REPORT on the proposal for a regulation of the European Parliament and of the Council setting emission performance standards for new passenger cars and for new light commercial vehicles as part of the Union's integrated approach to reduce CO₂emissions from light-duty vehicles and amending Regulation (EC) No 715/2007 (recast)

18.9.2018 - (COM(2017)0676 – C8‑0395/2017 – 2017/0293(COD)) - ***I

Committee on the Environment, Public Health and Food Safety
Rapporteur: Miriam Dalli
(Recast – Rule 104 of the Rules of Procedure)

Amendments

Procedure : 2017/0293(COD)

Document stages in plenary

Document selected :

A8-0287/2018

Texts tabled :

A8-0287/2018

Debates :

PV 02/10/2018 - 15
CRE 02/10/2018 - 15
PV 26/03/2019 - 18
CRE 26/03/2019 - 18

Votes :

PV 03/10/2018 - 9.5
CRE 03/10/2018 - 9.5
Explanations of votes
PV 27/03/2019 - 18.5

Texts adopted :

P8_TA(2018)0370
P8_TA(2019)0304

DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION
ANNEX: LETTER FROM THE COMMITTEE ON LEGAL AFFAIRS
ANNEX: OPINION OF THE CONSULTATIVE WORKING PARTY OF THE LEGAL SERVICES OF THE EUROPEAN PARLIAMENT, THE COUNCIL AND THE COMMISSION
OPINION of the Committee on Transport and Tourism
PROCEDURE – COMMITTEE RESPONSIBLE
FINAL VOTE BY ROLL CALL IN COMMITTEE RESPONSIBLE

DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION

on the proposal for a regulation of the European Parliament and of the Council setting emission performance standards for new passenger cars and for new light commercial vehicles as part of the Union's integrated approach to reduce CO₂emissions from light-duty vehicles and amending Regulation (EC) No 715/2007 (recast)

(COM(2017)0676 – C8‑0395/2017 – 2017/0293(COD))

(Ordinary legislative procedure – recast)

The European Parliament,

– having regard to the Commission proposal to Parliament and the Council (COM(2017)0676),

– 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 (C8-0395/2017),

– having regard to Article 294(3) of the Treaty on the Functioning of the European Union,

– having regard to the Interinstitutional Agreement of 28 November 2001 on a more structured use of the recasting technique for legal acts[1],

– having regard to the letter of 14 March 2018 sent by the Committee on Legal Affairs to the Committee on the Environment, Public Health and Food Safety in accordance with Rule 104(3) of its Rules of Procedure,

– having regard to Rules 104 and 59 of its Rules of Procedure,

– having regard to the report of the Committee on the Environment, Public Health and Food Safety and the opinion of the Committee on Transport and Tourism (A8-0287/2018),

A. whereas, according to the Consultative Working Party of the legal services of the European Parliament, the Council and the Commission, the Commission proposal does not include any substantive amendments other than those identified as such in the proposal and whereas, as regards the codification of the unchanged provisions of the earlier acts together with those amendments, the proposal contains a straightforward codification of the existing texts, without any change in their substance;

1. Adopts its position at first reading hereinafter set out, taking into account the recommendations of the Consultative Working Party of the legal services of the European Parliament, the Council and the Commission;

2. Calls on the Commission to refer the matter to Parliament again if it replaces, substantially amends or intends to substantially amend its proposal;

3. Instructs its President to forward its position to the Council, the Commission and the national parliaments.

Amendment 2

Proposal for a regulation

Recital 3

Text proposed by the Commission

Amendment

(3) The European Strategy for Low-Emission Mobility¹⁶ sets a clear ambition: by mid-century, greenhouse gas emissions from transport will need to be at least 60% lower than in 1990 and be firmly on the path towards zero. Emissions of air pollutants from transport that harm our health need to be drastically reduced without delay. Emissions from conventional combustion engines will need to further reduce after 2020. Zero- and low emission vehicles will need to be deployed and gain significant market share by 2030.

(3) Transport is the only major sector in the Union where greenhouse gas emissions are still rising. In order to meet the Union's commitments made at the 21st Conference of the Parties to the United Nations Framework Convention on Climate Change (UNFCCC), held in Paris in 2015, the decarbonisation of the entire transport sector needs to be accelerated and greenhouse gas emissions from that sector should be firmly on the path towards zero-emission by mid-century. Emissions of air pollutants from transport that significantly harm our health, and the environment, need also to be drastically reduced without delay. Emissions from conventional combustion engines will need to be further reduced after 2020. Zero- and low emission vehicles will need to be deployed and gain significant market share by 2030.

Amendment 2

Proposal for a regulation

Recital 4 a (new)

Text proposed by the Commission

Amendment

(4a) The development of research, supply, processing and production strategies into light-weight component construction developments is crucial for advancement in a low-carbon transition in the automotive sector. There is a growing body of research into natural-fibre raw materials and their composites as part of a wider emerging role for the bio-economy and the renewable, recyclable and sustainable products it can produce. Those developments need to be framed around an understanding of the limitations concerning natural resources, land availability and hence the need to offering sustainable end-of-life solutions.

Justification

Notwithstanding the technology-neutral way context, it is the electric vehicles that are seen as solution for a low-carbon transition in the sector. Light weight of the such vehicles is a crucial element, and bio and bio-composite components offer these attributes.

Amendment 3

Proposal for a regulation

Recital 4 b (new)

Text proposed by the Commission

Amendment

(4b) A socially acceptable and just transition towards zero-emission mobility by mid-century requires changes in the whole automotive value chain, taking into consideration the potential adverse effect on citizens and regions in all Member States. It is important to consider the social effects of the transition and to be proactive in addressing the implications on jobs. It is of paramount importance, therefore, that current measures are also accompanied by targeted programmes at Union, national and regional levels for re-skilling, up-skilling and redeployment of workers, as well as education and job-seeking initiatives in adversely affected communities and regions conducted in close dialogue with the social partners and competent authorities.

Amendment 4

Proposal for a regulation

Recital 4 c (new)

Text proposed by the Commission

Amendment

(4c) A successful transition to zero- emission mobility requires a common policy framework for vehicles, infrastructures, electricity grids, sustainable battery production, supply and recycling, where economic and employment incentives are working together across Union, national, regional and local levels and are supported by stronger Union funding instruments.

Amendment 5

Proposal for a regulation

Recital 6

Text proposed by the Commission

Amendment

(6) The European Council Conclusions of October 2014 endorsed a greenhouse gas emissions reduction of 30% by 2030 compared to 2005 for the sectors that are not part of the European Union emissions trading system. Road transport provides a major contribution to the emissions of those sectors, and its emissions remain significantly above 1990 levels. If the road transport emissions increase further, it will offset reductions made by other sectors to combat climate change.

(6) Road transport emissions remain significantly above 1990 levels, offsetting reductions made by other sectors to combat climate change.

Amendment 6

Proposal for a regulation

Recital 9

Text proposed by the Commission

Amendment

(9) An evaluation of Regulations (EC) No 443/2009 and (EU) No 510/2011 in 2015 concluded that those Regulations have been relevant, broadly coherent, and have generated significant emissions savings, whilst being more cost-effective than originally anticipated. They have also generated significant added value for the Union that could not have been achieved to the same extent through national measures. However, that evaluation also concluded that actual CO₂ savings achieved are considerably less than those suggested by the type-approval test performance and that the ‘emissions gap’ between type-approval test and real-world performance has considerably undermined the effectiveness of the CO₂ performance standards as well as consumers' trust in the potential fuel savings of new vehicles.

Amendment 7

Proposal for a regulation

Recital 10 a (new)

Text proposed by the Commission

Amendment

(10a) In order to ensure the effectiveness of this Regulation, CO2 emission reductions should be delivered under conditions encountered in normal vehicle operation and use. It is therefore appropriate to include a strict prohibition of defeat devices in this Regulation and to provide authorities with the means to ensure compliance with this prohibition.

