carbon Correction Factor for a specific blend of conventional and CO2-Neutral Fuel i ; SHARESn;i is the percentage of CO2 Neutral Fuel i over the total consumption of the fuel i for road transport, calculated from SHARES1 database - Detailed results, refered to the last availabe reporting period n and calculated as the average share over all EU Member States. When the share of CO2 Neutral Fuels is 100 %, CCFi = 1; When the share of CO2 Neutral Fuels is 0%, CCFi = 0. 1 The SHARES database is accessible at: https://ec.europa.eu/eurostat/web/energy/database/additional-data Or. enJustification The overall calculation of the specific CO2 emissions of a new heavy-duty vehicle should include the incorporation of the Carbon Correction Factor (CCF). This factor accounts for the reduction in CO2 emissions achieved through the utilization of CO2 Neutral Fuels already present in the market. Under this approach, the vehicle's CO2 emissions are adjusted based on the average share of renewable fuels available at the time of vehicle registration. The CCF decreases the CO2 emissions of a specific vehicle by taking into account the existing portion of CO2 Neutral Fuels in the market, relative to the total consumption for road transport. For instance, if 10% of biomethane is readily accessible at EU filling stations and meets all sustainability criteria outlined in the Renewable Energy Directive (Directive 2018/2001), the CO2 emissions of vehicles utilizing methane should be appropriately adjusted.

source: 751.615

2023/07/13 ENVI 86 amendments...

Amendment 509 #

Proposal for a regulation
ANNEX I – paragraph 1 – subparagraph 1.1.1

Amendment 510 #

Proposal for a regulation
ANNEX I – paragraph 1 – subparagraph 1.1.1 a (new)

1.1.1a. Attribution of small and medium lorries of category N2 with a maximum mass lower than 7, 4t, for which CO2 emissions have been determined in accordance with Regulation (EU) 2018/858 Characteristics of Vehicle sub- vehicle group (sg) attributed for the purposes of this Regulation Category N2, 53 with Technical Permissible Maximum Laden Mass (TPMLM) ≤ 7,4 t

Amendment 511 #

Proposal for a regulation
ANNEX I – paragraph 1 – subparagraph 1.1.2

Amendment 512 #

Proposal for a regulation
ANNEX I – Paragraph 1 – Subparagraph 1.1. – Table 1.1.2.

Amendment 513 #

Proposal for a regulation
ANNEX I – paragraph 1 – subparagraph 1.1. – table 1.1.3 (new)

1.1.3 Attribution of small and medium lorries of category N2 with a maximum mass lower than 7,4t, for which CO2 emissions have been determined in accordance with Regulation (EU) 2018/858 Characteristics of Vehicle sub- vehicle group (sg) attributed for the purposes of this Regulation Category N2, 53 with Technical Permissible Maximum Laden Mass (TPMLM) ≤ 7,4 t

Amendment 514 #

Proposal for a regulation
ANNEX I – paragraph 1 – subparagraph 1.1. – – subparagraph 1.1.3 a (new)

1.1.3 New small lorries of category N2, which do not belong to one of the sub- groups set out in points 1.1.1 and 1.1.2, and for which no CO2 emissions have been determined according to Regulation (EU) 2017/2400 but according to Regulation (EC) No 715/2007 shall be attributed to the following sub-groups for the purposes of this Regulation: Characteristics of Vehicle sub- vehicle group (sg) attributed for the purposes of this Regulation Category N; 53 TPMLM* ≤ 5 t Furthermore, they shall be considered as zero-emissions vehicles: ‒ if they have no internal combustion engine or ‒ have an internal combustion engine emitting less than 1 g CO2/km as determined in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council (16) and its implementing measures or UNECE Regulation (EC) No 154.

Amendment 515 #

Proposal for a regulation
Annex I – paragraph 1 – subparagraph 1.1 – table 1.2, row 3

N N Rigid One of the following digits, as listed in Appendix 2 of Annex I to Regulation (EU) 2018/858, is used to supplement the code for bodywork indicated in entry 38 of the certificate of conformity: 09, 10, 15, 16, 17, 18, 19, 20, 23, 24, 25, 26, 27, 28, 31;

Amendment 516 #

Proposal for a regulation
Annex I – paragraph 1 – subparagraph 1.1 – table 1.2, row 3

N Rigid One of the following digits, as listed in Appendix 2 of Annex I to Regulation (EU) 2018/858, is used to supplement the code for bodywork indicated in entry 38 of the certificate of conformity: 09, 10, 15, 16, 17, 18, 19, 20, 23, 24, 25, 26, 27, 28, 31;

Amendment 517 #

Proposal for a regulation
Annex I – paragraph 1 – subparagraph 1.1 – table 1.2

1.2. Vocational vehicles are defined by the following criteria: Vehicle category Chassis Criteria for vocational vehicles configuration N Rigid One of the following digits, as listed in Appendix 2 of Annex I to Regulation (EU) 2018/858, is used to supplement the code for bodywork indicated in entry 38 of the certificate of conformity: 09, 10, 12, 13, 14, 15, 16, 17, 18, 19, 20, 23, 24, 25, 26, 27, 28, 31; Tractor Maximum speed not exceeding 79 km/h

Amendment 518 #

Proposal for a regulation
Annex I – paragraph 1 – subparagraph 1.1 – table 1.2

1.2. Vocational vehicles are defined by the following criteria: Vehicle category Chassis Criteria for vocational vehicles configuration N Rigid One of the following digits, as listed in Appendix 2 of Annex I to Regulation (EU) 2018/858, is used to supplement the code for bodywork indicated in entry 38 of the certificate of conformity: 09, 10, 15, 16, 17, 18, 19, 20, 23, 24, 25, 26, 27, 28, 31; Tractor Maximum speed not exceeding 79 km/h

Amendment 519 #

Amendment 520 #

Proposal for a regulation
Annex I – paragraph 1 – subparagraph 1.1 – table 1.2, row 3

Amendment 521 #

Nils TORVALDS, Emma WIESNER, Asger CHRISTENSEN, Erik POULSEN

Proposal for a regulation
Annex I – paragraph 1 – subparagraph 1.1 – table 1.2, row 3

Amendment 522 #

Proposal for a regulation
Annex I – paragraph 2 – subparagraph 2.1

Amendment 523 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Giuseppe FERRANDINO, Susana SOLÍS PÉREZ

Proposal for a regulation
Annex I – paragraph 2 – subparagraph 2.1

Amendment 524 #

Proposal for a regulation
Annex I – paragraph 2 – subparagraph 2.1

Amendment 525 #

Silvia SARDONE, Isabella ADINOLFI, Marco CAMPOMENOSI, Rosanna CONTE, Elisabetta DE BLASIS, Gianna GANCIA, Danilo Oscar LANCINI, Maria Veronica ROSSI, Gianantonio DA RE

Proposal for a regulation
Annex I – paragraph 2 – subparagraph 2.1

2.1. Calculation of the specific CO2 emissions of a new heavy-duty vehicle The specific emissions in g/km of a new heavy-duty vehicle v attributed to a sub-group sg or of its primary vehicle shall be calculated in accordance with the following formula: 𝐶𝑂2𝑣 = ∑𝑊 𝑚𝑝 𝑚𝑝 𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝 × (𝟏 ― 𝐂𝐂𝐅𝐢) 𝐶𝑂2p𝑣 = ∑𝑊 𝑚𝑝 𝑚𝑝 𝑠𝑔,𝑚𝑝 × 𝐶𝑂2p𝑣,𝑚𝑝 × (𝟏 ― 𝐂𝐂𝐅𝐢) Where, ∑𝑚𝑝 is the sum over all mission profiles mp listed in Table 2; sg is the sub-group to which the new heavy-duty vehicle v has been attributed according to Section 1 of this Annex; Wsg,mp, is the mission profile weight specified in points 2.1.1 to 2.1.3; CO2v,mp is the CO2 emissions in g/km of the new heavy-duty vehicle v determined for a mission profile mp, reported in accordance with Articles 13a and 13b and normalised pursuant to Annex III; CO2pv,mp is the CO2 emissions in g/km of the primary vehicle of the new heavy-duty vehicle v, determined for a mission profile mp, reported in accordance with Articles 13a and 13b; ~~For zero-emissions motor vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0.~~ CCFi is the Carbon Correction Factor for the fuel or blend of fuels in use i, as defined in article 3 point (23b) and calculated according to paragraph 7 of this Annex. For zero-emissions motor vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0. Or.en JustificationThe Regulation should provide a strong and transparent definition of CCF for CO2 neutral fuels. It would assist in addressing the inadequacies of a tailpipe-only approach and recognizing the actual GHG footprint of heavy-duty vehicles and the fuels they consume, and would help bringing further additional volumes of CO2 neutral fuels to the market, lowering GHG emissions from existing and new heavy-duty vehicles and contributing to the attainment of EU climate aspirations. The core concept of such a CCF should be that a part of a vehicle's CO2 emissions should be offset to reflect the current level of renewable fuels in the mix.

