REPORT on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) No 510/2011 to define the modalities for reaching the 2020 target to reduce CO2 emissions from new light commercial vehicles
13.5.2013 - (COM(2012)0394 – C7‑0185/2012 – 2012/0191(COD)) - ***I
Committee on the Environment, Public Health and Food Safety
Rapporteur: Holger Krahmer
Rapporteur for the opinion (*):
Markus Pieper, Committee on Industry, Research and Energy
(*) Associated committee - Rule 50 of the Rules of Procedure
DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION
on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) No 510/2011 to define the modalities for reaching the 2020 target to reduce CO2 emissions from new light commercial vehicles
(COM(2012)0394 – C7‑0185/2012 – 2012/0191(COD))
(Ordinary legislative procedure: first reading)
The European Parliament,
– having regard to the Commission proposal to Parliament and the Council (COM(2012)0394),
– having regard to Article 294(2) and Article 192(1) of the Treaty on the Functioning of the European Union, pursuant to which the Commission submitted the proposal to Parliament (C7‑0185/2012),
– having regard to Article 294(3) of the Treaty on the Functioning of the European Union,
– having regard to the opinion of the European Economic and Social Committee of 12 December 2012[1],
– after consulting the Committee of the Regions,
– having regard to Rule 55 of its Rules of Procedure,
– having regard to the report of the Committee on the Environment, Public Health and Food Safety and the opinions of the Committee on Industry, Research and Energy and the Committee on Transport and Tourism (A7-0168/2013),
1. Adopts its position at first reading hereinafter set out;
2. Calls on the Commission to refer the matter to Parliament again if it intends to amend its proposal substantially or replace it with another text;
3. Instructs its President to forward its position to the Council, the Commission and the national parliaments.
Amendment 1 Proposal for a regulation Recital 1 a (new) | ||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||||||||
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(1a) Regulation (EU) No 510/2011 sets CO2 emission standards for new light commercial vehicles. As there is a direct link between CO2 emissions and fuel consumption, that Regulation has an important impact on the users of light commercial vehicles, which are often small businesses and fleets. In view of the burden arising from increasing fuel costs, the standards defined in that Regulation also aim to reduce fuel consumption and related costs for owners of light commercial vehicles in a cost-effective manner. | |||||||||||||||||||||||||||||||||||||||
Justification | ||||||||||||||||||||||||||||||||||||||||
It is important to aim at reducing CO2 emissions and fuel consumption. As fuel is an increasingly important business cost, typically representing a third of the costs of ownership and operation it is appropriate that this Regulation seeks to minimise fuel consumption in a cost-effective manner. | ||||||||||||||||||||||||||||||||||||||||
Amendment 2 Proposal for a regulation Recital 1 b (new) | ||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||||||||
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(1b) Altering targets too often creates uncertainty for the automotive industry and affects its global competitiveness. | |||||||||||||||||||||||||||||||||||||||
Amendment 3 Proposal for a regulation Recital 2 | ||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||||||||
(2) It is appropriate to clarify that for the purpose of verifying compliance with the target of 147 g CO2/km, CO2 emissions should continue to be measured in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information and its implementing measures and innovative technologies. |
(2) It is appropriate to clarify that for the purpose of verifying compliance with the target of 147 g CO2/km, CO2 emissions should continue to be measured in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information and its implementing measures and innovative technologies. However, studies carried out by the Commission have demonstrated that the test procedures used to measure CO2 emissions under that Regulation have not prevented an increased utilisation of flexibilities by manufacturers which have resulted in alleged CO2 emissions reductions that are not attributable to technological improvements and cannot be achieved in real driving on the road. Regulation (EC) No 715/2007, and the New European Drive Cycle (NEDC), should therefore be amended as a matter of urgency, in order to ensure that test procedures give an accurate picture of the CO2 emissions generated by real driving on the road. The next step should be to incorporate the World Light Duty Test Procedure (WLTP), which is currently being developed under the auspices of the United Nations Economic Commission for Europe, into Union law as soon as possible after it has been finalised. | |||||||||||||||||||||||||||||||||||||||
Amendment 4 Proposal for a regulation Recital 4 | ||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||||||||
(4) In recognition of the disproportionate impacts on the smallest manufacturers resulting from the compliance with the specific emissions targets defined on the basis of the utility of the vehicle, high administrative burden of the derogation procedure and only marginal benefit in terms of CO2 reduction of the vehicles sold by these manufacturers, producers responsible annually for less than 500 new light commercial vehicles are excluded from the scope of the specific emissions target and the excess emissions premium. |
(4) In recognition of the disproportionate impacts on the smallest manufacturers resulting from the compliance with the specific emissions targets defined on the basis of the utility of the vehicle, high administrative burden of the derogation procedure and only marginal benefit in terms of CO2 reduction of the vehicles sold by these manufacturers, producers responsible annually for less than 1000 new light commercial vehicles are excluded from the scope of the specific emissions target and the excess emissions premium. | |||||||||||||||||||||||||||||||||||||||
Amendment 5 Proposal for a regulation Recital 6 | ||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||||||||
(6) To enable the automotive industry to carry out long-term investments and innovation it is desirable to provide indications of how this Regulation should be amended for the period beyond 2020. These indications should be based on an assessment of the necessary rate of reduction in line with the Union's long term climate goals and the implications for the development of cost effective CO2 reducing technology for cars. It is therefore desirable for these aspects to be reviewed, the Commission to make a report and if appropriate proposals made for targets beyond 2020. |
(6) To enable the automotive industry to carry out long-term investments and innovation it is desirable to provide indications of how this Regulation should be amended for the period beyond 2020. These indications should be based on an assessment of the necessary rate of reduction in line with the Union's long term climate goals and the implications for the development of cost effective CO2 reducing technology for cars. It is therefore desirable to set a target for 2025 in this Regulation, within an indicative range of 105g to 120g CO2/km as average emissions for new light commercial vehicles and for the Commission to complete a review on the modalities for reaching such a target in a cost-effective manner. | |||||||||||||||||||||||||||||||||||||||