Justification

Article 13of Directive 510/2011 foresees a review of the targets and modalities set out in this Regulation. The modalities covered by this amendment are intrinsically linked to the objective of this Regulation and to the achievement of the targets set herein.

Amendment 8

Proposal for a regulation

Recital 12

Text proposed by the Commission

Amendment

(12) It is important that the setting of CO₂ emissions reduction requirements continues to provide Union -wide predictability and planning security for vehicle manufacturers across their new car and light commercial vehicle fleets in the Union.

(12) The setting of CO₂ emissions reduction requirements continues to provide Union -wide predictability and planning security for vehicle manufacturers across their new car and light commercial vehicle fleets in the Union.

Justification

Article 13 of Directive 510/2011 foresees a review of the targets and modalities set out in this Regulation. The elements covered by this amendment are linked to the objective of this Regulation and to the achievement of the targets set herein.

Amendment 9

Proposal for a regulation

Recital 12 a (new)

Text proposed by the Commission

Amendment

(12 a) The Commission’s evaluation of Directive 1999/94/EC of the European Parliament and of the Council ^1a in 2016 identified a need for further clarification and simplification of the legislation, which could increase its relevance, effectiveness, efficiency and coherence. Commission Recommendation (EU) 2017/948^1b aims to encourage a harmonised application of Directive 1999/94/EC. Nevertheless, better designed and further harmonised Union requirements on car labelling that provide consumers with comparable, reliable and user friendly information about the benefits of low emission cars, including information concerning air pollutants and running costs in addition to CO2 emissions and fuel consumption, could support the uptake of the most fuel efficient and environmentally friendly cars across the Union. The Commission should therefore review Directive 1999/94/EC no later than 31 December 2019 and put forward a relevant legislative proposal. Furthermore, similar to passenger cars, the sector of light commercial vehicles could also benefit from the introduction of such a fuel economy and CO2 emissions label. Therefore, the Commission should also analyse those options for that sector, and where appropriate, put forward relevant legislative proposals.

_______________

^1a Directive 1999/94/EC of the European Parliament and of the Council of 13 December 1999 relating to the availability of consumer information on fuel economy and CO₂ emissions in respect of the marketing of new passenger cars (OJ L 12, 18.1.2000, p. 16).

¹^bCommission Recommendation (EU) 2017/948 of 31 May 2017 on the use of fuel consumption and CO₂ emission values type-approved and measured in accordance with the World Harmonised Light Vehicles Test Procedure when making information available for consumers pursuant to Directive 1999/94/EC of the European Parliament and of the Council (OJ L 142, 2.6.2017, p. 100).

Amendment 10

Proposal for a regulation

Recital 13

Text proposed by the Commission

Amendment

(13) Reduction levels for the Union-wide fleets of new passenger cars and light commercial vehicles should therefore be set for 2025 and for 2030, taking into account the vehicle fleet renewal time and the need for the road transport sector to contribute to the 2030 climate and energy targets. This stepwise approach also provides a clear and early signal for the automotive industry not to delay the market introduction of energy efficient technologies and zero- and low-emission vehicles.

(13) Reduction levels for the Union-wide fleets of new passenger cars and light commercial vehicles should be set for 2025 and for 2030, taking into account the vehicle fleet renewal time and the need for the road transport sector to contribute to the Union climate and energy targets for 2030 and beyond. This stepwise approach also provides a clear and early signal for the automotive industry not to delay the market introduction of energy efficient technologies and zero- and low-emission vehicles. In addition, in order to sustain the momentum of emissions reduction beyond 2030, at least the same emissions-reduction trajectory should apply as of 1 January 2031 allowing for the continued decarbonisation of the sector in line with the commitments under the Paris Agreement.

Amendment 11

Proposal for a regulation

Recital 14

Text proposed by the Commission

Amendment

(14) While the Union is among the world's major producers of motor vehicles and demonstrates technological leadership in this sector, competition is increasing and the global automotive sector is changing rapidly through new innovations in electrified powertrains, and cooperative, connected and automated mobility. In order to retain its global competitiveness and access to markets, the Union needs a regulatory framework, including a particular incentive in the area of zero- and low-emission vehicles, which creates a large home market and supports technological development and innovation.

(14) While the Union is among the world's major producers of motor vehicles and demonstrates technological leadership in this sector, competition is increasing and the global automotive sector is changing rapidly through new innovations in electrified powertrains, and cooperative, connected and automated mobility. If the Union industry engages late in the necessary energy transition in the transport sector, it risks losing its leading role. In order to retain its global competitiveness and access to markets, the Union needs a regulatory framework, including a particular policy mechanism in the area of zero- and low-emission vehicles, which creates a large home market and supports technological development and innovation.

Amendment 12

Proposal for a regulation

Recital 14 a (new)

Text proposed by the Commission

Amendment

(14a) It will not be possible to achieve the long-term goal of entirely decarbonising the Union mobility without technological innovation and technical progress. With that in mind, and in the face of increased international competition, it is essential that the Union and Member States continue their efforts to explore and develop initiatives that promote the synergies possible in the sector, taking as a model the recent Union Batteries Alliance, and support public and private investment in research and innovation in the Union car industry in order to maintain the Union’s technological leadership in that sector and to ensure the long-term sustainability of its industrial base, keeping it efficient and competitive on the world market.

Amendment 13

Proposal for a regulation

Recital 15

Text proposed by the Commission

Amendment

(15) A dedicated incentive mechanism should be introduced to facilitate a smooth transition towards zero-emission mobility. This crediting mechanism should be designed so as to promote the deployment on the Union market of zero- and low-emission vehicles.

(15) A dedicated policy mechanism should be introduced to facilitate and accelerate a smooth transition towards zero-emission mobility. This crediting and debiting mechanism should be designed so as to promote the deployment on the Union market of zero- and low-emission vehicles and to ensure investment certainty for the timely and adequate roll-out of the necessary charging infrastructure.

Amendment 14

Proposal for a regulation

Recital 16

Text proposed by the Commission

Amendment

(16) Setting a benchmark for the share of zero- and low-emission vehicles in the EU fleet together with a well-designed mechanism for adjusting a manufacturer's specific CO₂ target based on the share of zero- and low-emission vehicles in the manufacturer's own fleet should provide a strong and credible signal for the development and deployment of such vehicles while still allowing for the further improvement of the efficiency of the conventional internal combustion engines.

(16) Setting a strong benchmark for the share of zero- and low-emission vehicles in the EU fleet together with a well-designed mechanism for adjusting a manufacturer's specific CO₂ target based on the share of zero- and low-emission vehicles in the manufacturer's own fleet should provide a strong and credible signal for the development, deployment and marketing of such vehicles while still allowing for the further improvement of the efficiency of the conventional internal combustion engines.

Amendment 15

Proposal for a regulation

Recital 17

Text proposed by the Commission

Amendment

(17) In determining the credits for the zero- and low-emission vehicles, it is appropriate to account for the difference in CO₂ emissions between the vehicles. The adjustment mechanism should ensure that a manufacturer exceeding the benchmark level would benefit from a higher specific CO₂ target. In order to ensure a balanced approach, limits should be set to the level of adjustment possible within that mechanism. This will provide for incentives, promoting a timely roll-out of recharging and refuelling infrastructure and yielding high benefits for consumers, competitiveness, and the environment.

(17) In determining the benchmarks for the share of zero- and low-emission vehicles, it is appropriate to account for the difference in CO₂ emissions between the vehicles, The adjustment mechanism should ensure that a manufacturer exceeding the benchmark level would benefit from a higher specific CO₂ target, whereas a manufacturer not achieving the benchmark would have to comply with a stricter CO₂ target. In order to ensure a balanced approach, limits should be set to the level of adjustment possible within that mechanism. This will provide for incentives, promoting a timely roll-out of recharging and refuelling infrastructure and yielding high benefits for consumers, competitiveness, and the environment.