Amendment 526 #

Proposal for a regulation
Annex I – paragraph 2 – subparagraph 2.1

Amendment 527 #

Pietro FIOCCHI, Alexandr VONDRA, Nicola PROCACCINI

Proposal for a regulation
Annex I – paragraph 2 – subparagraph 2.1

Amendment 528 #

Proposal for a regulation
Annex I – paragraph 2 – subparagraph 2.1

Amendment 529 #

Proposal for a regulation
Annex I – paragraph 2 – subparagraph 2.1

Amendment 530 #

Proposal for a regulation
Annex I – paragraph 2 – subparagraph 2.1

Amendment 531 #

Silvia SARDONE, Isabella ADINOLFI, Marco CAMPOMENOSI, Rosanna CONTE, Elisabetta DE BLASIS, Gianna GANCIA, Danilo Oscar LANCINI, Maria Veronica ROSSI, Gianantonio DA RE

Proposal for a regulation
Annex I – paragraph 2 – subparagraph 2.1

Amendment 532 #

2.1.1. Mission profile weights (Wsg,mp) for vehicles of category N Vehicle Mission profile (mp)** sub- group (sg)* RDL RDR LHL LHR UDL UDR REL, ~~MUL~~ MUL MUR COL COR RER, LEL, LER 53 0,2508 0,2579 0 0 0,025 0,2511 0 0 0 0 0 54 0,2508 0,2579 0 0 0,025 0,2511 0 0 0 0 0 1s 0,1 0,3 0 0 0,18 0,42 0 0 0 0 0 1 1 0,1 0,3 0 0 0,18 0,42 0 0 0 0 0 2 0,125 0,375 0 0 0 0,15 0,35 0 0 0 0 0 3 3 0,125 0,375 0 0 0 0,15 0,35 0 0 0 0 0 4-UD 0 0 0 0 0,5 0,5 0 0 0 0 0 4-RD 0,45 0,45 0,05 0,05 0 0 0 0 0 0 0 4-LH 0,05 0,05 0,45 0,45 0 0 0 0 0 0 0 4v 0 0 0 0 0 0 0 0,25 0,25 0,25 0,25 5-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 5-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 5v 0 0 0 0 0 0 0 0 0 0,5 0,5 9-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 9-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 9v 0 0 0 0 0 0 0 0,25 0,25 0,25 0,25 10-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 10-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 10v 0 0 0 0 0 0 0 0 0 0,5 0,5 11 0,15 0,35 0 0 0 0 0 0 0 0,15 0,35 12 0,21 0,49 0 0 0 0 0 0 0 0,09 0,21 16 0 0 0 0 0 0 0 0 0 0 0,3 0,7

Amendment 533 #

Proposal for a regulation
ANNEX I – paragraph 2 – subparagraph 2.1. – table 2.1.1.

2.1.1. Mission profile weights (Wsg,mp) for vehicles of category N Vehicle Mission profile (mp)** sub- group (sg)* RDL RDR LHL LHR UDL UDR REL, ~~MUL~~ MUL MUR COL COR RER, LEL, LER 53 0,2508 0,2579 0 0 0,2502 0,2511 0 0 0 0 0 54 0,2508 0,25 79 0 0 0,2502 0,2511 0 0 0 0 0 1s 0,1 0,3 0 0 0,18 0,42 0 0 0 0 0 1 0,1 0,3 0 0 0,18 0,42 0 0 0 0 0 2 0,125 0,375 0 0 0 0,15 0,35 0 0 0 0 0 3 0,125 0,375 0 0 0 0,15 0,35 0 0 0 0 0 4-UD 0 0 0 0 0 0,5 0,5 0 0 0 0 0 4-RD 0,45 0,45 0,05 0,05 0 0 0 0 0 0 0 4-LH 0,05 0,05 0,45 0,45 0 0 0 0 0 0 0 4v 0 0 0 0 0 0 0 0 0,25 0,25 0,25 0,25 5-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 5-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 5v 0 0 0 0 0 0 0 0 0 0 0,5 0,5 9-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 9-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 9v 0 0 0 0 0 0 0 0 0,25 0,25 0,25 0,25 10-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 10-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 10v 0 0 0 0 0 0 0 0 0 0 0,5 0,5 11 0,15 0,35 0 0 0 0 0 0 0 0,15 0,35 12 0,21 0,49 0 0 0 0 0 0 0 0 0,09 0,21 16 0 0 0 0 0 0 0 0 0 0 0,3 0,7

Amendment 534 #

2.1.1. Mission profile weights (Wsg,mp) for vehicles of category N Vehicle Mission profile (mp)** sub- group (sg)* RDL RDR LHL LHR UDL UDR REL, ~~MUL~~ MUL MUR COL COR RER, LEL, LER 53 0,25 08 0,2579 0 0 0,025 0,2511 0 0 0 0 0 54 0,25 08 0,2579 0 0 0,025 0,2511 0 0 0 0 0 1s 0,1 0,3 0 0 0,18 0,42 0 0 0 0 0 1 0,1 0,3 0 0 0,18 0,42 0 0 0 0 0 2 0,125 0,375 0 0 0 0,15 0,35 0 0 0 0 0 3 0,125 0,375 0 0 0 0,15 0,35 0 0 0 0 0 4-UD 0 0 0 0 0,5 0,5 0 0 0 0 0 4-RD 0,45 0,45 0,05 0,05 0 0 0 0 0 0 0 4-LH 0,05 0,05 0,45 0,45 0 0 0 0 0 0 0 4v 0 0 0 0 0 0 0 0,25 0,25 0,25 0,25 5-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 5-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 5v 0 0 0 0 0 0 0 0 0 0,5 0,5 9-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 9-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 0 9v 0 0 0 0 0 0 0 ~~0 0~~ 0 0,25 0,25 0,25 0,25 10-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 10-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 0 0 10v 0 0 0 0 0 0 0 0 0 0 0,5 0,5 11 0,15 0,35 0 0 0 0 0 0 0 0 0,15 0,35 12 0,21 0,49 0 0 0 0 0 0 0 0,09 0,21 16 0 0 0 0 0 0 0 0 0 0,3 0,7

Amendment 535 #

Proposal for a regulation
ANNEX I – Paragraph 2 – Subparagraph 2.1. – Table 2.1.1.

2.1.1. Mission profile weights (Wsg,mp) for vehicles of category N Vehicle Mission profile (mp)** sub- group (sg)* RDL RDR LHL LHR UDL UDR REL, ~~MUL~~ MUL MUR COL COR RER, ~~LEL,~~ LEL, LER 53 0,25 08 0,25 79 0 0 0,2502 0,25 11 0 0 0 0 0 0 54 0,25 08 0,25 79 0 0 0,2502 0,25 11 0 0 0 0 0 0 0 1s 0,1 0,3 0 0 0,18 0,42 0 0 0 0 0 1 1 0,1 0,3 0 0 0,18 0,42 0 0 0 0 0 2 2 0,125 0,375 0 0 0 0,15 0,35 0 0 0 0 0 3 3 0,125 0,375 0 0 0 0,15 0,35 0 0 0 0 0 4-UD 0 0 0 0 0 0,5 0,5 0 0 0 0 0 4-RD 0,45 0,45 0,05 0,05 0 0 0 0 0 0 0 4-LH 0,05 0,05 0,45 0,45 0 0 0 0 0 0 0 4v 0 0 0 0 0 0 0 0 0,25 0,25 0,25 0,25 5-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 5-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 5v 0 0 0 0 0 0 0 0 0 0 0,5 0,5 9-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 9-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 9v 0 0 0 0 0 0 0 0 0,25 0,25 0,25 0,25 10-RD 0,27 0,63 0,03 0,07 0 0 0 0 0 0 0 10-LH 0,03 0,07 0,27 0,63 0 0 0 0 0 0 0 10v 0 0 0 0 0 0 0 0 0 0 0,5 0,5 11 0,15 0,35 0 0 0 0 0 0 0 0,15 0,35 12 0,21 0,49 0 0 0 0 0 0 0 0,09 0,21 16 0 0 0 0 0 0 0 0 0 0 0,3 0,7

Amendment 536 #

Proposal for a regulation
ANNEX I – paragraph 2 – subparagraph 2.3. – subparagraph 2.3.2 – title

2.3.2 Reporting periods from 2025 ~~to 2029 JustificationIt should be noticed that market penetration of zero-emission technologies in the ac~~onwards Or. en HDV sector is still unceprtance. The Regulation should continue to provide some flexibility to help vehicle makers sell new zero-emission vehicles. For these reasons, the ZLEV factor should be prolonged for the duration of the regulain due to the availability of enabling condition,s and ~~the maximum contribution from the ZLEV factor should be~~customer raised.