Amendment 6 Proposal for a regulation Recital 6 a (new) | ||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||||||||
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(6a) Super-credits are an important tool for manufacturers in generating technological change and in providing an incentive to invest in innovative low emission technologies. They are also an effective instrument in achieving the aims of Regulation (EU) No 510/2011 without imposing additional burdens on Union taxpayers. Many kinds of alternative power train systems can be promoted through the use of super-credits. The super-credits scheme should therefore be extended beyond 2018, as provided for in Regulation (EU) No 510/2011. | |||||||||||||||||||||||||||||||||||||||
Amendment 7 Proposal for a regulation Recital 10 | ||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||||||||
(10) The Regulation requires the Commission to carry out an impact assessment in order to review the test procedures to reflect adequately the real CO2 emissions behaviour of cars. This work is proceeding through the development of a World Light Duty Test procedure in the framework of the United Nations Economic Commission for Europe but is not yet complete. In view of this, Annex I to Regulation (EC) No 443/2009 establishes emission limits for 2020 as measured according to Regulation (EC) No 715/2007 and Annex XII to Regulation (EC) No 692/2008. When the test procedures are amended, the limits set in Annex I should be adjusted to ensure comparable stringency for manufacturers and classes of vehicles. |
(10) The Regulation requires the Commission to carry out an impact assessment in order to review the test procedures to reflect adequately the real CO2 emissions behaviour of cars. This work is proceeding through the development of a World Light Duty Test procedure (WLTP) in the framework of the United Nations Economic Commission for Europe but is not yet complete. In view of this, and considering the insufficiency of the current test cycle, a new test cycle that reflects adequately the actual emissions of cars should be developed swiftly, ruling out divergent interpretations and deviations among Member States. In order to ensure that this Regulation delivers the anticipated reduction in emissions, the test procedure should if feasible be changed not later than 1 January 2017 to the WLTP and incorporated into Union law. The Commission should consider whether there is a need to supplement the WLTP, by incorporating additional provisions, when integrating it into Union law in order to ensure that test procedures give an accurate picture of the emissions generated by real driving on the road. Where the WLTP is applied not later than 2017 for the purposes of this Regulation, the limits set in Annex I should be adjusted to ensure comparable stringency for manufacturers and classes of vehicles. If the WLTP is not adopted by 1 January 2017, the Commission should, at the earliest opportunity, amend the Union measurement procedures provided for in Regulation (EC) No 715/2007 to take account of the actual on-road CO2 emissions of vehicles. | |||||||||||||||||||||||||||||||||||||||
Amendment 8 Proposal for a regulation Recital 10 a (new) | ||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||||||||
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(10a) It is appropriate to assess the need to move away from CO2 emission targets and replace them with fuel efficiency targets, as CO2 emission targets fail to take into account harmful emissions from modern internal combustion engines. The Commission should therefore submit a report on this issue. | |||||||||||||||||||||||||||||||||||||||
Amendment 9 Proposal for a regulation Recital 10 b (new) | ||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||||||||
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(10b) Greenhouse gas emissions related to energy supply and vehicle manufacturing and disposal are significant components of the current overall road transport carbon footprint and are likely to significantly increase in importance in the future. Policy action should therefore be taken to guide manufacturers towards optimal solutions taking account in particular of greenhouse gas emissions associated with the generation of energy supplied to vehicles such as electricity and alternative fuels and ensuring that these upstream emissions do not erode the benefits related to the improved operational energy use of vehicles aimed for under this Regulation. To that effect, it is appropriate that the Commission consider, in the future review of this Regulation for the period beyond 2020, a regulatory approach that takes account of greenhouse gas emissions associated with energy supply and the life cycle of the vehicle. | |||||||||||||||||||||||||||||||||||||||
Amendment 10 Proposal for a regulation Article 1 – point 1 a (new) Regulation (EU) No 510/2011 Article 1 – paragraph 2a (new) | ||||||||||||||||||||||||||||||||||||||||
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Amendment 11 Proposal for a regulation Article 1 – point 2 Regulation (EU) No 510/2011 Article 2 – paragraph 4 | ||||||||||||||||||||||||||||||||||||||||
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Amendment 12 Proposal for a regulation Article 1 – point 2 a (new) Regulation (EU) No 510/2011 Article 3 – paragraph 1 – point h | ||||||||||||||||||||||||||||||||||||||||
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Amendment 13 Proposal for a regulation Article 1 – point 2 b (new) Regulation Regulation (EU) No 510/2011 Article 5 | ||||||||||||||||||||||||||||||||||||||||
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Amendment 14 Proposal for a regulation Article 1 – point 2 c (new) Regulation (EU) No 510/2011 Article 5 a (new) | ||||||||||||||||||||||||||||||||||||||||
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Justification | ||||||||||||||||||||||||||||||||||||||||
Speed limit devices are a very cost-effective way to reduce fuel consumption and would enable manufacturers to meet the reduction targets in this regulation at much lower cost. | ||||||||||||||||||||||||||||||||||||||||
Amendment 15 Proposal for a regulation Article 1 – point 2 d (new) Regulation (EU) No 510/2011 Article 8 – paragraph 4 a (new) | ||||||||||||||||||||||||||||||||||||||||
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Amendment 16 Proposal for a regulation Article 1 – point 2 e (new) Regulation (EC) No 510/2011 Article 8 – paragraph 4 b (new) | ||||||||||||||||||||||||||||||||||||||||
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Justification | ||||||||||||||||||||||||||||||||||||||||
A number of sources provide information about the real world fuel consumption data. These include: data gathered and reported by individuals on their own fuel consumption; fuel consumption monitoring of lease vehicles; tests carried out by consumer/motoring organisations. Information from these and other sources can be brought together to provide a picture of how the divergence between real world and type approval fuel consumption is altering and to enable comparison between the performance of different manufacturers' vehicles. | ||||||||||||||||||||||||||||||||||||||||
Amendment 17 Proposal for a regulation Article 1 – point 3 a (new) Regulation (EU) No 510/2011 Article 12 – paragraph 1 | ||||||||||||||||||||||||||||||||||||||||