Amendment 16

Proposal for a regulation

Recital 17 a (new)

Text proposed by the Commission

Amendment

(17 a) Timely and sufficient investments should be made in both the production and roll-out of zero and low emission vehicles and the overall supporting infrastructure that is required, including sustainable battery production, supply and recycling. Different support instruments at both Union and Member State level need to work together effectively, mobilising and incentivising significant public and private investment. Recharging and refuelling infrastructure needs to be put in place quickly in order to provide confidence to consumers and business certainty for vehicle manufacturers. Union battery and battery cell manufacturing, if possible, located close to vehicle manufacturing sites, should therefore be supported.

Amendment 17

Proposal for a regulation

Recital 23

Text proposed by the Commission

Amendment

(23) A balance should however be ensured between incentives given to eco-innovations and those technologies for which the emission reduction effect is demonstrated on the official test procedure. As a consequence, it is appropriate to maintain a cap on the eco-innovation savings that a manufacturer may take into account for target compliance purposes. The Commission should have the possibility to review the level of the cap, in particular, to take into account the effects of the change in the official test procedure. It is also appropriate to clarify how the savings should be calculated for target compliance purposes.

(23) A balance should however be ensured between incentives given to eco-innovations and those technologies for which the emission reduction effect is demonstrated on the official test procedure. As a consequence, it is appropriate to maintain a cap on the eco-innovation savings that a manufacturer may take into account for target compliance purposes. The Commission should have the possibility to review the level of the cap and adjust it downwards, in particular, to take into account the effects of the change in the official test procedure. It is also appropriate to clarify how the savings should be calculated for target compliance purposes.

Amendment 18

Proposal for a regulation

Recital 25 a (new)

Text proposed by the Commission

Amendment

(25a) In cases where for heavy light commercial vehicles (N1 Class III category) the inclusion of an electric battery might increase the weight of the vehicle to the extent that it is re-classified into N2 category, such a technical problem should be addressed.

Justification

Electrifying light duty vehicles might increase their weight due to the weight of batteries. If the higher weight leads to exceeding the weight limit of its class, the efforts of increasing the number of low and zero emission vehicles in a fleet could not be accounted for under this regulation. A way to address this could be to extend the weight limit for this class in those cases where the increase of weight is clearly linked to the efforts of reducing emissions through an alternative propulsion system.

Amendment 19

Proposal for a regulation

Recital 28

Text proposed by the Commission

Amendment

(28) The procedure for granting derogations from the 95 g CO₂/km fleet target to niche car manufacturers ensures that the reduction effort required by niche manufacturers is consistent with that of large volume manufacturers with regard to that target., However, experience shows that niche manufacturers have the same potential as large manufacturers to meet the CO₂ targets and with regard to the targets set from 2025 onwards it is not considered appropriate to distinguish between those two categories of manufacturers.

(28) Experience shows that niche manufacturers have the same potential as large manufacturers to meet the CO₂ targets and it is therefore no longer considered appropriate to distinguish between those two categories of manufacturers.

Justification

Article 13 of Directive 510/2011 foresees a review of the targets and modalities set out in this Regulation. The elements covered by this amendment are intrinsically linked to the objective of this Regulation and to the achievement of the targets set herein.

Amendment 20

Proposal for a regulation

Recital 37

Text proposed by the Commission

Amendment

(37) The specific emissions of CO₂ from new passenger cars and light commercial vehicles are measured on a harmonised basis in the Union according to the methodology laid down in Regulation (EC) No 715/2007. To minimise the administrative burden of this Regulation, compliance should be measured by reference to data on registrations of new cars and light commercial vehicles in the Union collected by Member States and reported to the Commission. To ensure the consistency of the data used to assess compliance, the rules for the collection and reporting of this data should be harmonised as far as possible. The competent authorities' responsibility to provide correct and complete data should therefore be clearly stated as well as the need for an effective cooperation between those authorities and the Commission in addressing data quality issues.

(37) The specific emissions of CO₂ from new passenger cars and light commercial vehicles are measured on a harmonised basis in the Union according to the methodology laid down in Regulation (EC) No 715/2007. To minimise the administrative burden of this Regulation, compliance should be measured by reference to data on registrations of new cars and light commercial vehicles in the Union collected by Member States and reported to the Commission. To ensure the consistency of the data used to assess compliance, the rules for the collection and reporting of this data should be harmonised. The competent authorities' responsibility to provide correct and complete data should therefore be clearly stated as well as the need for an effective cooperation between those authorities and the Commission in addressing data quality issues.

Justification

Amendment 21

Proposal for a regulation

Recital 38

Text proposed by the Commission

Amendment

(38) Manufacturers’ compliance with the targets under this Regulation should be assessed at Union level. Manufacturers whose average specific emissions of CO2 exceed those permitted under this Regulation should pay an excess emissions premium with respect to each calendar year. The amounts of the excess emissions premium should be considered as revenue for the general budget of the Union and be used to contribute to a just transition towards zero-emission mobility. Those amounts should also be used to complement targeted programmes for re-skilling, up-skilling and education of workers affected by structural changes in the automotive sector, and for reallocation of labour and job-seeking initiatives in close dialogue with social partners, communities and competent authorities in the regions affected by the transition of jobs.

Justification

Inextricably linked to other amendments.

Amendment 22

Proposal for a regulation

Recital 41

Text proposed by the Commission

Amendment

(41) The effectiveness of the targets set out in this Regulation in reducing CO₂ emissions in reality is strongly dependent on the representativeness of the official test procedure. In accordance with the Opinion of the Scientific Advice Mechanism (SAM)²³and the recommendation of the European Parliament, following its inquiry into emission measurements in the automotive sector²⁴ , a mechanism should be put in place to assess the real world representativeness of vehicle CO₂ emissions and energy consumption values determined in accordance with Regulation (EU) 2017/1151. The most reliable way to ensure the real world representativeness of type-approval values is by introducing a real-world CO₂ emissions test. Therefore, the Commission should, by means of delegated acts, and with consideration of the appropriateness of using PEMS, develop the real-world CO₂ emissions test and introduce it at the latest two years after the date of application of this Regulation. However, until that test becomes applicable, compliance with this Regulation should be ensured by using data from the fuel consumption meters reported by manufacturers and coupled with a limit, set for each manufacturer in 2021 as a percentage difference that is not to be exceeded. The Commission should have the powers to ensure the public availability of fuel consumption data, and to develop the procedures needed for reporting such data required for performing such assessments. The Commission should take appropriate measures in case of manufacturers’ non-compliance with the real-world CO2 emissions requirements under this Regulation.

__________________

²³ High Level Group of Scientific Advisors, Scientific Opinion 1/2016 "Closing the gap between light-duty vehicle real-world CO₂ emissions and laboratory testing"

²³ High Level Group of Scientific Advisors, Scientific Opinion 1/2016 "Closing the gap between light-duty vehicle real-world CO₂ emissions and laboratory testing".

²⁴ European Parliament recommendation of 4 April 2017 to the Council and the Commission following the inquiry into emission measurements in the automotive sector (2016/2908(RSP))

²⁴ European Parliament recommendation of 4 April 2017 to the Council and the Commission following the inquiry into emission measurements in the automotive sector (2016/2908(RSP)).

Amendment 23

Proposal for a regulation

Recital 41 a (new)

Text proposed by the Commission

Amendment

(41a) Currently, there is no harmonised way to assess life-cycle emissions from light duty vehicles. It is appropriate that the Commission provide such analysis by the end of 2026 to present a broad picture of carbon emissions from the light duty vehicles sector. For that purpose, the Commission should develop, by means of delegated acts, a common Union methodology for the consistent data reporting, as from 2025, by manufacturers of the lifecycle CO₂emissions of all fuel types and vehicle powertrains they put on the market. Such methodology should also be in line with the relevant ISO standards and account for the global warming potential (GWP) of vehicle’s well-to-tank, tank-to-wheel, production and end-of-life emissions. The analysis by the Commission should be based on the data reported by manufacturers as well as any other available relevant data.