Amendment 537 #

Proposal for a regulation
ANNEX I – paragraph 2 – subparagraph 2.3 – subparagraph 2.2.3

[…] Where, ∑𝑣 is the sum over all new heavy-duty vehicles of the manufacturer in the sub- group sg, including zero-and-low vocational vehicles, subject to the provisions of Article 7b; CO2v is the specific CO2 emissions of the new heavy-duty vehicle v determined in accordance with point 2.1; CO2pv is the specific CO2 emissions of the primary vehicle of the new heavy- duty vehicle v determined in accordance with point 2.1; Vsg is the number of new heavy-duty vehicles of the manufacturer, including zero-and-low vocational vehicles, in subgroup sg; Vpvsg the number of new heavy-duty vehicles within the sub-group sg, which pursuant to Article 7b shall be accounted for with the CO2 emissions of their primary vehicles in the calculation of the average specific CO2 emissions of point 2.2.3.; PLsg is the average payload of vehicles in the sub-group sg as determined in point 2.5. PNsg is the average passenger number of vehicles in the sub-group sg as determined in point 2.5.

Amendment 538 #

Proposal for a regulation
ANNEX I – paragraph 2 – subparagraph 2.3. – subparagraph 2.3.2 – subparagraph 2 – subparagraph 1 – introductory part

Amendment 539 #

Proposal for a regulation
ANNEX I – paragraph 2 – subparagraph 2.3. – subparagraph 2.3.2 – subparagraph 2 – subparagraph 1 – point 1

~~ZLEVspecific = 1 - (CO2v / LETsg )~~deleted

Amendment 540 #

Proposal for a regulation
ANNEX I – paragraph 2 – subparagraph 2.3. – subparagraph 2.3.2 – subparagraph 2 – subparagraph 1 – point 1

~~LETsg is the low-emission threshold of the sub-group sg to which the vehicle v belongs as defined in point 2.3.4;~~deleted

Amendment 541 #

Proposal for a regulation
ANNEX I – paragraph 2 – subparagraph 2.3. – subparagraph 2.3.3

2.3.3 Reporting periods as from 2030 ZLEV = 1 JustificationDue to the abovementioned uncertainty of the market penetration of zero- emission technology in the HDV sector, the Regulation should continue to include some flexibility to help vehicle makers promote and sell new zero-emission vehicles. For these reasons, the ZLEV factor should be prolonged for the duration of the regulation, and thedeleted Or. en maximum contribution from the ZLEV factor should be raised.

Amendment 542 #

Ulrike MÜLLER, Andreas GLÜCK

Proposal for a regulation
ANNEX I – paragraph 2 – subparagraph 2.4

[…] Where, Vzevsg is the number of new zero- emissions heavy-duty vehicles of the manufacturer in a subgroup sg; Vpvsg the number of new heavy- duty vehicles within the sub-group sg, which pursuant to Article 7b shall be accounted for with the CO2 emissions of their primary vehicles in the calculation of the average specific CO2 emissions of point 2.2.; Vsg is the number of new heavy-duty vehicles of the manufacturer, including zero-and-low vocational vehicles, in a subgroup sg; V is the number of new heavy-duty vehicles of the manufacturer including zero-and-low vocational vehicles.

Amendment 543 #

Proposal for a regulation
Annex I – paragraph 2 – subparagraph 2.6 – subparagraph 2.6.3

2.6.3. Annual mileages for vehicles of category O Vehicle sub-group Annual mileage AMsg (in km) (sg)* (sg)* 111, 111V,112, 112V, 113 52 000 121, 121V, 122, 122V, 123, 77 000 123V, 124, 124V, 125, 126, 131**, 131v**, 132**, 132v**, 133 ** 421, 421v, 422, 422v, 423, 68 000 431, 431v, 432, 432v, 433 611, 612, 611v, 612v, 621, 40 000 623, 621v, 623v 622, 622V, 624, 624V, 625, 68 000 631, 631v, 632, 632v, 633

Amendment 544 #

Proposal for a regulation
Annex I – paragraph 2 – subparagraph 2.7

2.7. Average specific CO2 emissions of manufacturers, as referred to in Article 4 For each manufacturer the following average specific CO2 emissions shall be calculated: 2.7.1. For the reporting peridods 2019 to 2029: CO2(2025) = ZLEV × ∑ sg sharesg × MPWsg × avgCO2sg 2.7.2. For the reporting peridods as from 2025: CO2(NO) = ∑sg sharesg × MPWsg × (avgCO2sg × (1 - sharesgEHC) + αsg x avgCO2sg × sharesgEHC) CO2(MCO2) = ∑sg sharesg × MPWsg × [avgCO2sg × (1 - pvsg ) + avgCO2psg × pvsg] CO2(MZE) = ∑sg sharesg × MPWsg × (1 - zevsg) × rCO2sg CO2(M) = CO2(MCO2) + CO2(MZE) Where, ∑ sg is the sum is over those sub-groups that are included in the calculation of the particular average specific CO2 emissions according to point 4.2; ZLEV is as determined in point 2.3; sharesg is as determined in point 2.4; zevsg is as determined in point 2.4; pvsg is as determined in point 2.4; MPWsg is as determined in point 2.6; avgCO2sg is as determined in point 2.2; avgCO2psg is as determined in point 2.2; ~~avgCO2psg is as determined in point 2.2; rCO2sg is as determined in point 3.1.2.~~ rCO2sg is as determined in point 3.1.2. sharesgEHC is the share in subgroup sg of the manufacturer's new heavy duty category N3 vehicles that are permitted to be used in an EHC αsg is the compensation factor to adjust the effect of the higher payload of a EHC on the manufacturer's trucks, depending on the average in service maximum permissible combination mass, using the weighted value of the result of the following formulae: αsg = 1 + (-3/5*avgGVWsg comb 8x4-30)/100, for 8x4 EHC trucks αsg = 1 + (-3/5*avgGVWsg comb other+19)/100, for other EHC trucks avgGVWsg comb is the manufacturer-specific average in the country of registration for the in service maximum permissible combination mass (tonnes) for EHC trucks in question in the subgroup sg, when the following condition is met: For the purposes of the calculation of CO2 emissions, a truck covered by this Regulation shall be considered part of an EHC if the truck is in category N3 and the in service maximum permissible mass of the vehicle combination in the country of registration is over 60 tonnes and has been reported in accordance with point (r) of Part A of Annex IV.

Amendment 545 #

Proposal for a regulation
Paragraph 3 – Table 3.2.

3.2. Reference periods applicable to sub-groups Vehicle sub-group sg Reporting period of the year applicable as reference period 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH 2019 1, 2, 3, 11, 12, 16 2021 All others 2025

Amendment 546 #

Silvia SARDONE, Isabella ADINOLFI, Marco CAMPOMENOSI, Rosanna CONTE, Elisabetta DE BLASIS, Gianna GANCIA, Danilo Oscar LANCINI, Maria Veronica ROSSI, Gianantonio DA RE

Proposal for a regulation
ANNEX I – Paragraph 3 – Table 3.2.

Amendment 547 #

Proposal for a regulation
Paragraph 4 – subparagraph 4.1. – table 4.2.

4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers X = 2025 X= NO X = MCO2 X= MZE vehicle sub- sub-groups of sub-groups of sub-groups of transport of persons groups, subject transport of transport of vehicles, subject to zero-emissions to CO2 goods vehicles, persons vehicle targets according to Article emissions subject to CO2 vehicles, 3b targets emissions subject to CO2 according to targets emissions Article 3a according to targets paragraph 1 (a) Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, All vehicle sub- 32-C2, 32-C3, 31-LF, 31-L1, ~~31-L2,~~ 31-DD, 33-LF, 33-L1, 4-LH, 5-RD, 5- groups referred 32-DD, 34-C2, ~~33-L1, 33-L2,~~ 33-DD, 35-FE, 39-FE LH, 9-RD, 9- to in points 34-C3, 34-DD, LH, 10-RD, 10- 1.1.1 and 1.1.3. 31-L2, 33-L2 LH

Amendment 548 #

Proposal for a regulation
Paragraph 4 – subparagraph 4.1. – table 4.2.