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Justification | ||||||||||||||||||||||||||||||||||||||||
Limits cannot be placed on innovative technologies. | ||||||||||||||||||||||||||||||||||||||||
Amendment 18 Proposal for a regulation Article 1 – point 3 b (new) Regulation (EU) No 510/2011 Article 12 – paragraph 2 – introductory part | ||||||||||||||||||||||||||||||||||||||||
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Amendment 19 Proposal for a regulation Article 1 – point 3 c (new) Regulation (EU) No 510/2011 Article 12 – paragraph 4 a (new) | ||||||||||||||||||||||||||||||||||||||||
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Justification | ||||||||||||||||||||||||||||||||||||||||
Regulation (EU) No. 510/2011 states that, to realise the Community objective, CO2 savings achieved through the use of innovative technologies will be considered. However, only one application of this nature has to date been submitted. Matters may be improved by reviewing approval procedures so as to facilitate applications and by issuing a manual. | ||||||||||||||||||||||||||||||||||||||||
Amendment 20 Proposal for a regulation Article 1 – point 4 – point a Regulation (EU) No 510/2011 Article 13 – paragraph 1 | ||||||||||||||||||||||||||||||||||||||||
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Amendment 21 Proposal for a regulation Article 1 – point 4 – point b – indent - 1 (new) Regulation (EU) No 510/2011 Article 13 – paragraph 6 – subparagraph 1 | ||||||||||||||||||||||||||||||||||||||||
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Amendment 22 Proposal for a regulation Article 1 – point 4 – point b – indent - 1 a (new) Regulation (EU) No 510/2011 Article 13 – paragraph 6 – subparagraph 1 a (new) | ||||||||||||||||||||||||||||||||||||||||
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Amendment 23 Proposal for a regulation Article 1 – point 4 – point b – indent - 1 b (new) Regulation (EU) No 510/2011 Article 13 – paragraph 6 – subparagraph 1 b (new) | ||||||||||||||||||||||||||||||||||||||||
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Amendment 24 Proposal for a regulation Article 1 – point 5 Regulation (EU) No 510/2011 Annex I – point 1 – point c | ||||||||||||||||||||||||||||||||||||||||
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Justification | ||||||||||||||||||||||||||||||||||||||||
Correction - error in the Commission Proposal |
- [1] OJ C 44, 15.2.2013, p.109.
EXPLANATORY STATEMENT
In 2011, the European Parliament and the Council adopted Regulation (EU) 510/2011, which aims to reduce CO2 emissions from new light commercial vehicles. Article 13(1) of the Regulation requires the Commission to confirm the feasibility of the long-term fleet average target of 147 g CO2 per km from 2020 and to set out the modalities to reach the target. In adopting its proposal COM(2012) 394 of 11 July 2012, the Commission has fulfilled the demand of the co-legislators and has confirmed that the 147g target laid down in Article 1(2) of the Regulation (EU) is feasible.
2020 target
Your rapporteur considers that this long-term target of 147g CO2/km, to be applied from 2020, should not be changed. It is an ambitious target which was agreed only in 2011, less than two years prior to the adoption of the Commission proposal confirming its feasibility. Your rapporteur therefore fully supports the Commission proposal confirming the 2020 target as being technically feasible. For the following reasons, your Rapporteur opposes any amendment of the existing long-term-target of 147 g CO2/km:
· since the 147g target was agreed there has not been any change in environmental or economic circumstances that would justify a change in the ambition level at this stage;
· Article 13(1) of Regulation (EU) 510/2011, gives the Commission the mandate to confirm the feasibility of the long term target. It clearly was not the intention of this provision that the Commission might propose a more ambitious target. Therefore, it is consistent with the wording and spirit of Article 13(1) not to change the long-term target as laid down in the existing Regulation;
· manufacturers also need planning certainty. The 2020 CO2 emissions target was agreed only two years ago; any further changes at this stage would only undermine this legitimate need for certainty;
· the long development cycle of light commercial vehicles must be taken into consideration whenever determining targets for CO2 emissions. Manufacturers are already in the late stages of planning in relation to vehicles to be put on the market in 2020. A change to the target at this stage would impact negatively on the production cycles of manufacturers;
· a change to the target would also undermine the general credibility of long-term targets since the character of a long-term target itself is by definition that it remains in place over the long term (i.e. the term from 2011 until 2020).;
· although studies claim that the 2020 target could be more ambitious, there are also studies that conclude that the 147g target is too ambitious. There is no well-established case therefore, for changing the target in either direction;
· lack of data: until now there has been a lack of data particularly in relation to so-called "multi-stage vehicles". Sufficient monitoring data will not be able before 2014. New targets should not be discussed without having sufficient and reliable data available;
· another factor to be taken into account is the current economic situation which is driven by a financial crisis. No further economic burdens should therefore be put on European manufacturers through the setting of more ambitious targets;
· more ambitious targets might increase investment costs (for example, research and development) on the part of manufacturers. N1 vehicles are typically used by craftspeople, courier and express delivery services and many retailers such as florists, restaurateurs, the majority of whom are SMEs. The review of the legislation should not result in the imposition of any additional burdens on SMEs;
· your rapporteur respects the agreement on the long-term target which was reached after lengthy and difficult negotiations between the European Parliament and the Council in 2011.
Super-Credits
Super credits are additional credits for low emission vehicles. In the current Regulation (EU) 510/2011 each low emission vehicle which emits less then 50g CO2/km gains extra credit for the manufacturer's fleet. Under Regulation (EU) 510/2011 the super-credit scheme will expire in 2018. Although super-credits are part of the new Commission proposal concerning CO2 emissions from passenger cars they are not included in the current proposal concerning CO2 emissions from light commercial vehicles. However, your rapporteur considers that super-credits are an important tool to stimulate the placing on the market of low emission vehicles and to motivate manufacturers to develop low CO2 emission technologies. Since it is not yet known what will be the leading low emission technology in the future the super-credit scheme should be maintained. At the same time, it does not require any additional financial resources and thus does not burden taxpayers.
Eco-Innovations
Your rapporteur welcomes the approach of the Commission to maintain eco-innovations in the proposal. New innovations should be supported and the proposal provides a clear incentive for this. The authorisation process should be simplified and efficient technologies should always be supported.