Amendment 24

Proposal for a regulation

Recital 46

Text proposed by the Commission

Amendment

(46) In order to amend or supplement non-essential elements of the provisions of this Regulation the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending Annexes II and III as regards data requirements and data parameters, supplementing the rules on the interpretation of the eligibility criteria for derogations from the specific emissions targets, on the content of applications for a derogation and on the content and assessment of programmes for the reduction of specific emissions of CO₂, adjusting the figure of M0 and TM0, referred to in Article 13, the 7 g CO₂/km cap referred to in Article 11, and the adjustment of the formulae in Annex I referred to in Article 14(3). It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council should receive all documents at the same time as Member States' experts, and their experts should systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.

(46) In order to amend or supplement non-essential elements of the provisions of this Regulation the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending Annexes II and III as regards data requirements and data parameters, establishing the requirements to ensure compliance with the prohibition of defeat devices and the required content of the extended documentation package referred to in Article 4(3c), establishing the rules and procedures for reporting life-cycle emissions referred to in Article 7(8a), supplementing the rules on the interpretation of the eligibility criteria for derogations from the specific emissions targets, on the content of applications for a derogation and on the content and assessment of programmes for the reduction of specific emissions of CO₂, adjusting the figure of M0 and TM0, referred to in Article 13, the 7 g CO₂/km cap referred to in Article 11, developing a real-world CO₂emissions test referred to in Article 12(1a) and the adjustment of the formulae in Annex I referred to in Article 14(3). It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council should receive all documents at the same time as Member States' experts, and their experts should systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.

Justification

Necessary adjustment resulting from new delegated powers in Article 7(8a) and Article 12(1a) - see justifications there.

Amendment 25

Proposal for a regulation

Article 1 – paragraph 1

Text proposed by the Commission

Amendment

1. This Regulation establishes CO2 emissions performance requirements for new passenger cars and for new light commercial vehicles in order to ensure the proper functioning of the internal market.

1. This Regulation establishes CO2 emissions performance requirements for new passenger cars and for new light commercial vehicles in order to achieve the Union’s climate targets and to comply with its climate commitments at international level, in a manner which is consistent with the proper functioning of the internal market.

Justification

Inextricably linked to other amendments.

Amendment 26

Proposal for a regulation

Article 1 – paragraph 4

Text proposed by the Commission

Amendment

4. From 1 January 2025 the following EU fleet-wide targets shall apply:

(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 15% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part A of Annex I;

(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 20 % reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part A of Annex I;

(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part B of Annex I;

(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 20 % reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part B of Annex I;

Amendment 27

Proposal for a regulation

Article 1 – paragraph 4 – subparagraph 1 a (new)

Text proposed by the Commission

Amendment

From 1 January 2025, a benchmark equal to a 20 % market share of the sales of new passenger cars and new light commercial vehicles in 2025, shall apply to the share of zero- and low-emission vehicles, which shall be determined in accordance with point 6.3 of Part A of Annex I and point 6.3 of Part B of Annex I respectively.

Amendment 28

Proposal for a regulation

Article 1 – paragraph 5

Text proposed by the Commission

Amendment

5. From 1 January 2030 the following targets shall apply

5. From 1 January 2030 the following targets shall apply:

(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 30% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part A of Annex I;

(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 45 % reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part A of Annex I;

(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet- wide target equal to a 30% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.

(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet- wide target equal to a 45 % reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.

Amendment 29

Proposal for a regulation

Article 1 – paragraph 5 – subparagraph 1 a (new)

Text proposed by the Commission

Amendment

From 1 January 2030, a benchmark equal to a 40 % market share of the sales of new passenger cars and new light commercial vehicles in 2030, shall apply to the share of zero- and low-emission vehicles, which shall be determined in accordance with point 6.3 of Part A of Annex I and point 6.3 of Part B of Annex I respectively.

Amendment 30

Proposal for a regulation

Article 2 – paragraph 1 – point b

Text proposed by the Commission

Amendment

(b) category N₁ as defined in Annex II to Directive 2007/46/EC with a reference mass not exceeding 2610 kg and to vehicles of category N₁ to which type-approval is extended in accordance with Article 2(2) of Regulation (EC) No 715/2007 (‘light commercial vehicles’) which are registered in the Union for the first time and which have not previously been registered outside the Union (‘new light commercial vehicles’). The Commission, in accordance with the objectives of this Regulation, is empowered to update, if necessary, the limit of the reference mass (2 610 kg) for light commercial vehicles using alternative fuels that require additional weight due to powertrains and energy storage systems (e.g. batteries) which are heavier than those used in conventional vehicles.

Justification

Inextricably linked to other amendments.

Amendment 31

Proposal for a regulation

Article 2 – paragraph 4 a (new)

Text proposed by the Commission

Amendment

4a. This Regulation shall apply to alternatively fuelled vehicles with a maximum authorised mass above 3 500 kg but not exceeding 4 250 kg, provided that the mass in excess of 3 500 kg is exclusively due to the excess of mass of the propulsion system in comparison with the propulsion system of a vehicle of the same dimensions equipped with a conventional internal combustion engine with positive ignition or compression ignition.

Justification

Amendment 32

Proposal for a regulation

Article 3 – paragraph 1 – point n a (new)

Text proposed by the Commission

Amendment

(na) 'defeat device' means an element of design which senses temperature, vehicle speed, engine speed (RPM), transmission gear, manifold vacuum or any other parameter for the purpose of activating, modulating, delaying or deactivating the operation of any system or part of a system that increases CO2 emissions under conditions which may reasonably be expected to be encountered in normal vehicle operation and use.

Justification

Article 13 of Directive 510/2011 foresees a review of the targets and modalities set out in this Regulation. The modalities covered by this amendment are linked to the objective of this Regulation and to the achievement of the targets set herein.

Amendment 33

Proposal for a regulation

Article 4 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. The manufacturer shall equip vehicles so that the systems and components likely to affect emissions are designed, constructed and assembled so as to enable the passenger cars or the light commercial vehicles of the manufacturer, in normal use, to comply with the specific emission targets and other requirements pursuant to this Regulation and its implementing measures.

Justification

Article 13 of Directive 510/2011 foresees a review of the targets and modalities set out in this Regulation. The modalities covered by this amendment are intrinsically linked to the objective of this Regulation and to the achievement of the targets set herein.

Amendment 34

Proposal for a regulation

Article 4 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

3b. The use of defeat devices shall be prohibited. The prohibition shall not apply where:

(a) the need for the device is justified in terms of protecting the engine against damage or accident and for the safe operation of the vehicle;

(b) the device does not function beyond the requirements of engine starting; or

Justification

Article 13 of Directive 510/2011 foresees a review of the targets and modalities set out in this Regulation. The modalities covered by this amendment are intrinsically linked to the objective of this Regulation and to the achievement of the targets set herein.

Amendment 35

Proposal for a regulation

Article 4 – paragraph 3 c (new)

Text proposed by the Commission

Amendment

3c. In order for the approval authorities to be able to assess compliance with paragraphs 3a and 3b, the manufacturer shall provide an extended documentation package. The Commission is empowered to adopt a delegated act in accordance with Article 16 to supplement this Regulation with requirements to ensure compliance with the prohibition of defeat devices and the required content of the extended documentation package.

Justification

Article 13 of Directive 510/2011 foresees a review of the targets and modalities set out in this Regulation. The modalities covered by this amendment are intrinsically linked to the objective of this Regulation and to the achievement of the targets set herein.

Amendment 36

Proposal for a regulation

Article 7 – paragraph 1

Text proposed by the Commission

Amendment

1. For each calendar year, each Member State shall record information for each new passenger car and each new light commercial vehicle registered in its territory in accordance with Parts A of Annexes II and III. This information shall be made available to the manufacturers and their designated importers or representatives in each Member State. Member States shall make every effort to ensure that reporting bodies operate in a transparent manner. Each Member State shall ensure that the specific emissions of CO₂ of passenger cars which are not type-approved in accordance with Regulation (EC) No 715/2007 are measured and recorded in the certificate of conformity.