4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers X = 2025 X= NO X = MCO2 X= MZE vehicle sub- sub-groups of sub-groups of sub-groups of transport of persons groups, subject transport of transport of vehicles, subject to zero-emissions to CO2 goods vehicles, persons vehicle targets according to Article emissions subject to CO2 vehicles, 3b targets emissions subject to CO2 according to targets emissions Article 3a according to targets paragraph 1 (a) Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, All vehicle sub- ~~32-C~~ 31-L2, 32-C32, 31-LF, 31-L1, 31-L2DD, 3~~1-DD~~3-LF, 33-LF,1, 4-LH, 5-RD, 5- groups referred ~~32-DD, 34-C2, 33-L1, 33-L2~~ 32-C3, 32-DD, 33-DD, 35-FE, 39-FE LH, 9-RD, 9- to in points ~~34-C3, 34-DD,~~ 33-L2, 34-C2, LH, 10-RD, 10- 1.1.1 and 1.1.3. LH 34-C3, 34-DD LH

Amendment 549 #

Proposal for a regulation
Paragraph 4 – subparagraph 4.1. – table 4.2.

4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers X = 2025 X= NO X = MCO2 X= MZE vehicle sub- sub-groups of sub-groups of transport of sub-groups of transport of ~~persons groups, subject~~ groups, transport of ~~transport of vehicles, subject to zero-emissions to~~persons vehicles, subject persons vehicles, subject to subject to goods to CO2 emissions targets zero-emissions vehicle CO2 ~~goods~~ vehicles, ~~persons vehicle~~ according to Article 3a targets according to Article emissions subject to ~~CO2~~ ~~vehicles,~~ paragraphs 1(b), 1(c) and 3b targets ~~emissions subject to CO2 according to targets~~ CO2 1(d) according to emissions Article 3a ~~according to~~ targets paragraph 1 ~~(a) Article 3a according to paragraphs~~ according to (a) Article 3a ~~1(b), 1(c) and~~ paragraphs 1(b), 1(dc) and ~~1(b),~~ 1(cd) and paragraph 3 ~~1(d)~~ 4-UD, 4-RD, All vehicle ~~sub-~~31-L2, 32-C2, 32-C3, 32- 31-LF, 31-L1, ~~31-L2,~~ 31-DD, 33-LF, 4-LH, 5-RD, ~~5- groups referred 32-DD~~ sub-groups DD, 33-L2, 34-C2, 3~~3-L1~~4-C3, 33-L21, 33-DD, 35-FE, 39-FE 5-LH, 9-RD, ~~9- to in points 34-C3,~~ referred to in 34-DD, 9-LH, 10-RD, ~~10- LH~~ points 1.1.1 10-LH ~~1.1.1~~ and 1.1.3.

Amendment 550 #

4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers X = 2025 X= NO X = MCO2 X= MZE vehicle sub- sub-groups of sub-groups of sub-groups of transport of persons groups, subject transport of transport of vehicles, subject to zero-emissions to CO2 goods vehicles, persons vehicle targets according to Article emissions subject to CO2 vehicles, 3b targets emissions subject to CO2 according to targets emissions Article 3a according to targets paragraph 1 (a) Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, All vehicle sub- ~~32-C~~ 31-L2, 32-C32, 31-LF, 31-L1, 31-L2DD, 3~~1-DD~~3-LF, 33-LF, 1, 4-LH, 5-RD, 5- groups referred ~~32-DD, 34-C2, 33-L1, 33-L2~~ 32-C3, 32-DD, 33-DD, 35-FE, 39-FE LH, 9-RD, 9- to in points ~~34-C3, 34-DD,~~ 33-L2, 34-C2, LH, 10-RD, 10- 1.1.1 and 1.1.3. 34-C3, 34-DD LH

Amendment 551 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Susana SOLÍS PÉREZ

Proposal for a regulation
Paragraph 4 – subparagraph 4.1. – table 4.2.

4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers X = 2025 X= NO X = MCO2 X= MZE vehicle sub- sub-groups of sub-groups of sub-groups of transport of persons groups, subject transport of transport of vehicles, subject to zero-emissions to CO2 goods vehicles, persons vehicle targets according to Article emissions subject to CO2 vehicles, 3b targets emissions subject to CO2 according to targets emissions Article 3a according to targets paragraph 1 (a) Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, All vehicle sub- 32-C2, 32-C3, 31-LF, 31-L1, 31-L2DD, 3~~1-DD~~3-LF, 33- 4-LH, 5-RD, 5- groups referred 32-DD, 34- L~~F, 33-L1, 33-L2~~1, 33-DD, 35-FE, 39-FE LH, 9-RD, 9- to in points C2, 34-C3, 34- ~~39-FE~~ LH, 10-RD, 10- 1.1.1 and 1.1.3. DD, 31-L2, LH 33-L2

Amendment 552 #

Proposal for a regulation
ANNEX I – paragraph 4 – subparagraph 4.1. – table 4.2.

4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers X = 2025 X= NO X = MCO2 X= MZE vehicle sub- sub-groups of sub-groups of sub-groups of transport of persons groups, subject transport of transport of vehicles, subject to zero-emissions to CO2 goods vehicles, persons vehicle targets according to Article emissions subject to CO2 vehicles, 3b targets emissions subject to CO2 according to targets emissions Article 3a according to targets paragraph 1 (a) Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, All vehicle sub- ~~32-C~~ 31-L2, 32-C32, 31-LF, 31-L1, 31-L2DD, 3~~1-DD~~3-LF, 33-LF,1, 4-LH, 5-RD, 5- groups referred ~~32-DD, 34-C2, 33-L1, 33-L2~~ 32-C3, 32-DD, 33-DD, 35-FE, 39-FE LH, 9-RD, 9- to in points ~~34-C3, 34-DD,~~ 33-L2, 34-C2, LH, 10-RD, 10- 1.1.1 and 1.1.3. LH 34-C3, 34-DD, LH

Amendment 553 #

Proposal for a regulation
Paragraph 4 – subparagraph 4.1. – table 4.2.

4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers X = 2025 X= NO X = MCO2 X= MZE vehicle sub- sub-groups of sub-groups of sub-groups of transport of persons groups, subject transport of transport of vehicles, subject to zero-emissions to CO2 goods vehicles, persons vehicle targets according to Article emissions subject to CO2 vehicles, 3b targets emissions subject to CO2 according to targets emissions Article 3a according to targets paragraph 1 (a) Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, All vehicle sub- ~~32-C~~ 31-L2, 32-C32, 31-LF, 31-L1, ~~31-L2,~~ 31-DD, 33-LF, 33-L1, 4-LH, 5-RD, 5- groups referred ~~32-DD,~~ 342-C~~2, 33-L1, 33-L2~~3, 32-DD, 33-DD, 35-FE, 39-FE LH, 9-RD, 9- to in points ~~34-C3~~ 33-L2, 34-DDC2, LH, 10-RD, 10- 1.1.1 and 1.1.3. LH 34-C3, 34-DD, LH

Amendment 554 #

Proposal for a regulation
Paragraph 4 – subparagraph 4.1. – table 4.2.

4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers X = 2025 X= NO X = MCO2 X= MZE vehicle sub- sub-groups of sub-groups of sub-groups of transport of persons groups, subject transport of transport of vehicles, subject to zero-emissions to CO2 goods vehicles, persons vehicle targets according to Article emissions subject to CO2 vehicles, 3b targets emissions subject to CO2 according to targets emissions Article 3a according to targets paragraph 1 (a) Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, All vehicle sub- ~~32-C~~ 31-L2, 32-C32, 31-LF, 31-L1, ~~31-L2,~~ 31-DD, 33-LF, 33-L1, 4-LH, 5-RD, 5- groups referred ~~32-DD, 34-C2, 33-L1, 33-L2~~ 32-C3, 32-DD, 33-DD, 35-FE, 39-FE LH, 9-RD, 9- to in points ~~34-C3, 34-DD,~~ 33-L2, 34-C2, LH, 10-RD, 10- 1.1.1 and 1.1.3. 34-C3, 34-DD, LH

Amendment 555 #

Proposal for a regulation
ANNEX I – Paragraph 4 – Subparagraph 4.1. – Table 4.2.

