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{ENVI}Committee on the Environment, Public Health and Food Safety
2012/0191(COD)
{30/01/2013}30.1.2013
***I
DRAFT 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
(COM(2012)0394 C70185/2012 2012/0191(COD))
{ENVI}Committee on the Environment, Public Health and Food Safety
Rapporteur: Holger Krahmer
Rapporteur (*)
Markus Pieper, Committee on Industry, Research and Energy
(*) Associated Committee - Rule 50 of the Rules of Procedure
TITLE \* MERGEFORMAT PR_COD_1amCom
Symbols for procedures * Consultation procedure
*** Consent procedure
***I Ordinary legislative procedure (first reading)
***II Ordinary legislative procedure (second reading)
***III Ordinary legislative procedure (third reading)
(The type of procedure depends on the legal basis proposed by the draft act.)
Amendments to a draft actIn amendments by Parliament, amendments to draft acts are highlighted in bold italics. Highlighting in normal italics is an indication for the relevant departments showing parts of the draft act which may require correction when the final text is prepared for instance, obvious errors or omissions in a language version. Suggested corrections of this kind are subject to the agreement of the departments concerned.
The heading for any amendment to an existing act that the draft act seeks to amend includes a third line identifying the existing act and a fourth line identifying the provision in that act that Parliament wishes to amend. Passages in an existing act that Parliament wishes to amend, but that the draft act has left unchanged, are highlighted in bold. Any deletions that Parliament wishes to make in such passages are indicated thus: [...].
CONTENTS
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TOC \t "PageHeading;1" DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION PAGEREF _Toc347737505 \h 5
EXPLANATORY STATEMENT PAGEREF _Toc347737506 \h 15
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 C70185/2012 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 Article294(2) and Article192(1) of the Treaty on the Functioning of the European Union, pursuant to which the Commission submitted the proposal to Parliament (C70185/2012),
having regard to Article294(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,
after consulting the Committee of the Regions,
having regard to Rule55 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 (A7-0000/2013),
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 - amending act
Recital 3
Text proposed by the CommissionAmendment(3) 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.(3) 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. However, recently published studies also show that the target of 147 g CO2/km remains over-ambitious. In the light of the current economic crisis, no further regulatory burdens in this area should be imposed upon manufacturers in the Union.Or. {EN}en
Amendment 2
Proposal for a regulation - amending act
Recital 6
Text proposed by the CommissionAmendment(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 Regulation (EU) No 510/2011 could 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 for the Commission to prepare a report and if appropriate, adopt proposals for targets beyond 2020. In order to ensure planning certainty for manufacturers however, such a proposal should not be made before 2018, since the determination of such targets should be based on a new test cycle and relevant test procedures which are due to be adopted in 2014. This should ensure that sufficient and reliable data is collected in the period from 2014 to 2018 so that any proposal for new targets for the period beyond 2020 is well-founded.Or. {EN}en
Amendment 3
Proposal for a regulation - amending act
Recital 6 a (new)
Text proposed by the CommissionAmendment(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. All 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.Or. {EN}en
Amendment 4
Proposal for a regulation - amending act
Recital 10 a (new)
Text proposed by the CommissionAmendment(10a) The New European Driving Cycle (NEDC) is scheduled to be replaced by the new test cycle Worldwide Harmonised Light Duty Test Procedure (WLTP) in 2014. Any possible post-2020 targets should therefore be determined based on the WLTP once it is fully defined and operational. In the event that the WLTP is not fully defined and operational by 31 December 2017, any possible new targets should be determined in accordance with the test cycle in place at that time. Any change to the existing targets should be brought about in accordance with the ordinary legislative procedure.Or. {EN}en
Amendment 5
Proposal for a regulation - amending act
Article 1 point 2a (new)
Regulation (EU) No 510/2011
Article 3 paragraph 1 point h