1. For each calendar year, each Member State shall record information for each new passenger car and each new light commercial vehicle registered in its territory in accordance with Parts A of Annexes II and III. This information shall be made available to the manufacturers and their designated importers or representatives in each Member State. Member States shall ensure that reporting bodies operate in a transparent manner. Each Member State shall ensure that the specific emissions of CO₂ of passenger cars which are not type-approved in accordance with Regulation (EC) No 715/2007 are measured and recorded in the certificate of conformity.

Justification

Article 13 of Directive 510/2011 foresees a review of the targets and modalities set out in this Regulation. The modalities covered by this amendment are intrinsically linked to the objective of this Regulation and to the achievement of the targets set herein.

Amendment 37

Proposal for a regulation

Article 7 – paragraph 4 – subparagraph 3

Text proposed by the Commission

Amendment

The register shall be publicly available.

The register shall be publicly available, including in digital format.

Justification

Inextricably linked to other amendments.

Amendment 38

Proposal for a regulation

Article 7 – paragraph 5 – subparagraph 1

Text proposed by the Commission

Amendment

Manufacturers 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 Member State in which it considers that the error occurred.

Manufacturers shall, within three months of being notified of the provisional calculation under paragraph 4, notify the Commission of any errors in the data, specifying the Member State in which it considers that the error occurred.

Justification

Article 13 of Directive 510/2011 foresees a review of the targets and modalities set out in this Regulation. The modalities covered by this amendment are intrinsically linked to the objective of this Regulation and to the achievement of the targets set herein.

Amendment 39

Proposal for a regulation

Article 7 – paragraph 8 – subparagraph 3

Text proposed by the Commission

Amendment

The Commission may adopt detailed rules on the procedures for reporting such deviations and for taking them into account in the calculation of the average specific emissions. Those procedures shall be adopted by way of implementing acts in accordance with the examination procedure referred to in Article 15(2).

The Commission shall adopt detailed rules on the procedures for reporting such deviations and for taking them into account in the calculation of the average specific emissions. Those procedures shall be adopted by way of implementing acts in accordance with the examination procedure referred to in Article 15(2).

Amendment 40

Proposal for a regulation

Article 7 – paragraph 8 a (new)

Text proposed by the Commission

Amendment

8a. From 1 January 2025 onwards manufacturers shall report to the Commission, based on a harmonised Union methodology, the lifecycle CO₂ emissions of all new passenger cars and light commercial vehicles they put on the market as from that date. For that purpose, the Commission shall adopt, no later than 31 December 2022, delegated acts in accordance with Article 16 in order to supplement this Regulation by specifying detailed rules on the procedures for reporting the full lifecycle CO₂ emissions of all fuel types and vehicle powertrains registered on the Union market.

No later than 31 December 2026, the Commission shall submit a report to the European Parliament and the Council with an analysis of the overall life-cycle emissions from new light duty vehicles in the Union, including an analysis of options for possible regulatory measures, in order to better direct future policy efforts in emissions cuts in the sector. That analysis shall be made publicly available

Justification

Inextricably linked to other amendments.

Amendment 41

Proposal for a regulation

Article 8 – paragraph 4

Text proposed by the Commission

Amendment

4. The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Union.

4. The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Union. Those amounts shall be used to complement Union and national measures, in close cooperation with social partners, to promote skill formation and reallocation of workers in the automotive sector in all affected Member States, in particular in the regions and the communities most affected by the transition, in order to contribute to a just transition towards zero-emission mobility.

Justification

Inextricably linked to other amendments.

Amendment 42

Proposal for a regulation

Article 10 – paragraph 3

Text proposed by the Commission

Amendment

3. Where the Commission considers that the manufacturer is eligible for a derogation applied for under paragraph 1 and is satisfied that the specific emissions target proposed by the manufacturer is consistent with its reduction potential, including the economic and technological potential to reduce its specific emissions of CO₂, and taking into account the characteristics of the market for the type of light commercial vehicle manufactured, the Commission shall grant a derogation to the manufacturer. The application shall be submitted at the latest by 31 October of the first year in which the derogation shall apply.

3. Where the Commission considers that the manufacturer is eligible for a derogation applied for under paragraph 1 and is satisfied that the specific emissions target proposed by the manufacturer is consistent with its reduction potential, including the economic and technological potential to reduce its specific emissions of CO₂, and taking into account the characteristics of the market for the type of passenger car or light commercial vehicle manufactured, the Commission shall grant a derogation to the manufacturer. The application shall be submitted at the latest by 31 October of the first year in which the derogation shall apply.

Justification

Correcting an omission in the text.

Amendment 43

Proposal for a regulation

Article 11 – paragraph 1 – subparagraph 2

Text proposed by the Commission

Amendment

Such technologies shall be taken into consideration only if the methodology used to assess them is capable of producing verifiable, repeatable and comparable results.

Such technologies shall be taken into consideration only if the methodology used to assess them is capable of producing verifiable, repeatable and comparable results, and only until the WLTP- measured value is not complemented or replaced by other data that are more representative of real world emissions.

Justification

Inevitable for the internal logic of the text.

Amendment 44

Proposal for a regulation

Article 11 – paragraph 1 – subparagraph 3 a (new)

Text proposed by the Commission

Amendment

Within 12 months of the approval of an innovative technology or innovative technology package, the supplier or the manufacturer of such approved innovative technology or package shall provide evidence based on results from real driving emission tests on production vehicles to validate the contribution of such technology or package.

Amendment 45

Proposal for a regulation

Article 11 – paragraph 1 – subparagraph 4

Text proposed by the Commission

Amendment

The Commission may adjust the cap with effect from 2025 onwards. Those adjustments shall be performed by means of delegated acts in accordance with Article 16.

The Commission may adjust the cap downwards with effect from 2025 onwards. Those adjustments shall be performed by means of delegated acts in accordance with Article 16.

Amendment 46

Proposal for a regulation

Article 11 – paragraph 2 – point d

Text proposed by the Commission

Amendment

(d) the innovative technologies must not be covered by mandatory provisions due to complementary additional measures complying with the 10 g CO₂/km reduction referred to in Article 1 or be mandatory under other provisions of Union law. With effect from 1 January 2025, this criterion shall not apply with regard to efficiency improvements for air conditioning systems.

Amendment 47

Proposal for a regulation

Article 12 – paragraph 1

Text proposed by the Commission

Amendment

1. The Commission shall monitor and assess the real world representativeness of the CO₂ emission and energy consumption values determined in accordance with Regulation (EU) 2017/1151. It shall ensure that the public is informed of how that representativeness evolves over time

1. The Commission shall monitor and assess the real world representativeness of the CO₂emission and energy consumption values determined in accordance with Regulation (EU) 2017/1151.

Amendment 48

Proposal for a regulation

Article 12 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1a. In order to ensure the representativeness referred to in paragraph 1, compliance with this Regulation shall be measured, from 1 January 2023, by means of a real-world CO₂emissions test. The Commission shall adopt delegated acts in accordance with Article 16, at the latest two years after the date of application of this Regulation, in order to supplement this Regulation by developing the real-world CO₂emissions test using PEMS.

Amendment 49

Proposal for a regulation

Article 12 – paragraph 1 b (new)

Text proposed by the Commission

Amendment

1b. Until the real-world CO₂emissions test becomes applicable, compliance with this Regulation shall be measured on the basis of data from fuel consumption meters and subject to a limit set for each manufacturer in 2021 as a percentage difference, that is not to be exceeded, between that data and the manufacturer’s specific CO₂ emissions that is measured for the purpose of type approval certification procedures initiated from 2021 onwards in accordance with Regulation (EC) No 715/2007.

Amendment 50

Proposal for a regulation

Article 12 – paragraph 1 c (new)

Text proposed by the Commission

Amendment

1c. Where a manufacturer’s specific CO2 emissions exceed the limit set in paragraph 1b, the specific CO₂emission target for that manufacturer, which is used for the purpose of compliance with this Regulation, shall be adjusted by the exceedance identified.