4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers X = 2025 X= NO X = MCO2 X= MZE vehicle sub- sub-groups of sub-groups of sub-groups of transport of persons groups, subject transport of transport of vehicles, subject to zero-emissions to CO2 goods vehicles, persons vehicle targets according to Article emissions subject to CO2 vehicles, 3b targets emissions subject to CO2 according to targets emissions Article 3a according to targets paragraph 1 (a) Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, All vehicle sub- ~~32-C~~ 31-L2, 32-C32, 31-LF, 31-L1, 31-L2, 31-DD, 33-LF, 4-LH, 5-RD, 5- groups referred 32-DDC3, 3~~4-C2~~2-DD, 33-L1, 33-L2, 33-DD, 35-FE, 39-FE LH, 9-RD, 9- to in points ~~34-C3, 34-DD,~~ 33-L2, 34-C2, LH, 10-RD, 10- 1.1.1 and 1.1.3. LH 34-C3, 34-DD LH

Amendment 556 #

Proposal for a regulation
ANNEX I – paragraph 4 – subparagraph 4.3. – table 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 43% 64% 9085% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43% 64% 9085% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, ~~configurations 5-LH, 9-RD,~~ 43% 64% ~~90%~~85% configurations 5-LH, 9-RD, 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43% 64% ~~90%~~ 85% configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 43% 64% ~~90%~~ 85% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, 43% 64% ~~90%~~ 85% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% 15% 15%

Amendment 557 #

Proposal for a regulation
ANNEX I – paragraph 4 – subparagraph 4.3. – table 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 43% 64% 90% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43% 64% 90% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 43% 64% 90% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43% 64% 90% configurations Coaches ~~(rfsg) 32-C~~and 31-L2, 32- 0 Interurban Buses 0 C2, 32-C3, (rfsg) ~~C3,~~ 32-DD, 33- 43% 64% 90% L2, 34-C2, ~~34-~~ 34-C3, 34-DD DD Primary vehicles of ~~32-C~~ 31-L2, 32- 0 coaches and 0 C2, 32-C3, interurban buses ~~C3,~~ 32-DD, ~~coaches (rfpsg)~~33- 43% 64% 90% (rfpsg) L2, 34-C2, ~~34-~~ 34-C3, 34-DD DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 0 15% 15% 15%

Amendment 558 #

Proposal for a regulation
ANNEX I – paragraph 4 – subparagraph 4.3. – table 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 43% 64% 90% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43% 64% 90% Heavy lorries > 16 t 4-UD, 4-RD, 15% 43% 64% 90% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 43% 64% 90% with special axle configurations Coaches ~~(rfsg)~~and ~~32-C~~ 31-L2, 32- 0 43% 64% 90% Interurban Buses C2, 32-C3, (rfsg) ~~C3,~~ 32-DD, 33- L2, 34-C2, ~~34-~~ 34-C3, 34-DD DD Primary vehicles of ~~32-C~~ 31-L2, 32- 0 43% 64% 90% coaches and C~~3, 32-DD, coaches~~2, 32-C3, interurban buses 32-DD, 33- (rfpsg) L2, 34-C2, ~~34-~~ 34-C3, 34-DD DD Trailers 0 ~~7,5%~~0 7,5% 7,5% 7,5% Semi-trailers 0 0 15% 15% 15%

Amendment 559 #

Silvia SARDONE, Isabella ADINOLFI, Marco CAMPOMENOSI, Rosanna CONTE, Elisabetta DE BLASIS, Gianna GANCIA, Danilo Oscar LANCINI, Maria Veronica ROSSI, Gianantonio DA RE

Proposal for a regulation
ANNEX I – paragraph 4 – subparagraph 4.3. – table 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years ~~groups~~ Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 sg Medium lorries 53, 54 0 643% 6495% 9 100% Heavy lorries > 7,4t 1s, 1, 2, 3 0 643% 6495% 9 100% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 643% 6495% 9100% 9-LH, 10- RD, 10-LH ~~Heavy lorries > 16 t 11, 12, 16 0 with special axle~~ Vocational vehicles 4v, 5v, 9v, 0 and heavy lorries > 16 10v, 11, 11v, 64% 4395% ~~64% 90%~~ 100% t with special axle 12, 12v, 16 configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 643% 6495% ~~90%~~100% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, 643% 6495% ~~90%~~100% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% 15% 15%

Amendment 560 #

Proposal for a regulation
ANNEX I – paragraph 4 – subparagraph 4.3. – table 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 4315% 6450% 970% Heavy lorries > 7,4t 1s, 1, 2, 3 0 430% 6450% 970% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 430% 6450% 970% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 430% 6450% 970% configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 4315% 6450% 970% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, 43 15% 6450% 970% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% 15% 15%

Amendment 561 #

Proposal for a regulation
ANNEX I – paragraph 4 – subparagraph 4.3. – table 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 4359% 6479% 9100% Heavy lorries > 7,4t 1s, 1, 2, 3 0 4359% 6479% ~~90%~~ 100% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations which 5-LH, 9-RD, 4359% 6479% ~~90%~~100% are not vocational 9-LH, 10-RD, vehicles 10-LH ~~Heavy~~Vocational and heavy 4v, 5v, 9v, 0 lorries > 16 t 11with 10v, 121, 161v, 0 ~~with special axle~~ 59% 4379% ~~64%~~ 100% special axle ~~90%~~ 12, 12v, 16 configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 4359% 6479% 9100% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, 4359% 6479% 9100% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% 15% 15%

Amendment 562 #

Proposal for a regulation
ANNEX I – paragraph 4 – subparagraph 4.3. – table 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 43% 64% 90% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43% 64% 90% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 43% 64% 90% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43% 64% 90% configurations Coaches ~~(rfsg)~~and 3~~2-C~~1-L2, 32- 0 0 Interurban Buses C2, 32-C3, (rfsg) ~~C3,~~ 32-DD, 33- 43% 64% 90% L2, 34-C2, ~~34-~~ 34-C3, 34- DD Primary vehicles of ~~32-C~~ 31-L2, 32- 0 coaches ~~(rfpsg) C3,~~and C2, 32-C3, Interurban Buses 32-DD, 33- 43% 64% 90% (rfpsg) L2, 34-C2, ~~34-~~ 34-C3, 34- DD Trailers 0 ~~7,5% 7,5% 7,5%~~5,0 % 5,0 % 5,0 % Semi-trailers 111, 111V, 0 5,0 % 5,0 % 5,0 % 112, 112V, 113, 121, 121V, 122, 122V, 123, 123V, 124, 124V, 125, 126 Semi-trailers 131, 131V, 0 0 5,0% ~~15% 15%~~7,5% 7,5% 132, 132V, 15% 33

Amendment 563 #

Proposal for a regulation
Annex I – paragraph 4 – subparagraph 4.3. – table 4.3.1

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 4320% 6455% 980% Heavy lorries > 7,4t 1s, 1, 2, 3 0 435% ~~64%~~ 55% 980% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 43 35% ~~64%~~ 55% 980% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 0 with special axle 43 35% 6455% 980% configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, ~~43%~~ 20% 6455% 980% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 0 coaches (rfpsg) C3, 32-DD, 43 20% 6455% 980% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% 15% 15%

Amendment 564 #

Proposal for a regulation
Annex I – paragraph 4 – subparagraph 4.3. – table 4.3.1

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg ~~Sub-~~ Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 4315% 6450% 970% Heavy lorries > 7,4t 1s, 1, 2, 3 0 430% 6450% 970% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 430% 6450% 970% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 430% 6450% 970% configurations Coaches ~~(rfsg)~~and 32-C2, 32- 0 interurban buses C3, 32-DD, (rfsg) 34-C2, 34- 15% 4350% ~~64% 9~~ 70% C3, 34-C2DD, ~~34-~~ ~~C3, 34-DD~~31-L2, 33-L2 Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, 4315% 6450% 970% 34-C2, 34- C3, 34-DD Trailers 0 0 7,5% 7,5% 7,5% Semi-trailers 0 0 15% 15% 15%

Amendment 565 #

Proposal for a regulation
Annex I – paragraph 4 – subparagraph 4.3. – table 4.3.1

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 43% 64% 90% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43% 64% 90% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 43% 64% 90% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43% 64% 90% configurations Coaches ~~(rfsg)~~ ~~32-C~~and 31-L2, 32- 0 0 Interurban Buses (rfsg) C2, 32-C3, ~~C3,~~ 32-DD, 33- 43% 64% 90% L2, 34-C2, 34-C3, 34- ~~C3, 34-~~DD Primary vehicles of ~~32-C2,~~ 31-L2, 32- 0 coaches ~~(rfpsg) C3,~~and C2, 32-C3, Interurban Buses 32-DD, 33- 43% 64% 90% (rfpsg) L2, 34-C2, ~~34-~~ 34-C3, 34- DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% 15% 15%