Text proposed by the CommissionAmendment(2a) In Article 3(1), point (h) shall be replaced by the following:(h) specific emissions of CO2 means the CO2 emissions of a light commercial vehicle measured in accordance with Regulation (EC) No 715/2007 and specified as the CO2 mass emissions (combined) in the certificate of conformity of the complete or completed vehicle; for the purposes of applying this point, any amendments to the measurement procedures laid down in Regulation (EC) No 715/2007 and Regulation (EC) No 692/2008 entering into force as of 1 January 2013 shall apply with effect from 1 January 2021.Or. {EN}en
Amendment 6
Proposal for a regulation - amending act
Article 1 point 2b (new)
Regulation (EU) No 510/2011
Article 5
Text proposed by the CommissionAmendment(2b) Article 5 shall be replaced by the following:Article 5Super-creditsIn calculating the average specific emissions of CO2, each new light commercial vehicle with specific emissions of CO2 of less than 75 g CO2 /km shall be counted as: 3,5 light commercial vehicles in 2014, 3,5 light commercial vehicles in 2015, 2,5 light commercial vehicles in 2016, 2 light commercial vehicles from 2017, 1 light commercial vehicle from 2025.Super-credits accumulated during the period 2017-2025 may be used in any year within that period for the purposes of calculating the average specific emissions of CO2.For the duration of the super-credits scheme, the maximum number of new light commercial vehicles, with specific emissions of CO2 of less than 75 g CO2/km, to be taken into account in the application of the multipliers set out in the first paragraph shall not exceed 50 000 light commercial vehicles per manufacturer.Or. {EN}en
Amendment 7
Proposal for a regulation - amending act
Article 1 point 2 c (new)
Regulation (EU) No 510/2011
Article 8 paragraph 4
Text proposed by the CommissionAmendment(2c) In Article 8, paragraph 4 shall be replaced by the following:(4) The Commission shall keep a central register of the data reported by Member States under this Article and this register shall be publicly available.By 30 June 2013 and each subsequent year, the Commission shall provisionally calculate the following for each manufacturer:(a) the average specific emissions of CO2 in the preceding calendar year;(b) the specific emissions target in the preceding calendar year; (c) the difference between its average specific emissions of CO2 in the preceding calendar year as calculated pursuant to point (a) and its specific emissions target for that year.In addition, by 30 June each year, starting in 2017 and continuing up to and including 2025, the Commission shall provisionally calculate the following for each manufacturer:(a) the average specific emissions of CO2 in the preceding calendar year without taking into account the super-credits referred to in Article 5,(b) the difference between its average specific emissions of CO2 in the preceding calendar year as calculated pursuant to point (a) and its specific emissions target for that year.The Commission shall notify each manufacturer of its provisional calculation for that manufacturer. The notification shall include data for each Member State on the number of new light commercial vehicles registered and their specific emissions of CO2.Or. {EN}en
Amendment 8
Proposal for a regulation - amending act
Article 1 point 2 d (new)
Regulation (EU) No 510/2011
Article 8 paragraph 5
Text proposed by the CommissionAmendment(2d) In Article 8, paragraph 5 shall be replaced by the following:(5) A manufacturer may, within three months of being notified of the provisional calculation under paragraph 4, notify the Commission of any errors in the data, specifying the MemberState in which it considers that the error occurred.From 2017 to 2025 inclusive, each manufacturer shall, within three months of being notified of the provisional calculation under paragraph 4, inform the Commission whether the Commission should take account of the super-credit referred to in Article 5 for the purpose of calculating its average specific emissions of CO2 in the previous calendar year.Or. {EN}en
Amendment 9
Proposal for a regulation - amending act
Article 1 point 4 point a
Regulation (EU) No 510/2011
Article 13 paragraph 1
Text proposed by the CommissionAmendmentBy 31 December 2014, the Commission shall review the specific emissions targets, modalities and other aspects of this Regulation in order to establish the CO2 emission targets for new light commercial vehicles for the period beyond 2020.From 1 January 2018 at the earliest, the Commission shall, where appropriate, review the specific emissions targets, modalities and other aspects of this Regulation in order to establish the CO2 emission targets for new light commercial vehicles for the period beyond 2020 based on the new test procedure and test cycle referred to in Article 13(6) or if not available, based on a fully defined and operational test procedure in place at that time.Or. {EN}en