OPINION of the Committee on Industry, Research and Energy (*) (20.03.2013)
for the Committee on the Environment, Public Health and Food Safety
on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) No 510/2011 to define the modalities for reaching the 2020 target to reduce CO2 emissions from new light commercial vehicles
(COM(2012)0394 – C7‑0185/2012 – 2012/0191(COD))
Rapporteur: Markus Pieper
SHORT JUSTIFICATION
In 2011 the European Parliament and the Council adopted legislation (Regulation (EU) N° 510/2011) setting emissions target of 147 g CO2/km from 2020 for new light commercial vehicles (N1 category) registered in the Union for the first time and that have not previously been registered outside the Union, except for a limited period.
The Regulation also provided:
A phasing-in period with a specific emissions target of 175 g CO2/km between 2014 and 2017: in 2014, 70% of a manufacturer's fleet will have to comply with it, 75% in 2015, 80% in 2016 and 100% from 2017 onwards;
Super credits for each new light commercial vehicle with emissions of CO2 of less than 50 g CO2/km;
Penalties ("Excess emissions premium") for the manufacturer which fail to meet the CO2 targets;
Derogations for smaller manufacturers with a production of less than 22,000 new light commercial vehicles registered in the Union per year;
Eco-innovation contribution for the manufacturer applying innovative technologies to reduce the CO2 targets.
The indicative specific emissions of CO2 for each new light commercial vehicle, is measured on the basis of the vehicle's mass, measured in grams per kilometre.
The mandatory targets for 2020 included in existing legislation require implementation. Following the technical analysis made for the impact assessment, the technologies to meet the target of 147 g CO2/km may be reached by 2020.
The present Commission's legislative proposal, amending regulation (EU) N° 510/2011, establishes the modalities by which the targets would be achieved. The proposed actions can be summarized as follows:
· the feasibility of 2020 CO2 target for vans is confirmed;
· the target would continue to be set on the basis of the vehicle's mass and its relative limit value curve;
· Eco-innovations and Excess emissions premium would continue to be applied;
· the smallest manufacturers, producing fewer than 500 vans per year, would be exempted from meeting the target;
· the regulation would be reviewed by the end of 2014 in order to set new reduced CO2 targets for the period beyond 2020.
The rapporteur welcomes the proposal by the Commission which confirmed the feasibility of the 2020 targets and suggests not to present amendments to the 147 g CO2/km target, which still represents an ambitious benchmark in times of restructuring the sector.
The rapporteur would hence like to respect the compromise that has been achieved less than two years ago and would like to remind that, compared to the 2007 average of 203 g CO2/km, the target of 147 g CO2/km represents a reduction 28% and greater investments in new technologies by manufacturers.
However, these investments will have an impact on the price of the vehicles (up to 10% price increase) and an impact on small and medium-sized enterprises (SMEs), for which the light commercial vehicles are an important work tool. In the current economic context, SMEs will consider very carefully whether it is worthwhile replacing their old vehicle and investing in a new one.
The rapporteur believes that a general outlook for the period beyond 2020 is useful but considers that setting such targets in the framework of the review of the Regulation in 2014 should be postponed to earliest 2018. This is because the new test procedure is not yet defined and will probably not be defined before the new test cycle WLTP, and the relevant test procedures, are available. Nonetheless, sufficient time should remain in order to ensure planning security for industry.
Concerning super credits, the rapporteur disagrees with the Commission proposal not to prolong the relative provisions after 2017. Yet, the Rapporteur sees them as an important incentive, in particular for engineers, to develop and apply new, efficient technologies, which should not be limited to electric vehicles. The same should apply to the concept of eco-innovation-systems: these should be maintained in the proposal and support innovative efficient technologies in a more effective manner.
AMENDMENTS
The Committee on Industry, Research and Energy calls on Committee on the Environment, Public Health and Food Safety, as the committee responsible, to incorporate the following amendments in its report:
Amendment 1 Proposal for a regulation Recital 1 a (new) | ||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||
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(1a) If targets are altered too often, it creates uncertainty for the automotive industry and affects its global competitiveness. | |||||||||||||||||||||||||||||||||
Amendment 2 Proposal for a regulation Recital 2 | ||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||
(2) It is appropriate to clarify that for the purpose of verifying compliance with the target of 147 g CO2/km, CO2 emissions should continue to be measured in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information and its implementing measures and innovative technologies. |
(2) It is appropriate to clarify that for the purpose of verifying compliance with the target of 147 g CO2/km, CO2 emissions should continue to be measured in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information and its implementing measures and innovative technologies. However, studies carried out by the Commission have demonstrated that the test procedures used to measure CO2 emissions under that Regulation have not prevented an increased utilisation of flexibilities by manufacturers which have resulted in alleged CO2 emissions reductions that are not attributed to technological improvements and cannot be achieved in real driving on the road. Therefore, Regulation (EC) No 715/2007 should be reviewed as a matter of urgency in order to ensure that test procedures reflect adequately the real CO2 emissions behaviour of cars. | |||||||||||||||||||||||||||||||||
Amendment 3 Proposal for a regulation Recital 3 | ||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||
According to the technical analysis made for the impact assessment, the technologies to meet the target of 147 g CO2/km are available and the required reductions may be achieved at a lower cost than estimated in the previous analysis carried out previous to the adoption of Regulation (EU) No 510/2011. In addition, the distance between the current average specific emissions of CO2 from new light commercial vehicles and the target has also decreased. Therefore, the feasibility of the target of 147 g CO2/km to be reached by 2020 is confirmed. |
According to the technical analysis made for the impact assessment, the technologies to meet the target of 147 g CO2/km are available and the required reductions may be achieved. Therefore, the feasibility of the target of 147 g CO2/km to be reached by 2020 is confirmed. In light of the economic crisis and the restructuring of the car manufacturing sector, it is important, however, that the target can be achieved without posing an additional burden on industry's competitiveness internationally. | |||||||||||||||||||||||||||||||||
Justification | ||||||||||||||||||||||||||||||||||
Achieving the 147 g/km goal is still an ambitious target. | ||||||||||||||||||||||||||||||||||
Amendment 4 Proposal for a regulation Recital 6 | ||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||
To enable the automotive industry to carry out long-term investments and innovation it is desirable to provide indications of how this Regulation should be amended for the period beyond 2020. These indications should be based on an assessment of the necessary rate of reduction in line with the Union's long term climate goals and the implications for the development of cost effective CO2 reducing technology for cars. It is therefore desirable for these aspects to be reviewed, the Commission to make a report and if appropriate proposals made for targets beyond 2020. |