Amendment 51

Proposal for a regulation

Article 12 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. The Commission shall ensure that the public is informed of how the real world representativeness referred to in paragraph 1 evolves over time.

Amendment 52

Proposal for a regulation

Article 12 – paragraph 2 b (new)

Text proposed by the Commission

Amendment

2b. Where appropriate accuracy standards for on-board fuel consumption measurement equipment are not available, the Commission shall mandate work to agree the technical standards and introduce them into Union law no later than 1 January 2020.

Justification

Currently appropriate accuracy standards for fuel consumption measurement equipment of battery electric vehicles, fuel cell vehicles and LPG are not available.

Amendment 53

Proposal for a regulation

Article 12 – paragraph 3

Text proposed by the Commission

Amendment

3. The Commission may adopt the measures referred to in this Article by means of implementing acts in accordance with the examination procedure referred to in Article 15(2).

3. The Commission shall, by means of implementing acts, adopt detailed rules on the procedures for reporting data from fuel consumption meters. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 15(2).

Amendment 54

Proposal for a regulation

Article 14 – paragraph 2

Text proposed by the Commission

Amendment

2. The Commission shall take into account the assessments performed pursuant to Article 12 and may, where appropriate, review the procedures for measuring CO₂ emissions as set out under Regulation (EC) No 715/2007. The Commission shall, in particular, make appropriate proposals to adapt those procedures to reflect adequately the real world CO₂ emissions of cars and light commercial vehicles .

Amendment 55

Proposal for a regulation

Article 14 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. By 31 December 2019, the Commission shall review Directive 1999/94/EC and, where appropriate, submit a relevant legislative proposal in order to provide consumers with accurate, robust and comparable information on the fuel consumption, CO₂ emissions and air pollutant emissions of new passenger cars placed on the market.

Within the context of the review referred to in the first subparagraph, the Commission shall also evaluate the options for introducing a fuel economy and CO₂ emissions label for new light commercial vehicles, and, where appropriate, submit a relevant legislative proposal to that end.

Justification

Inextricably linked to other amendments.

Amendment 56

Proposal for a regulation

Article 14 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

The Commission shall, where appropriate, submit a legislative proposal to the European Parliament and the Council in order to set additional emissions reduction targets for new passenger cars and new light commercial vehicles from 1 January 2031 with a view to maintaining at least the emissions-reduction trajectory achieved in the period up to 2030.

Justification

Inextricably linked to other amendments.

Amendment 57

Proposal for a regulation

Article 16 – paragraph 1

Text proposed by the Commission

Amendment

1. The power to adopt delegated acts referred to in the second subparagraph of Article 7(7), Article 10(8), the fourth subparagraph of Article 11(1), Article 13(2) and the second subparagraph of Article 14(3) shall be conferred on the Commission for an indeterminate period of time from [the date of entry into force of this Regulation].

1. The power to adopt delegated acts referred to in Article 4(3c), the second subparagraph of Article 7(7) and (8a), Article 10(8), the fourth subparagraph of Article 11(1), Article 12(1a), Article 13(2) and the second subparagraph of Article 14(3) shall be conferred on the Commission for an indeterminate period of time from [the date of entry into force of this Regulation].

Amendment 58

Proposal for a regulation

Article 16 – paragraph 2

Text proposed by the Commission

Amendment

2. The delegation of power referred to in the second subparagraph of Article 7(7), Article 10(8), the fourth subparagraph of Article 11(1), Article 13(2) and the second subparagraph of Article 14(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.

2. The delegation of power referred to in Article 4(3c), the second subparagraph of Article 7(7), Article 7(8a), Article 10(8), the fourth subparagraph of Article 11(1), Article 12(1a), Article 13(2) and the second subparagraph of Article 14(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.

Amendment 59

Proposal for a regulation

Article 16 – paragraph 4

Text proposed by the Commission

Amendment

4. A delegated act adopted pursuant to the second subparagraph of Article 7(7), Article 10(8), the fourth subparagraph of Article 11(1), Article 13(2) and the second subparagraph of Article 14(3) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.

4. A delegated act adopted pursuant to Article 4(3c), the second subparagraph of Article 7(7), Article 7(8a), Article 10(8), the fourth subparagraph of Article 11(1), Article 12(1a), Article 13(2) and the second subparagraph of Article 14(3) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.

Amendment 60

Proposal for a regulation

Article 17 – paragraph 1

Regulation (EC) No 715/2007

Article 11a – paragraph 2


Text proposed by the Commission	Amendment
2. The Commission shall adopt implementing acts in accordance with Article 15 in order to determine the procedures for verifying the in-service conformity of light duty vehicles in respect of the certified CO₂ and fuel consumption values.	2. The Commission shall adopt delegated acts in accordance with Article 14a in order to determine the procedures for verifying the in-service conformity of light duty vehicles in respect of the certified CO₂ and fuel consumption values.

Justification

Regulation (EC) No 715/2007 has not yet been lisbonised. However EP has expressed its clear position in the context of Dess report and the EMIS recommendations that Delegated Acts would be the only appropriate procedure for determining test procedures.

Amendment 61

Proposal for a regulation

Article 17 – paragraph 1 a (new)

Regulation (EC) No 715/2007

Article 14 a (new)


Text proposed by the Commission	Amendment
	The following Article is inserted:
	“Article 14a
	Exercise of the delegation
	1. The power to adopt delegated acts is conferred on the Commission subject to the conditions laid down in this Article.
	2. The power to adopt delegated acts referred to in Article 11a(2) shall be conferred on the Commission for a period of five years from … [date of entry into force of this amending Regulation]. The Commission shall draw up a report in respect of the delegation of power not later than nine months before the end of the five-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension not later than three months before the end of each period.
	3. The delegation of power referred to in Article 11a(2) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.
	4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law Making*.
	5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council.
	6. A delegated act adopted pursuant to Article 11a(2) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and to the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.
	___________________
	* OJ L 123, 12.5.2016, p. 1.”.

Justification

Amendment 62

Proposal for a regulation

Annex I – part A – point 6 – point 6.3 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

For the purpose of the calculation of this formula, the specific emissions target of 2021 as defined in point 4 shall be corrected to take into account the difference between the measured WLTP CO2 emissions and the declared WLTP CO2 emissions.

For new entrants, the Commission is empowered to adopt delegated acts in accordance with Article 16 in order to amend this Regulation by developing a formula in order to calculate the relevant specific emission target of 2021 for each manufacturer.

Amendment 63

Proposal for a regulation

Annex I – part A –point 6.3 – paragraph 3 – subparagraph 2

Text proposed by the Commission

Amendment

ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.0 in which case the ZLEV factor shall be set to 1.05 or 1.0 as the case may be

For the period 2025 to 2029, ZLEV factor is (1+y-x), unless this sum is larger than 1.05, in which case the ZLEV factor shall be set to 1.05; if this sum is between 1.0 and 0.98, the ZLEV factor shall be set to 1.0; if this sum is lower than 0.95, the ZLEV factor shall be set to 0.95;

From 2030 onwards, ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 0.95 in which case the ZLEV factor shall be set to 1.05 or 0.95 as the case may be

Amendment 64

Proposal for a regulation

Annex I – part A –point 6.3 – paragraph 4 – subparagraph 3

Text proposed by the Commission

Amendment

x is 15% in the years 2025 to 2029 and 30% in 2030 onwards.

x is 20 % in the years 2025 to 2029 and 40 % in 2030 onwards.

Amendment 65

Proposal for a regulation

Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

For new entrants, the Commission is empowered to adopt delegated acts in accordance with Article 16 in order to amend this Regulation by developing a formula to calculate the relevant specific emission target of 2021 for each manufacturer.

Amendment 66

Proposal for a regulation

Annex I – part B –point 6.3.1 – paragraph 3 – subparagraph 3

Text proposed by the Commission

Amendment

ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.0 in which case the ZLEV factor shall be set to 1.05 or 1.0 as the case may be

ZLEV factor is (1+y-x), unless this sum is larger than 1.05, in which case the ZLEV factor shall be set to 1.05; if this sum is between 1.0 and 0.98, the ZLEV factor shall be set to 1.0; if this sum is lower than 0.95, the ZLEV factor shall be set to 0.95.