Amendment 566 #

Proposal for a regulation
ANNEX I – paragraph 4 – subparagraph 4.3. – table 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 435% 64% 90% Heavy lorries > 7,4t 1s, 1, 2, 3 0 435% 64% 90% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 435% 64% 90% 9-LH, 10- RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43 35% 64% 90% configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 43 35% 64% 90% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, 435% 64% 90% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% 15% 15%

Amendment 567 #

Proposal for a regulation
ANNEX I – paragraph 4 – subparagraph 4.3. – table 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 43% 64% 90% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43% 64% 90% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 43% 64% 90% 9-LH, 10- RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 43% 64% 90% configurations Coaches ~~(rfsg)~~and 3~~2-C~~1-L2, 32- 0 C3 C2, 32-DDC3, Interurban Buses 32-DD, 33- (rfsg) 43% 64% 90% L2, 34-C2, ~~34-~~ 34-C3, 34- DD Primary vehicles of 3~~2-C~~1-L2, 32- 0 coaches ~~(rfpsg)~~and C~~3, 32-DD,~~2, 32-C3, interurban buses 32-DD, 33- 43% 64% 90% (rfpsg) L2, 34-C2, 34-C23, 34- ~~C3, 34-~~ DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% 15% 15%

Amendment 568 #

Ulrike MÜLLER, Andreas GLÜCK

Proposal for a regulation
ANNEX I – paragraph 4 – subparagraph 4.3. – table 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 439% ~~64%~~70% 90%5% Heavy lorries > 7,4t 1s, 1, 2, 3 0 439% ~~64%~~70% 905% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 43 49% ~~64%~~70% 90%5% 9-LH, 10- RD, 10-LH H Vocational vehicles 4v, 5v, 9v, 0 and heavy lorries > 16 t 10v, 11, 1~~2, 16~~1v, ~~0 with special axle~~ 439% ~~64%~~70% 905% t with special axle 12, 12v, 16 configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 43 49% ~~64%~~70% 90%5% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, 43 49% ~~64%~~70% 90%5% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% 15% 15% ~~15%~~ Or. en Justification

Amendment 569 #

Proposal for a regulation
Annex I – paragraph 4 – subparagraph 4.3. – table 4.3.1

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 43% 64% 90% Heavy lorries > 7,4t 1s, 1, 2, 3 0 43% 64% 90% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 43% 64% 90% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 0 with special axle 43% 64% 90% configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 43% 64% 90% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 0 coaches (rfpsg) C3, 32-DD, 43% 64% 90% 34-C2, 34- C3, 34-DD Trailers 0 7, 5% 7, 5% 7, 5% Semi-trailers 0 1 5% 1 5% 1 5%

Amendment 570 #

Proposal for a regulation
ANNEX I – Paragraph 4 – Subparagraph 4.3. – Table 4.3.1.

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 4315% 6450% 970% Heavy lorries > 7,4t 1s, 1, 2, 3 0 430% 6450% 970% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 430% 6450% 970% 9-LH, 10-RD, 10-LH Heavy lorries > 16 t 11, 12, 16 0 with special axle 430% 6450% 970% configurations Coaches ~~(rfsg)~~and 3~~2-C2,~~ 1-L2, 32- 0 interurban buses C2, 32-C3, (rfsg) ~~C3,~~ 32-DD, 33- 4315% 6450% 970% L2, 34-C2, ~~34-~~ 34-C3, 34- DD Primary vehicles of ~~32-C2,~~ 31-L2, 32- 0 0 coaches ~~(rfpsg) C3,~~and C2, 32-C3, interurban buses 32-DD, 33- 4315% 6450% 970% (rfpsg) L2, 34-C2, ~~34-~~ 34-C3, 34- DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 15% 15% 15%

Amendment 571 #

Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers The following sub-groups sg shall be included in the calculation of the specific CO2 emissions CO2(X),, specific emissions targets T(X) and CO2 emissions trajectory ET(X)Y: Zero-emission vehicle mandates zevMsg ~~Sub-groups~~ Zero-emission vehicle mandates Reporting period of the years sg zevMsg before 2030 2030 – 2034 2035 – 2039 As from 2040 Urban heavy 31-LF, 31-L1, 31- 0 100% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE~~, 31-L2, 33-L2~~

Amendment 572 #

Proposal for a regulation
Annex I – paragraph 4 – subparagraph 4.3. – table 4.3.2

Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers The following sub-groups sg shall be included in the calculation of the specific CO2 emissions CO2(X),, specific emissions targets T(X) and CO2 emissions trajectory ET(X)Y: Zero-emission vehicle mandates zevMsg ~~Sub-groups~~ Zero-emission vehicle mandates Reporting period of the years sg zevMsg before 2030 2030 – 2034 2035 – 2039 As from 2040 Urban heavy 31-LF, 31-L1, 31- 0 100% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE~~, 31-L2, 33-L2~~

Amendment 573 #

Proposal for a regulation
Annex I – paragraph 4 – subparagraph 4.3. – table 4.3.2

4.3.2. The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods: Zero-emission vehicle mandates zevMsg ~~Sub-groups~~ Zero-emission vehicle mandates Reporting period of the years sg zevMsg before 2030 2030 – 2034 2035 – 2039 As from 2040 Urban heavy 31-LF, 31-L1, 31- 0 10 80% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE~~, 31-L2, 33-L2~~

Amendment 574 #

Silvia SARDONE, Isabella ADINOLFI, Marco CAMPOMENOSI, Rosanna CONTE, Elisabetta DE BLASIS, Gianna GANCIA, Danilo Oscar LANCINI, Maria Veronica ROSSI, Gianantonio DA RE

Proposal for a regulation
Annex I – paragraph 4 – subparagraph 4.3 – table 4.3.2

4.3.2. The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods: Zero-emission vehicle mandates zevMsg ~~Sub-groups~~ Zero-emission vehicle mandates Reporting period of the years sg zevMsg before 2030 2030 – 2034 2035 – 2039 As from 2040 Urban heavy 31-LF, 31-L1, 31- 0 10 70% 10 80% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE, 31-L2, 33-L2

Amendment 575 #

Proposal for a regulation
Annex I – paragraph 4 – subparagraph 4.3 – table 4.3.2

4.3.2. The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods: Zero-emission vehicle mandates zevMsg ~~Sub-groups~~ Zero-emission vehicle mandates Reporting period of the years sg zevMsg before 2030 2030 – 2034 2035 – 2039 As from 2040 Urban heavy 31-LF, 31-L1, 31- 0 1080% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE, 31-L2, 33-L2

Amendment 576 #

Proposal for a regulation
Annex I – paragraph 4 – subparagraph 4.3 – table 4.3.2

4.3.2. The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods: Zero-emission vehicle mandates zevMsg ~~Sub-groups~~ Zero-emission vehicle mandates Reporting period of the years sg zevMsg before 2030 2030 – 2034 2035 – 2039 As from 2040 Urban heavy 31-LF, 31-L1, 0 10 80% 100% 100% buses 31-DD, 33-LF, 33-L1, 33-DD, 35-FE, 39-FE~~, 31-L2, 33-L2~~

Amendment 577 #

Proposal for a regulation
Annex I – paragraph 4 – subparagraph 4.3 – table 4.3.2

4.3.2. The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods: Zero-emission vehicle mandates zevMsg ~~Sub-groups~~ Zero-emission vehicle mandates Reporting period of the years sg zevMsg before 2030 2030 – 2034 2035 – 2039 As from ~~2040~~ 2040 Urban heavy 31-LF, 31-L1, 31- 0 1080% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE~~, 31-L2, 33-L2~~

Amendment 578 #

Proposal for a regulation
Annex I – paragraph 4 – subparagraph 4.3 – table 4.3.2

4.3.2. The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods: Zero-emission vehicle mandates zevMsg ~~Sub-groups~~ Zero-emission vehicle mandates Reporting period of the years sg zevMsg before 2030 2030 – 2034 2035 – 2039 As from 2040 Urban heavy 31-LF, 31-L1, 31- 0 100% 100% 100% ~~buses~~ DD, 33-LF, 33- buses L1, 33-DD, 35- FE, 39-FE~~, 31-L2, 33-L2~~

Amendment 579 #

Proposal for a regulation
Annex I – paragraph 4 – subparagraph 4.3 – table 4.3.2

4.3.2. The following ~~zero-~~CO2 emission ~~vehicle~~reduction targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods:: Zero-emission vehicle mandates zevMsg ~~Sub-groups~~ Zero-emission vehicle mandates Reporting period of the years sg zevMsg before 2030 2030 – 2034 2035 – 2039 As from 2040 Urban heavy 31-LF, 31-L1, 31- 0 80% 1090% ~~100%~~Review Review ~~100%~~ buses DD, 33-LF, 33- clause clause L1, 33-DD, 35- FE, 39-FE, 31-L2, 33-L2

Amendment 580 #

Proposal for a regulation
ANNEX I – paragraph 4 – subparagraph 4.3. – table 4.3.2.