To enable the automotive industry to carry out long-term investments and innovation it is desirable to provide indications of how this Regulation should be amended for the period beyond 2020. These indications should be based on an assessment of the necessary rate of reduction in line with the Union's long term climate goals and the implications for the development of cost effective CO2 reducing technology for cars. It is therefore desirable for these aspects to be reviewed and that the Commission comes up with a proposal for targets beyond 2020 before the expiration of this Regulation. In order to guarantee planning security, such a proposal shall not take place before 2018, since the implementation of such targets shall be based on a new test cycle and the relevant test procedures, to be applied for the purpose of measuring specific CO2 emissions and for monitoring the target only after 2020. | |||||||||||||||||||||||||||||||||
Justification | ||||||||||||||||||||||||||||||||||
A post-2020 goal should only be determined after an evaluation of the concrete advancements under this Regulation has been made. | ||||||||||||||||||||||||||||||||||
Amendment 5 Proposal for a regulation Recital 10 | ||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||
(10) The Regulation requires the Commission to carry out an impact assessment in order to review the test procedures to reflect adequately the real CO2 emissions behaviour of cars. This work is proceeding through the development of a World Light Duty Test procedure in the framework of the United Nations Economic Commission for Europe but is not yet complete. In view of this, Annex I to Regulation (EC) No 443/2009 establishes emission limits for 2020 as measured according to Regulation (EC) No 715/2007 and Annex XII to Regulation (EC) No 692/2008. When the test procedures are amended, the limits set in Annex I should be adjusted to ensure comparable stringency for manufacturers and classes of vehicles. |
(10) The Regulation requires the Commission to carry out an impact assessment in order to review the test procedures to reflect adequately the real CO2 emissions behaviour of cars. This work is proceeding through the development of a World Light Duty Test procedure in the framework of the United Nations Economic Commission for Europe but is not yet complete. In the view of this, and given that the existing test cycle does not sufficiently reflect the actual emissions of cars and vans on the road, the swift development of an improved test cycle is crucial. When the current test procedures, set out in Annex I to Regulation (EC) No 443/2009, which establishes emission limits for 2020 as measured according to Regulation (EC) No 715/2007 and Annex XII to Regulation (EC) No 692/2008, are amended, the limits set in Annex I should be adjusted to ensure comparable stringency for manufacturers and classes of vehicles. | |||||||||||||||||||||||||||||||||
Amendment 6 Proposal for a regulation Recital 10 a (new) | ||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||||||||||||||
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(10a) It is appropriate to assess the need to move away from CO2 emission targets and replace them with fuel efficiency targets, as CO2 emission targets fail to take into account harmful emissions from modern internal combustion engines. The Commission is therefore called upon to submit a report on this issue. | |||||||||||||||||||||||||||||||||
Amendment 7 Proposal for a regulation Article 1 – point 2 a (new) Regulation (EU) No 510/2011 Article 5 | ||||||||||||||||||||||||||||||||||
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Amendment 8 Proposal for a regulation Article 1 – point 3 a (new) Regulation (EU) No 510/2011 Article 12 – paragraph 1 | ||||||||||||||||||||||||||||||||||
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Justification | ||||||||||||||||||||||||||||||||||
Limits cannot be placed on innovative technologies. | ||||||||||||||||||||||||||||||||||
Amendment 9 Proposal for a regulation Article 1 – point 3 b (new) Regulation (EU) No 510/2011 Article 12 – paragraph 4 a (new) | ||||||||||||||||||||||||||||||||||
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Justification | ||||||||||||||||||||||||||||||||||
Regulation (EU) No. 510/2011 states that, to realise the Community objective, CO2 savings achieved through the use of innovative technologies will be considered. However, only one application of this nature has to date been submitted. Matters may be improved by reviewing approval procedures so as to facilitate applications and by issuing a manual. | ||||||||||||||||||||||||||||||||||
Amendment 10 Proposal for a regulation Article 1 – point 4 – point a Regulation (EU) No 510/2011 Article 13 – paragraph 1 | ||||||||||||||||||||||||||||||||||
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Amendment 11 Proposal for a regulation Article 1 – point 4 – point a a (new) Regulation (EU) No 510/2011 Article 13 – paragraph 4 a (new) | ||||||||||||||||||||||||||||||||||
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Amendment 12 Proposal for a regulation Article 1 – point 4 – point b – indent 2 Regulation (EU) No 510/2011 Article 13 – paragraph 6 – subparagraph 3 | ||||||||||||||||||||||||||||||||||
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Justification | ||||||||||||||||||||||||||||||||||
In order to guarantee planning security to industry, the regulatory test procedure shall remain until the new one is fully developed, implemented and until sufficient data is available. Only then should a new test procedure apply. | ||||||||||||||||||||||||||||||||||
Amendment 13 Proposal for a regulation Article 1 – point 5 Regulation (EU) No 510/2011 Annex I – point 1 (c) (new) | ||||||||||||||||||||||||||||||||||
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Justification | ||||||||||||||||||||||||||||||||||
Typing mistake by the Commission |
PROCEDURE
Title |
Modalities for reaching the 2020 target to reduce CO2 emissions from new light commercial vehicles |
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References |
COM(2012)0394 – C7-0185/2012 – 2012/0191(COD) |
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Committee responsible Date announced in plenary |
ENVI 11.9.2012 |
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Opinion by Date announced in plenary |
ITRE 11.9.2012 |
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Associated committee(s) - date announced in plenary |
17.1.2013 |
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Rapporteur Date appointed |
Markus Pieper 25.10.2012 |
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Discussed in committee |
23.1.2013 |
20.2.2013 |
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Date adopted |
19.3.2013 |
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Result of final vote |
+: –: 0: |
36 12 1 |
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Members present for the final vote |
Zigmantas Balčytis, Ivo Belet, Bendt Bendtsen, Jan Březina, Reinhard Bütikofer, Maria Da Graça Carvalho, Giles Chichester, Jürgen Creutzmann, Pilar del Castillo Vera, Christian Ehler, Adam Gierek, Robert Goebbels, Fiona Hall, Jacky Hénin, Kent Johansson, Romana Jordan, Krišjānis Kariņš, Lena Kolarska-Bobińska, Bogdan Kazimierz Marcinkiewicz, Judith A. Merkies, Angelika Niebler, Jaroslav Paška, Aldo Patriciello, Vittorio Prodi, Miloslav Ransdorf, Teresa Riera Madurell, Michèle Rivasi, Salvador Sedó i Alabart, Francisco Sosa Wagner, Konrad Szymański, Britta Thomsen, Ioannis A. Tsoukalas, Marita Ulvskog, Vladimir Urutchev, Adina-Ioana Vălean, Kathleen Van Brempt |
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Substitute(s) present for the final vote |
António Fernando Correia de Campos, Ioan Enciu, Françoise Grossetête, Jolanta Emilia Hibner, Yannick Jadot, Seán Kelly, Eija-Riitta Korhola, Holger Krahmer, Werner Langen, Vladko Todorov Panayotov, Markus Pieper, Vladimír Remek |
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Substitute(s) under Rule 187(2) present for the final vote |
Oldřich Vlasák |
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OPINION of the Committee on Transport and Tourism (28.3.2013)
for the Committee on the Environment, Public Health and Food Safety
on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) No 510/2011 to define the modalities for reaching the 2020 target to reduce CO2 emissions from new light commercial vehicles
(COM(2012)0394 – C7‑0185/2012 – 2012/0191(COD))
Rapporteur: Eider Gardiazábal Rubial
SHORT JUSTIFICATION
Passenger cars and vans together account for more than half of total greenhouse gas emissions from the transport sector in Europe. While greenhouse emissions from other sectors are generally falling, those from transport have increased by 23% since 1990.