Amendment 67

Proposal for a regulation

Annex I – part B – point 6.3.1 – paragraph 4 – subparagraph 3

Text proposed by the Commission

Amendment

x is 15%

x is 20 %

Amendment 68

Proposal for a regulation

Annex I – part B – point 6 – point 6.3 – point 6.3.2 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

Amendment 69

Proposal for a regulation

Annex I – part B – point 6.3.2 – paragraph 3 – subparagraph 3

Text proposed by the Commission

Amendment

ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.0 in which case the ZLEV factor shall be set to 1.05 or 1.0 as the case may be

ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 0.95 in which case the ZLEV factor shall be set to 1.05 or 0.95 as the case may be

Amendment 70

Proposal for a regulation

Annex I – part B – point 6.3.2 – paragraph 4 – subparagraph 3

Text proposed by the Commission

Amendment

x is 30%

x is 40 %

EXPLANATORY STATEMENT

Improved emission performance standards for new passenger cars and new light commercial vehicles have the potential to reduce CO₂ emissions whilst contributing towards the reduction of greenhouse gas emissions and the mitigation of climate change. At the same time the proper standards can deliver significant fuel savings to consumers and can also bring about air quality improvements to our citizens.

The rapporteur considers that having the right CO₂ targets for vehicles is fundamental for the shift towards the decarbonisation of the economy, in line with the Paris Agreement. This is necessary if the European Union is to contribute its fair share to the global climate efforts, whilst ensuring the competitiveness of the European vehicle manufacturing industry.

Change is happening fast in today’s global automotive landscape. Stronger focus on innovation and new technologies will help the European industry adapt to changing demands. Furthermore, steadfast developments in battery and fuel cell technology are expected to result in a quicker increase in global market shares for Zero and Low Emission Vehicles for the coming years.

The rapporteur acknowledges that until now, it was the ambitious emission reduction standards already in place that pushed for further innovation. Moreover, the automotive industry is an economic sector where affordable emission reduction technologies already exist, and these can enable a more cost-effective and extensive transformation. Given this, the CO₂ targets and benchmark levels for Zero and Low Emission Vehicles set in this regulation have to be ambitious enough to be in line with the Union’s climate objectives and help support an effective technological transition to a low-carbon economy.

Having in place the proper CO₂ targets and the required policy mechanisms supporting Zero and Low Emission Vehicles is important to achieve technology neutrality, prevent market distortion and stimulate technology production and development within the EU. To make sure that we are in line with our climate commitments whilst safeguarding the automotive industry’s competitiveness CO₂ reductions need to be firmly in place as of 2025. Leaving reduction targets for as late as 2030 will result in having only theoretical drops. Thus, the current Regulation needs to set stronger and more ambitious CO₂ reductions and ZLEV targets to ensure that the EU is in line with its long-term climate commitments and delivers the benefits for our citizens and consumers alike.

The rapporteur believes that ambitious CO₂ reduction targets for light duty vehicles and a strong and stable home market for ZLEVs will help stimulate economic growth whilst reinforcing the competitiveness of the European industry. The shift away from dependence on imported oil and petroleum products towards domestically produced energy and electricity is expected to result both in an increase in GDP and in domestic employment in electricity supply and its related sectors. The transition to low-carbon mobility will help also bring about growth in the motor vehicles’ supply chain and will help boost employment in relevant industrial sectors. Despite a presumed and temporary higher initial cost for purchasing vehicles, in the long-run, consumers, both first and second-hand vehicle owners, will benefit from a marked reduction in the total cost of car ownership, as they will pay much less for fuelling and maintaining their vehicles. This is expected to leave more money available to consumers that they can use for purchasing other goods and services and thus giving a boost to real incomes, consumer expenditure and further increase GDP.

The transition towards alternative powertrains will be associated with structural changes in the automotive value chain. For this reason, it is imperative that the inevitable social impacts of the low-carbon transition in the automotive sector are seriously considered. It is equally important that the European Union is proactive in addressing the job implications that will be particularly pronounced in the most affected regions. Current policy measures therefore have to be accompanied by targeted programmes for redeployment, re-skilling and up-skilling of workers. Education programmes and job-seeking initiatives are to be conducted in close dialogue with all the relevant social partners. Such efforts should be co-financed through earmarked revenues from the collected premiums paid for additional emissions under this Regulation.

A successful transition to zero- and low-emission mobility requires a coherent policy framework for vehicles, infrastructures, electricity grids, employment programmes and economic incentives across EU, national, regional and local levels. This goes hand in hand with the proper deployment of alternative fuels infrastructure. Such infrastructure has to be put in place without delay in order to provide confidence to consumers and potential purchasers of Zero and Low Emission Vehicles. Consequently, different support schemes at both EU and Member State level need to effectively work together mobilising significant public and private investment.

The rapporteur emphasises that consumers require realistic fuel consumption values in order to make well-informed purchasing decisions. In turn, such information will help renew consumer confidence. Better designed and further harmonised Union requirements on car labelling will help provide consumers with comparable, reliable and user friendly information about the benefits of zero and low emission vehicles. Such labelling shall include information concerning air pollutants, CO₂emissions and fuel consumption together with running costs. Proper car labelling will also help support the uptake of the most fuel efficient and environment friendly cars across the European Union.

The increasing gap between official type approval figures and real-world CO₂emissions for new passenger vehicles is alarming; it was 42% in 2015 and is still growing. The rapporteur is concerned that this gap significantly reduces the effectiveness of the current CO₂ regulations and requires immediate attention for the post 2020 regulations. While the switch from NEDC to WLTP is likely to yield more representative type approval CO₂ emission figures, it is not expected to completely close the real-world emissions gap. This growing gap has significant implications for consumers, air quality, cities and policy makers and needs to be addressed seriously and effectively.

The rapporteur’s view is that the most reliable way to ensure the real world representativeness of type-approval values is by introducing a real-world CO₂ emissions test, which the Commission will have to be empowered to develop. However, in the meantime and until such a real-world test comes into force and becomes applicable, compliance should be ensured by using data from the fuel consumption meters that are reported by manufacturers together with a not-to-exceed limit which should be fixed.

For the longer term, the rapporteur’s vision is to ensure that there is a clear understanding of the overall life-cycle emissions of the various fuel types of vehicles. Through such information future policy making in this sector can be better modelled ensuring serious emissions reductions throughout the whole value chain.

[1] OJ C 77, 28.3.2002, p. 1.

ANNEX: LETTER FROM THE COMMITTEE ON LEGAL AFFAIRS

D(2018)16997

Ms Adina-Ioana VĂLEAN

Chair, Committee on Environment, Public Health and Food Safety

ASP 13E102

Brussels

Subject: Proposal for a Regulation of the European Parliament and of the Council setting emission performance standards for new passenger cars and for new light commercial vehicles as part of the Union's integrated approach to reduce CO₂ emissions from light-duty vehicles and amending Regulation (EC) No 715/2007 (recast)

COM(2017)0676 - C8-0395/2017 - 2017/0293 (COD)

Dear Chair,

The Committee on Legal Affairs has examined the proposal referred to above, pursuant to Rule 104 on Recasting, as introduced into the Parliament's Rules of Procedure.

Paragraph 3 of that Rule reads as follows:

“If the committee responsible for legal affairs considers that the proposal does not entail any substantive changes other than those identified as such in the proposal, it shall inform the committee responsible for the subject matter thereof.

In such a case, over and above the conditions laid down in Rules 169 and 170, amendments shall be admissible within the committee responsible for the subject-matter only if they concern those parts of the proposal which contain changes.

However, amendments to parts of the proposal which remain unchanged may, by way of exception and on a case-by-case basis, be accepted by the Chair of the committee responsible for the subject matter if he or she considers that this is necessary for pressing reasons relating to the internal logic of the text or because the amendments are inextricably linked to other admissible amendments. Such reasons must be stated in a written justification to the amendments.”