Amendment 581 #

Proposal for a regulation
ANNEX I – Paragraph 4 – Subparagraph 4.3. – Table 4.3.2.

4.3.2. The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods: Zero-emission vehicle mandates zevMsg ~~Sub-groups~~ Zero-emission vehicle mandates Reporting period of the years sg zevMsg before 2030 2030 – 2034 2035 – 2039 As from 2040 Urban heavy 31-LF, 31-L1, 31- 0 10 80% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE~~, 31-L2, 33-L2~~

Amendment 582 #

Proposal for a regulation
ANNEX I – paragraph 5 – subparagraph 5.1. - subparagraph 5.1.1

5.1.1. Target factors For each vehicle sub-group sg and reporting period of a year Y target factors shall be defined as follows: RETsg,Y = (1-rfsg,uY)+( rfsg,uY - rfsg,lY )× (uY – Y)/(uY – lY) RETpsg,Y = (1-rfpsg,uY)+( rfpsg,uY - rfpsg,lY )× (uY – Y)/(uY – lY) ZETsg,Y = (1-zevMsg,uY)+( zevMsg,uY - zevMsg,lY )× (uY – Y)/(uY – lY) Where, lY, uY are the values for the lower year and upper year in the set {rY, 2025, 2030, 2040} ~~defin~~for the sub-group indicated ing the ~~smallest intervall for which the condition lY ≤~~ column X = 2025 in the table of point 4.2. - in the set (rY, 2030, 2040) for all other sub-groups sg, defining the smallest intervall for which the condition lY ≤ Y < uY holds; rY is the year of the reference period applicable to the vehicle sub-group sg according to point 3.2; rfsg,lY, rfsg,uY are the CO2 reduction targets of the sub-group sg for new heavy duty vehiches of the years lY and uY according to point 4.3; rfpsg,lY, rfpsg,uY are the CO2 reduction targets of the sub-group sg for primary vehicles of new heavy duty vehiches of the years lY and uY according to point 4.3; zevMsg,lY, zevMsg,uY are the zero emissions vehicle mandates for new heavy duty vehiches of the years lY and uY according to point 4.3; For reporting years Y < rY, the values of RETsg,Y, RETpsg,Y and ZETsg,Y shall be set to 1 such that there is no contribution of the vehicle sub-group sg to the CO2 emissions trajectory.

Amendment 583 #

Proposal for a regulation
ANNEX I – paragraph 5 – table 5.2.

5.2. Calculation of the emission credits and debts in each reporting period For each manufacturer and each reporting period of the years Y from 2019 to 2040 the emission credits cCO2(X)Y and emission debts dCO2(X)Y, (X = NO, M), shall be the maximum of the following values and 0 (i.e. emission credits and debts cannot be negative): 2019 ≤ Y< 2025 2025 ≤ Y< 2030 2030 ≤ Y< 2040 cCO2(NO)Y [ET(2025)Y – [ET(NO)Y – CO2(NO)Y ]× [ET(NO)Y – CO2(NO)Y ]× CO2(2025)Y ]× V~~y Vy~~ (2025)y V(NO)y Vy V(NO)y dCO2(NO)Y 0 [CO2(2025)Y – [CO2(NO)Y – T(NO)Y]× Vy T(2025)Y]× V(2025)y V(NO)y cCO2(M)Y 0 [ET(M)Y – CO2(M)Y ]× Vy [ET(M)Y – CO2(M)Y ]× Vy V(M)y V(M)y dCO2(M)Y 0 0 [CO2(M)Y – T(M)Y]× Vy V(M)y Where, ET(X)Y is the manufacturer’s emission trajectory in the reporting period of the year Y determined in accordance with point 5.1 (X = 2025, NO, M); CO2(X)Y is the manufacturer’s average specific emissions in the reporting period of the year Y determined in accordance with point 2.7 (X = 2025, NO, M); T(X)Y is the manufacturer’s specific emission target in the reporting period of the year Y determined in accordance with point 4 (X = 2025, NO, M); VY (X)Y is the number of new heavy-duty vehicles of the manufacturer in the reporting period of the year Y. (X=2025, NO, M).

Amendment 584 #

Silvia SARDONE, Isabella ADINOLFI, Marco CAMPOMENOSI, Rosanna CONTE, Elisabetta DE BLASIS, Gianna GANCIA, Danilo Oscar LANCINI, Maria Veronica ROSSI, Gianantonio DA RE

Proposal for a regulation
ANNEX I – paragraph 5 – table 5.2.

5.2. Calculation of the emission credits and debts in each reporting period For each manufacturer and each reporting period of the years Y from 2019 to 2040 the emission credits cCO2(X)Y and emission debts dCO2(X)Y, (X = NO, M), shall be the maximum of the following values and 0 (i.e. emission credits and debts cannot be negative): 2019 ≤ Y< 2025 2025 ≤ Y< 2030 2030 ≤ Y< 2040 cCO2(NO)Y [ET(2025)Y – [ET(NO)Y – CO2(NO)Y ]× [ET(NO)Y – CO2(NO)Y ]× CO2(2025)Y ]× Vy (2025)y Vy (NO)y V(NO)y dCO2(NO)Y 0 [CO2(2025)Y – [CO2(NO)Y – T(NO)Y]× Vy T(2025)Y]× V(2025)y V(NO)y cCO2(M)Y 0 [ET(M)Y – CO2(M)Y ]× Vy [ET(M)Y – CO2(M)Y ]× Vy V(M)y V(M)y dCO2(M)Y 0 0 [CO2(M)Y – T(M)Y]× Vy V(M)y Where, ET(X)Y is the manufacturer’s emission trajectory in the reporting period of the year Y determined in accordance with point 5.1 (X = 2025, NO, M); CO2(X)Y is the manufacturer’s average specific emissions in the reporting period of the year Y determined in accordance with point 2.7 (X = 2025, NO, M); T(X)Y is the manufacturer’s specific emission target in the reporting period of the year Y determined in accordance with point 4 (X = 2025, NO, M); VY V(X)Y is the number of new heavy-duty vehicles of the manufacturer in the reporting period of the year Y. (X=2025, NO, M).

Amendment 585 #

Proposal for a regulation
Annex I – paragraph 6 a (new)

6 a. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCF shall be calculated according to the following method: 6.1. For CO2-Neutral Fuels, as defined in article 3 point (25) and used in compliance with Art. 4 bis, CCFi = 1; 6.2. For fuels other than CO2-Neutral Fuels, CCFi = 0; 6.3. For blends of CO2-Neutral Fuels and fuels other than CO2-Neutral Fuels, the CCF shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟏,𝒊 + 𝟏𝟎𝟎 𝟏𝟎𝟎 𝑪𝑪𝑭𝒊 = 𝟐 Where: CCFi is the Carbon Correction Factor for a specific blend of conventional and CO2-Neutral Fuel i SHARESn,i percentage of renewable fuel i reported in Shares database, referred to the last available reporting period n and calculated as the average share over all EU member states. SHARESn - 1,i percentage of renewable fuel i reported in Shares database, referred to the second last available reporting period n and calculated as the average share over all EU member states. The Shares database is accessible at: https://ec.europa.eu/eurostat/web/energy/ data/shares

Amendment 586 #

Pietro FIOCCHI, Alexandr VONDRA, Nicola PROCACCINI

Proposal for a regulation
Annex I – paragraph 6 a (new)

Amendment 587 #

Proposal for a regulation
Annex I – paragraph 6 a (new)

6 a. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCF shall be calculated according to the following method: 6.1. For CO2-Neutral Fuels, as defined in article 3 point (23 b), CCFi = 1. 6.2. For conventional and fossil fuels, CCFi = 0 6.3. For blends of conventional and CO2-Neutral Fuels, the CCF shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟏,𝒊 + 𝟏𝟎𝟎 𝟏𝟎𝟎 𝑪𝑪𝑭𝒊 = 𝟐 Where: CCFi is the Carbon Correction Factor for a specific blend of conventional and CO2-Neutral Fuel i used in the road transport sector SHARESn,i percentage of renewable fuel i reported in Shares database, referred to the last available reporting period n and calculated as the average share over all EU member states. SHARESn - 1,i percentage of renewable fuel i reported in Shares database, referred to the second last available reporting period n and calculated as the average share over all EU member states. The Shares database is accessible at: https://ec.europa.eu/eurostat/web/energy/ data/shares