The 2020 target for vans of 147 g CO2/km implies reductions in annual fuel consumption of 17% compared with the 2017 target of 175 g. It is expected to stimulate research and innovation in the automotive sector, promoting green growth and jobs and improving the international competitiveness of the EU industry, while reducing EU's dependency on oil imports.
According to the technical analysis made for the impact assessment, the technologies to meet the target of 147 g CO2/km are available and the required reductions may be achieved at a lower cost than estimated in the previous analysis carried out previous to the adoption of Regulation (EU) No 510/2011. In addition, the distance between the current average specific emissions of CO2 from new light commercial vehicles and the target has also decreased.
Given the wide support for the aims of this legislative proposal, your Rapporteur is proposing a limited number of amendments with the broad aim of strengthening its objectives:
i) Post-2020 target
A weakness of the Commission’s proposal is the lack of a post-2020 vision. While it may not be possible to predict the exact path that technological improvement will take to 2025, setting a target for 2025 would (a) provide planning and investment certainty for the automotive industry; (b) stimulate the market for ultra-low carbon vehicles; (c) preserve the EU’s global leadership in making cleaner fuel efficient vehicles; and (d) send a clear political signal on the need for continued emission reductions. The European Parliament has an opportunity to steer the debate on the post-2020 period.
Your Rapporteur proposes a 2025 target within a range of 100 g CO2/km to 115 g CO2/km. A precise target should be proposed by the Commission in the legislative proposal to be submitted by the end of 2014 in the light of the expected uptake by the market of low-emission technologies. It should be noted that in the US, a target for 2025 has already been set.
ii) Discrepancies between type-approval and real-world emissions (test cycle)
An important area of concern is the growing gap between type-approval and real-world emissions from vans. From literature review and information from type approval authorities and test houses, it is clear that flexibilities are increasingly being used to lower CO2/km emissions of new vehicles. For vans, it is estimated that the application of flexibilities in the last decade has led to a reduction of registered type approval CO2 emissions by around 7% (bandwidth 3,5 - 10,5%), accounting for at least 1/3 of the estimated reductions achieved in the period from 2002 to 2010 (12,5 g/km out of 35,5 g/km reduction).[1]
The possible impact of increased utilisation of flexibilities is not only relevant from a regulatory point of view. Reductions on the type approval test that are not resulting from technological improvements to vehicles do not result in reduction of the fuel consumption in real-world driving. This means that vehicles do not deliver end-users the promised fuel cost reductions, leading to consumer misinformation. Consumer disappointment with real-world fuel consumption figures may ultimately lead to reduced support for the European CO2 reduction policy. Also, varying levels of utilisation of flexibilities by different manufacturers may lead to unfair competition.
Your Rapporteur stresses the need to amend Regulation (EC) No 715/2007[2] in order to ensure that test procedures reflect adequately the emissions generated by real driving on the road. A number of amendments are proposed to address this issue.