Amendment 10
Proposal for a regulation - amending act
Article 1 point 4 point b indent 2
Regulation (EU) No 510/2011
Article 13 paragraph 6 subparagraph 4
Text proposed by the CommissionAmendment the third subparagraph is replaced by the following: the fourth* subparagraph is replaced by the following: In order to reflect any change in the regulatory test procedure for the measurement of specific CO2 emissions, the Commission shall adapt the formulae set out in Annex I by means of delegated acts in accordance with Article 15, and subject to the conditions laid down in Articles 16 and 17 while ensuring that reduction requirements of comparable stringency for manufacturers and vehicles of different utility are required under the old and new test procedures.The regulatory test procedure and test cycle applicable on 1 January 2013 pursuant to Regulation (EC) No 715/2007, and Annex III and XII to Regulation (EC) No 692/2008 shall remain the basis for measuring the specific emissions target as set out in Annex I, point 1, point (c). Any new test procedure and test cycle to replace that existing test procedure and test cycle shall be fully defined and operational by 31 December 2017. Sufficient monitoring data from that new test procedure and test cycle shall also be available by that date. The Commission shall thereafter examine the possibility of introducing new targets for the period beyond 2020 and, where appropriate, shall make a proposal in accordance with the ordinary legislative procedure.
__________________* The numbering of this subparagraph is incorrect in the Commission proposal. It is the fourth subparagraph of Article 13(6) which is being amended.Or. {EN}en
Amendment 11
Proposal for a regulation - amending act
Article 1 point 5
Regulation (EU) No 510/2011
Annex I point 1 point (c)
Text proposed by the CommissionAmendment(c) from 2020:(c) from 2020:Indicative specific emissions of CO2 = 147 + a (M M0)Indicative specific emissions of CO2 = 147 + a (M M0)Where:Where:M = mass of the vehicle in kilograms (kg)M = mass of the vehicle in kilograms (kg)M0 = the value adopted pursuant to Article 13(2)M0 = the value adopted pursuant to Article 13(5)a = 0,096.a = 0,096.Or. {EN}en
Justification
Correction - error in the Commission Proposal
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.
Post-2020 target
Your rapporteur proposes not to introduce a new target for the period beyond 2020 until at least 1 January 2018, at which point a new test cycle should be fully operational. The new test cycle WLTP (Worldwide Harmonised Light Duty Test Procedure) is not available yet but is foreseen for adoption in 2014. The WLTP will change the basis for the determination of CO2 targets and it is not yet clear how changes in the test cycles will influence the CO2 emissions measured. As soon as the new test cycle is available, sufficient and reliable emission data will need to be collected over a period of years to ensure that any new targets are well-founded.
Technological developments and a possible decrease of CO2 emissions must also be monitored before considering a post 2020 target. At this stage, technological developments cannot be predicted for the period beyond 2020. It is also still unclear to what extent there will be market acceptance of alternative technologies. There are a number of technology scenarios available at present worldwide and whilst technology switch is a possibility, is also not clear how this will influence the total CO2 emissions of the vehicles. Therefore, more data should be collected to monitor CO2 emissions before a new target is discussed.
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.
In order also to include bigger light commercial vehicles and to give producers an incentive to develop alternative technologies in heavier vehicle categories, the threshold should be lifted to 75 grams.
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.
Test Cycle
It is foreseen that the NEDC (New European Driving Cycle) will be replaced by the WLTP (Worldwide Harmonized Light Duty Vehicle Test) in 2014. As a result of this change, the outcome of testing and the measuring of CO2 emissions will change. The Commission proposes to adapt the 147 g target in accordance with the WLTP test cycle through delegated acts. Your rapporteur proposes to keep the NEDC cycle as a reference for the 2020 target and proposes to change the reference test cycle in connection with a possible post-2020 target. This should not be proposed before 2018. Any new target, even if adjusted, should be set down based on sufficient monitoring data and should always be decided by way of the ordinary legislative procedure.
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