Amendment 588 #

Nils TORVALDS, Emma WIESNER, Asger CHRISTENSEN, Erik POULSEN

Proposal for a regulation
Annex I – paragraph 6 a (new)

Amendment 589 #

Proposal for a regulation
Annex I – paragraph 6 a (new)

~~JustificationSustainable renewable fuels such as biogas should be taken into account in the regulation with the application of EU-level Carbon Correction Factors. Such factors would~~ 6 a. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCF shall be calculated according to the following method: 6.1. For ‘Renewable fuels eligible for CCF’, as defined in Article 3, point (23b new), CCFi = 1. 6.2. For conventional and fossil fuels, CCFi = 0.; 6.3. For blends of conventional fuels and renewable fuels eligible for CCF, the CCFi shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟐,𝒊 𝟏𝟎𝟎 + + 𝟏𝟎𝟎 𝟏𝟎𝟎 𝑪𝑪𝑭𝒊 = 𝟑 Where: CCFi is the Carbon Correction Factor for a specific blend of conventional fuel i and all renewable fuels eligible for CCF that can be used to replace it. SHARESn,i percentage of renewable fuels reported in the Shares database, referred in the last available reporting period n and calculated as the average share over all EU member states. SHARESn - 1,i percentage of renewable fuels reported in the Shares database, referred in the second last available reporting period n and calculated as the average share over all EU member states. SHARESn-2,i percentage of renewable fuels reported in the Shares database, referred in the third last available reporting period n and calculated as the average share over all EU member states. Or.en help increase the volumes of renewable fuels on the market, reducing emissions of existing and new vehicles.

Amendment 590 #

Proposal for a regulation
Annex I – paragraph 6 a (new)

f 6 a. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCF shall be calculated according to the following method: 6.1. For CO2-Neutral Fuels, as defined in article 3 point (25) and used in compliance with Art. 4 bis, CCFi = 1; 6.2. For fuels other than CO2-Neutral Fuels, CCFi = 0; 6.3. For blends of CO2-Neutral Fuels and fuels other than CO2-Neutral Fuels, the CCF shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟏,𝒊 + 𝟏𝟎𝟎 𝟏𝟎𝟎 𝑪𝑪𝑭𝒊 = 𝟐 Where: CCFi is the Carbon Correction Factor for a specific blend of conventional and CO2-Neutral Fuel i SHARESn,i percentage of renewable fuel i reported in Shares database, referred to the last available reporting period n and calculated as the average share over all EU member states. SHARESn - 1,i percentage of renewable fuel i reported in Shares database, referred to the second last available reporting period n and calculated as the average share over all EU member states. The Shares database is accessible at: https://ec.europa.eu/eurostat/web/energy/ data/shares

Amendment 591 #

Proposal for a regulation
Annex I – paragraph 6 a (new)

6 a. Total CO2 emissions savings achieved through the use of CO2 neutral fuels pursuant to Article 4a The total (origin) of all CO2 savings credits (credittotal) in g in year t pursuant to Art. 4a shall be calculated using the formula: credittotal,t = Σ(𝑓𝑢𝑒𝑙𝑘,𝑡×𝐶𝑂2𝑟𝑒𝑓×𝐶𝑂2𝑠𝑎𝑣𝑖𝑛𝑔𝑘)𝑘 + bankingt-1 The total (usage) of all CO2 savings credits is also calculated using the formula: credittotal,t = creditfleet,t + Σ𝑐𝑟𝑒𝑑𝑖𝑡𝑣𝑒ℎ𝑖𝑐𝑙𝑒,𝑗,𝑡𝑗 + bankingt The CO2 reduction amount in g credited in year t to the specific average emissions in accordance with Article 4 c) sentence 1 (reduction amountfleet) in g shall be calculated using the formula: 𝒄𝒓𝒆𝒅𝒊𝒕𝒇𝒍𝒆𝒆𝒕,𝒕 𝒓𝒆𝒅𝒖𝒄𝒕𝒊𝒐𝒏 𝒂𝒎𝒐𝒖𝒏𝒕𝒇𝒍𝒆𝒆𝒕,𝒕 = 𝜮𝒍𝒊𝒇𝒆𝒕𝒊𝒎𝒆𝒔𝒈 × 𝒕𝒌𝒎𝒔𝒈 × 𝒗𝒆𝒉𝒊𝒄𝒍𝒆𝒔 𝒔𝒈,𝒕𝒕 × 𝟏𝑴𝑷𝑾 𝒔𝒈 The amount of CO2 reduction allocated to an individual vehicle in year t in accordance with Article 4 c) sentence 2 (reduction amountvehicle,j,t) shall be calculated using the formula: 𝐜𝐫𝐞𝐝𝐢𝐭𝐟𝐥𝐞𝐞𝐭,𝐭 𝐫𝐞𝐝𝐮𝐜𝐭𝐢𝐨𝐧 𝐚𝐦𝐨𝐮𝐧𝐭𝐟𝐥𝐞𝐞𝐭,𝐭 = 𝚺𝐥𝐢𝐟𝐞𝐭𝐢𝐦𝐞𝐬𝐠 × 𝐭𝐤𝐦𝐬𝐠 × 𝐯𝐞𝐡𝐢𝐜𝐥𝐞𝐬 𝐬𝐠,𝐭𝐭 × 𝟏𝐌𝐏𝐖𝐬𝐠 where: 𝜮𝒌(.) is the total sum of all CO2 neutral fuels placed on the market across all fuel types; 𝜮𝒋(.) is the total sum of all CO2 reductions credited to individual vehicles pursuant toArticle 4 c) sentence 2 𝜮𝒔𝒈(.) is the total sum of all new vehicle subgroups in accordance with Table 1 Fuelk,t is the contributed or allocated quantity in MJ of an alternative fuel k placed on the market in year t CO2ref is the CO2 emission comparator for fossil fuels in g/MJ pursuant to Annex V of Directive (EU) 2018/2001 CO2savingk is the greenhouse gas emissions saving of each CO2 neutral fuel pursuant to Directive (EU) 2018/2001 in comparison to fossil fuels Bankingt are the certificates not credited and transferred by a manufacturer in year t creditfleet,t are the total emission reduction credits in g CO2 credited in year t pursuant to Article 4 c) sentence 1 creditvehicle j,t are the total emission reductions in g CO2 credited to vehicle j in year t pursuant to Article 4a lifetimesg is the average expected lifetime of newly registered vehicles of 13 years according to ACEA tkmsg is the annual mileage in tkm/a per vehicle subgroup in accordance with Table 4 vehiclesg,t is the annual new vehicle registrations by a manufacturer per vehicle subgroup in year t MPWsg is the weighting factor for mileage payload determined in accordance with no. 2.6.

Amendment 592 #

Andreas GLÜCK, Ulrike MÜLLER, Ondřej KNOTEK, Giuseppe FERRANDINO, Susana SOLÍS PÉREZ

6 a. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCF shall be calculated according to the following method: 6.1. For CO2-Neutral Fuels, as defined in Article 3, CCFi = 1; 6.2. For fuels other than CO2-Neutral Fuels, CCFi = 0; 6.3. For blends of CO2-Neutral Fuels and fuels other than CO2-Neutral Fuels, the CCF shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟏,𝒊 + 𝟏𝟎𝟎 𝟏𝟎𝟎 𝑪𝑪𝑭𝒊 = 𝟐 Where: CCFi is the Carbon Correction Factor for a specific blend of conventional fuel and all CO2-Neutral Fuels that can be used to replace it. SHARESn,i percentage of renewable fuel i reported in Shares database, referred to in the last available reporting period n and calculated as the average share over all EU member states. SHARESn - 1,i percentage of renewable fuel i reported in Shares database, referred to the second last available reporting period n and calculated as the average share over all EU member states. The Shares database is accessible at: https://ec.europa.eu/eurostat/web/energy/ data/shares

Amendment 593 #

Proposal for a regulation
Annex I – paragraph 6 a (new)

6 a. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCFi shall be calculated according to the following method: 6.1. When the share of CO2 neutral fuels is 100%, CCFi = 1. 6.2. When the share of CO2 neutral fuels is 0%, CCFi = 0. 6.3. For blends of CO2 Neutral Fuels and conventional fuels, the CCFi shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏;𝒊 𝑪𝑪𝑭𝒊 = 𝟏𝟎𝟎 Where: CCFi is the Carbon Correction Factor for a specific blend of CO2 neutral fuel i and conventional fuel. SHARESn;i is the percentage of CO2 neutral fuel i over the total consumption of fuel i, calculated from SHARES database.

Amendment 594 #