AMENDMENTS
The Committee on Transport and Tourism calls on the Committee on the Environment, Public Health and Food Safety, as the committee responsible, to incorporate the following amendments in its report:
Amendment 1 Proposal for a regulation - amending act Recital 2 | |||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||
(2) It is appropriate to clarify that for the purpose of verifying compliance with the target of 147 g CO2/km, CO2 emissions should continue to be measured in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information and its implementing measures and innovative technologies. |
(2) It is appropriate to clarify that for the purpose of verifying compliance with the target of 147 g CO2/km, CO2 emissions should continue to be measured in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information and its implementing measures and innovative technologies. However, studies carried out by the Commission have demonstrated that the test procedures used to measure CO2 emissions under that Regulation have not prevented an increased utilisation of flexibilities by manufacturers which have resulted in alleged CO2 emissions reductions that are not attributed to technological improvements and cannot be achieved in real driving on the road. Therefore, Regulation (EC) No 715/2007 should be reviewed as a matter of urgency, at the latest by the end of 2014, in order to ensure that test procedures give an accurate picture of the CO2 emissions generated by real driving on the road. | ||||||||||||||||||||||||||||||||||||
Amendment 2 Proposal for a regulation - amending act Recital 2 a (new) | |||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||
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(2a) Recognising that most industry sectors in the European Union have made great efforts to reduce CO2 emissions and increase efficiency, producers of light commercial vehicles need also to become more efficient in order to achieve ambitious European climate targets. | ||||||||||||||||||||||||||||||||||||
Amendment 3 Proposal for a regulation - amending act Recital 2 b (new) | |||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||
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(2b) More ambitious CO2 reduction targets are feasible, but producers need legal guidance in order to invest in environmental and fuel saving technologies without having to accept competitive disadvantages. | ||||||||||||||||||||||||||||||||||||
Amendment 4 Proposal for a regulation - amending act Recital 4 | |||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||
(4) In recognition of the disproportionate impacts on the smallest manufacturers resulting from the compliance with the specific emissions targets defined on the basis of the utility of the vehicle, high administrative burden of the derogation procedure and only marginal benefit in terms of CO2 reduction of the vehicles sold by these manufacturers, producers responsible annually for less than 500 new light commercial vehicles are excluded from the scope of the specific emissions target and the excess emissions premium. |
(4) In recognition of the disproportionate impacts on the smallest manufacturers resulting from the compliance with the specific emissions targets defined on the basis of the utility of the vehicle, high administrative burden of the derogation procedure and only marginal benefit in terms of CO2 reduction of the vehicles sold by these manufacturers, producers responsible annually for less than 1000 new light commercial vehicles are excluded from the scope of the specific emissions target and the excess emissions premium. | ||||||||||||||||||||||||||||||||||||
Amendment 5 Proposal for a regulation - amending act Recital 4 a (new) | |||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||
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(4a) Increasing fuel costs are becoming a major problem for European businesses whereas the European Union imports most of the oil used in the transport sector. A reduction in fuel consumption would help both the businesses and the Union by decreasing oil dependency. | ||||||||||||||||||||||||||||||||||||
Amendment 6 Proposal for a regulation - amending act Recital 6 a (new) | |||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||
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(6a) In order to accelerate the market uptake of ultra-low carbon vehicles, it is necessary to develop across the Union an adequate infrastructure for the supply of alternative fuels and electric power to vehicles, including a dense network of charging points at all appropriate locations such as residences, workplaces, shopping areas and main roads. | ||||||||||||||||||||||||||||||||||||
Amendment 7 Proposal for a regulation Recital 9 | |||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||
(9) The Commission has assessed the availability of footprint data and its use as the utility parameter in the formulae in Annex I. This data is available and its potential use has been assessed in the impact assessment, on the basis of that assessment it is concluded that the utility parameter used in the formula for 2020 should be mass. |
(9) The Commission should assess further the availability of data on utility parameters other than mass and its use as the utility parameter in the formulae in Annex I. | ||||||||||||||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||||||||||||||
The use of utility parameters other than mass would counter the tendency for vehicles to get heavier and heavier and promote the building of lighter vehicles, for which there is currently no incentive. | |||||||||||||||||||||||||||||||||||||
Amendment 8 Proposal for a regulation - amending act Recital 10 | |||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||
(10) The Regulation requires the Commission to carry out an impact assessment in order to review the test procedures to reflect adequately the real CO2 emissions behaviour of cars. This work is proceeding through the development of a World Light Duty Test procedure in the framework of the United Nations Economic Commission for Europe but is not yet complete. In view of this, Annex I to Regulation (EC) No 443/2009 establishes emission limits for 2020 as measured according to Regulation (EC) No 715/2007 and Annex XII to Regulation (EC) No 692/2008. When the test procedures are amended, the limits set in Annex I should be adjusted to ensure comparable stringency for manufacturers and classes of vehicles. |
(10) The Regulation requires the Commission to carry out an impact assessment in order to review the test procedures to reflect adequately the real CO2 emissions behaviour of cars. This work is proceeding through the development of a World Light Duty Test (WLTP) procedure in the framework of the United Nations Economic Commission for Europe, which should be integrated, as soon as possible after it has been finalised, into Union legislation. The Commission should consider the need to supplement the WLTP by additional provisions when integrating it into Union law in order to ensure that test procedures reflect adequately the emissions generated by real driving on the road. In view of this, Annex I to Regulation (EC) No 443/2009 establishes emission limits for 2020 as measured according to Regulation (EC) No 715/2007 and Annex XII to Regulation (EC) No 692/2008. When the test procedures are amended, the limits set in Annex I should be adjusted to ensure comparable stringency for manufacturers and classes of vehicles. | ||||||||||||||||||||||||||||||||||||
Amendment 9 Proposal for a regulation - amending act Recital 10 a (new) | |||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||
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(10a) Greenhouse gas emissions related to energy supply and vehicle manufacturing and disposal are significant components of the current overall road transport carbon footprint which are likely to significantly increase in importance in the future. Policy action should therefore be taken to guide manufacturers towards optimal solutions taking account in particular of greenhouse gas emissions associated with the generation of energy supplied to vehicles and ensuring that these emissions do not erode the benefits related to the improved operational energy use of vehicles aimed by this Regulation. To that effect, it is appropriate that the Commission consider, in the future review of this Regulation for the period beyond 2020, a regulatory approach that takes account of greenhouse gas emissions associated with energy supply and the life cycle of the vehicle. | ||||||||||||||||||||||||||||||||||||
Amendment 10 Proposal for a regulation - amending act Article 1 – point 1 a (new) Regulation (EC) No 510/2011 Article 1 – paragraph 2 a (new) | |||||||||||||||||||||||||||||||||||||
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Amendment 11 Proposal for a regulation - amending act Article 1 – point 2 Regulation (EU) No 510/2011 Article 2 – paragraph 4 | |||||||||||||||||||||||||||||||||||||
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Amendment 12 Proposal for a regulation - amending act Article 1 – point 2 a (new) Regulation (EU) No 510/2011 Article 5 | |||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||
In order to reduce vehicle running costs and meet the environmental targets laid down in this proposal, super-credits should be an effective incentive to develop other kinds of clean vehicle (electric, hybrid, etc.). Doing away with the proposed ceiling will prompt manufacturers to maximise the number of clean vehicles placed on the market and will address the issue of fuel prices for businesses. | |||||||||||||||||||||||||||||||||||||
Amendment 13 Proposal for a regulation - amending act Article 1 – point 2 b (new) Regulation (EC) No 510/2011 Article 8 – paragraph 4 a (new) | |||||||||||||||||||||||||||||||||||||
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Amendment 14 Proposal for a regulation - amending act Article 1 – point 2 c (new) Regulation (EC) No 510/2011 Article 8 – paragraph 4 b (new) | |||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||
A number of sources provide information about the real world fuel consumption data. These include: data gathered and reported by individuals on their own fuel consumption; fuel consumption monitoring of lease vehicles; tests carried out by consumer/motoring organisations. Information from these and other sources can be brought together to provide a picture of how the divergence between real world and type approval fuel consumption is altering and to enable comparison between the performance of different manufacturers' vehicles. | |||||||||||||||||||||||||||||||||||||
Amendment 15 Proposal for a regulation - amending act Article 1 – point 4 – point a Regulation (EC) No 510/2011 Article 13 – paragraph 1 | |||||||||||||||||||||||||||||||||||||
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Amendment 16 Proposal for a regulation - amending act Article 1 – point 4 – point b a (new) Regulation (EC) No 510/2011 Article 13 – paragraph 6 – subparagraph 1 a (new) | |||||||||||||||||||||||||||||||||||||
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Amendment 17 Proposal for a regulation - amending act Article 1 – point 4 – point b b (new) Regulation (EC) No 510/2011 Article 13 – paragraph 6 – subparagraph 1 b (new) | |||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||
It is essential that the vehicle on which conformity of production is being verified have a coast down test performed on it to establish its aerodynamic and rolling resistance and provide the values to be used for the dynamometer test which forms part of the conformity of production test. This would replace the current situation where the dynamometer settings from the original test vehicle are used. This is because experimental evidence suggests that it is often not possible to replicate the original coast down test values with a production vehicle. | |||||||||||||||||||||||||||||||||||||
Amendment 18 Proposal for a regulation - amending act Article 1 – point 4 – point b c (new) Regulation (EC) No 510/2011 Article 13 – paragraph 6 a (new) | |||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||
Energy using devices are not currently activated during the test procedures, for example air conditioning and lights are turned off. |
PROCEDURE
Title |
Modalities for reaching the 2020 target to reduce CO2 emissions from new light commercial vehicles |
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References |
COM(2012)0394 – C7-0185/2012 – 2012/0191(COD) |
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Committee responsible Date announced in plenary |
ENVI 11.9.2012 |
|
|
|
|
Opinion by Date announced in plenary |
TRAN 11.9.2012 |
||||
Rapporteur Date appointed |
Eider Gardiazábal Rubial 21.9.2012 |
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Discussed in committee |
19.2.2013 |
25.3.2013 |
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|
Date adopted |
26.3.2013 |
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Result of final vote |
+: –: 0: |
36 5 0 |
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Members present for the final vote |
Magdi Cristiano Allam, Inés Ayala Sender, Georges Bach, Izaskun Bilbao Barandica, Philip Bradbourn, Antonio Cancian, Michael Cramer, Joseph Cuschieri, Philippe De Backer, Luis de Grandes Pascual, Christine De Veyrac, Saïd El Khadraoui, Ismail Ertug, Carlo Fidanza, Knut Fleckenstein, Jacqueline Foster, Mathieu Grosch, Jim Higgins, Dieter-Lebrecht Koch, Bogusław Liberadzki, Eva Lichtenberger, Marian-Jean Marinescu, Gesine Meissner, Hubert Pirker, Dominique Riquet, Vilja Savisaar-Toomast, Olga Sehnalová, Brian Simpson, Keith Taylor, Silvia-Adriana Ţicău, Giommaria Uggias, Patricia van der Kammen, Dominique Vlasto |
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Substitute(s) present for the final vote |
Spyros Danellis, Markus Ferber, Karl-Heinz Florenz, Eider Gardiazábal Rubial, Ádám Kósa, Bogdan Kazimierz Marcinkiewicz, Geoffrey Van Orden, Sabine Wils |
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- [1] See studies carried out for the Commission: http://ec.europa.eu/clima/policies/transport/vehicles/cars/docs/report_2012_en.pdf
http://ec.europa.eu/clima/policies/transport/vehicles/cars/docs/note_2012_en.pdf - [2] Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information
PROCEDURE
Title |
Modalities for reaching the 2020 target to reduce CO2 emissions from new light commercial vehicles |
||||
References |
COM(2012)0394 – C7-0185/2012 – 2012/0191(COD) |
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Date submitted to Parliament |
11.7.2012 |
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|
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Committee responsible Date announced in plenary |
ENVI 11.9.2012 |
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|
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Committee(s) asked for opinion(s) Date announced in plenary |
ITRE 11.9.2012 |
IMCO 11.9.2012 |
TRAN 11.9.2012 |
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|
Not delivering opinions Date of decision |
IMCO 18.9.2012 |
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Associated committee(s) Date announced in plenary |
ITRE 17.1.2013 |
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Rapporteur(s) Date appointed |
Holger Krahmer 8.10.2012 |
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Discussed in committee |
18.2.2013 |
24.4.2013 |
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Date adopted |
7.5.2013 |
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Result of final vote |
+: –: 0: |
53 4 1 |
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Members present for the final vote |
Sophie Auconie, Pilar Ayuso, Sandrine Bélier, Sergio Berlato, Lajos Bokros, Franco Bonanini, Martin Callanan, Nessa Childers, Yves Cochet, Tadeusz Cymański, Chris Davies, Esther de Lange, Anne Delvaux, Bas Eickhout, Edite Estrela, Karl-Heinz Florenz, Elisabetta Gardini, Matthias Groote, Jolanta Emilia Hibner, Karin Kadenbach, Christa Klaß, Eija-Riitta Korhola, Holger Krahmer, Jo Leinen, Peter Liese, Kartika Tamara Liotard, Zofija Mazej Kukovič, Linda McAvan, Vladko Todorov Panayotov, Gilles Pargneaux, Andrés Perelló Rodríguez, Mario Pirillo, Pavel Poc, Frédérique Ries, Anna Rosbach, Oreste Rossi, Dagmar Roth-Behrendt, Kārlis Šadurskis, Carl Schlyter, Richard Seeber, Bogusław Sonik, Salvatore Tatarella, Thomas Ulmer, Glenis Willmott, Sabine Wils, Marina Yannakoudakis |
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Substitute(s) present for the final vote |
Julie Girling, Rebecca Harms, Miroslav Mikolášik, Alojz Peterle, Britta Reimers, Michèle Rivasi, Rebecca Taylor, Marita Ulvskog, Vladimir Urutchev, Kathleen Van Brempt, Andrea Zanoni |
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Substitute(s) under Rule 187(2) present for the final vote |
Jens Nilsson |
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Date tabled |
13.5.2013 |
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