Following the opinion of the Consultative Working Party of the legal services of the Parliament, the Council and the Commission, which has examined the recast proposal, and in keeping with the recommendations of the rapporteur, the Committee on Legal Affairs considers that the proposal in question does not include any substantive changes other than those identified as such in the proposal and that, as regards the codification of the unchanged provisions of the earlier acts with those changes, the proposal contains a straightforward codification of the existing texts, without any change in their substance.

In conclusion, at its meeting of 24 April 2018, the Committee on Legal Affairs, by 21 votes in favour and 2 abstentions[1], recommends that the Committee on Environment, Public Health and Food Safety, as the committee responsible, can proceed to examine the above proposal in accordance with Rule 104.

Yours sincerely,

Pavel Svoboda

[1] The following Members were present: Max Andersson, Joëlle Bergeron, Marie-Christine Boutonnet, Jean-Marie Cavada, Kostas Chrysogonos, Mady Delvaux, Angel Dzhambazki, Enrico Gasbarra, Lidia Joanna Geringer de Oedenberg, Jytte Guteland, Heidi Hautala, Sylvia-Yvonne Kaufmann, Gilles Lebreton, António Marinho e Pinto, Emil Radev, Evelyn Regner, Pavel Svoboda, József Szájer, Axel Voss, Francis Zammit Dimech, Tadeusz Zwiefka, Kosma Złotowski, Luis de Grandes Pascual.

ANNEX: OPINION OF THE CONSULTATIVE WORKING PARTY OF THE LEGAL SERVICES OF THE EUROPEAN PARLIAMENT, THE COUNCIL AND THE COMMISSION

CONSULTATIVE WORKING PARTY

OF THE LEGAL SERVICES

Brussels, 21.03.2018

OPINION

FOR THE ATTENTION OF THE EUROPEAN PARLIAMENT

THE COUNCIL

THE COMMISSION

Proposal for a Regulation of the European Parliament and of the Council setting emission performance standards for new passenger cars and for new light commercial vehicles as part of the Union's integrated approach to reduce CO₂ emissions from light-duty vehicles and amending Regulation (EC) No 715/2007 (recast)

COM(2017) 676 final of 8.11.2017 - 2017/0293 (COD)

Having regard to the Inter-institutional Agreement of 28 November 2001 on a more structured use of the recasting technique for legal acts, and in particular to point 9 thereof, the Consultative Working Party consisting of the respective legal services of the European Parliament, the Council and the Commission met on 23 and 30 January 2018 for the purpose of examining the aforementioned proposal submitted by the Commission.

At those meetings[1], an examination of the proposal for a Regulation of the European Parliament and of the Council recasting Regulation (EC) No 443/2009 of the European Parliament and of the Council of 23 April 2009 setting emission performance standards for new passenger cars as part of the Community's integrated approach to reduce CO₂ emissions from light-duty vehicles and Regulation (EU) No 510/2011 of the European Parliament and of the Council of 11 May 2011 setting emission performance standards for new light commercial vehicles as part of the Union's integrated approach to reduce CO₂ emissions from light-duty vehicles resulted in the Consultative Working Party’s establishing, by common accord, as follows.

1. The following should have been marked with the grey-shaded type generally used for identifying substantive changes:

- in recital 22, the deletion of the words 'takes into account';

- in recital 29, the adding of the words 'and new light commercial vehicles' and 'and light commercial vehicles' and the replacement of the word 'cars' with 'vehicles' and of the words 'passenger cars' with 'light duty vehicles';

- in recital 38, the deletion of the third and fourth sentence of recital 27 of Regulation (EU) No 510/2011;

- the deletion of recital 30 of Regulation (EC) No 443/2009;

- in Article 1(1), the deletion of the second sentence of Article 1, first paragraph, of Regulation (EC) No 443/2009 and of the second sentence of Article 1(1) of Regulation (EU) No 510/2011;

- in Article 4(2), the deletion of the introductory wording of the third paragraph of Article 4 of Regulation (EU) No 510/2011;

- in the introductory wording of Article 9(1), the adding of the words 'by means of implementing acts' and the deletion of the final words 'for each manufacturer';

- in Article 14(2), the deletion of the last sentence of Article 13(3) of Regulation (EC) No 443/2009;

- in point 2 of Part A of Annex I, the replacement of the words 'a calendar year' with '2020';

- in point 4 of Part A of Annex I, the adding of the words 'in running order';

- in point 1 of Part B of Annex I, the deletion of the words 'measured in grams per kilometre';

- in Annex II, the deletion of the third sentence of point 2 of Part A, of point 3(e) of Part A and of the entire text of Part B of Annex II of Regulation (EC) No 443/2009;

- in Annex III, the deletion of the third sentence of point A(2) of Regulation (EU) No 510/2011.

2. In recital 19, the second sentence of recital 12 of Regulation (EC) No 443/2009 ('To describe this utility, mass is an appropriate parameter which provides a correlation with present emissions and therefore results in more realistic and competitively neutral targets') should have been present, and the proposed deletion thereof should have been marked with grey-shaded type.

3. In recital 28, the adding of the word 'ensures' should have been identified as a formal adaptation made to the existing text of recital 9 of Regulation (EU) No 333/2014.

4. In Article 3(1)(h), the deletion of the term ‘CO₂’ before the words 'emissions of a passenger car', the replacement of the term 'mass emissions' with 'mass emission', the adding of the words 'of the vehicle' after 'certificate of conformity' and the deletion of the words 'for passenger cars' after the words 'as specified' should have been identified as formal adaptations made to the existing wording of Article 3(1)(f) of Regulation (EC) No 443/2009.

5. In point 1 of Part A of Annex I, the deletion of the indication ‘(c)’ before the words 'From 2020' should have been identified as a formal adaptation made to the existing wording of point 1(c) of Annex I of Regulation (EC) No 443/2009. The reference box indicating that the relevant text originates from Regulation (EU) No 333/2014 should have preceded the deleted words '(c) From 2020'.

6. In point 3 of Part A and point 3 of Part B of Annex I, the final words 'of this Annex' should be deleted.

7. In point 1 of Part B of Annex I, the deletion of the indication ‘(c)’ before the words 'from 2020' should have been identified as a formal adaptation made to the existing wording of point 1(c) of Annex I of Regulation (EU) No 510/2011.

8. In point 5 of Part B of Annex I, the reference made to Article 11 should be adapted so as to read as a reference to Article 10.

In consequence, examination of the proposal has enabled the Consultative Working Party to conclude, without dissent, that the proposal does not comprise any substantive amendments other than those identified as such. The Working Party also concluded, as regards the codification of the unchanged provisions of the earlier act with those substantive amendments, that the proposal contains a straightforward codification of the existing legal text, without any change in its substance.

F. DREXLER H. LEGAL L. ROMERO REQUENA

Jurisconsult Jurisconsult Director General

[1] The Consultative Working Party worked on the basis of the English language version of the proposal, being the master-copy language version of the text under discussion.

OPINION of the Committee on Transport and Tourism (4.9.2018)

for the Committee on Environment, Public Health and Food Safety

on the proposal for a Regulation of the European Parliament and of the Council setting emission performance standards for new passenger cars and for new light commercial vehicles as part of the Union's integrated approach to reduce CO₂ emissions from light-duty vehicles and amending Regulation (EC) No 715/2007 (recast)
(COM(2017)0676 – C8‑0395/2017 – 2017/0293(COD))

Rapporteur: Karima Delli

AMENDMENTS

The Committee on Transport and Tourism calls on the Committee on Environment, Public Health and Food Safety, as the committee responsible, to take into account the following amendments:

Amendment 1 Proposal for a regulation Recital 3
Text proposed by the Commission	Amendment
(3) The European Strategy for Low-Emission Mobility¹⁶ sets a clear ambition: by mid-century, greenhouse gas emissions from transport will need to be at least 60% lower than in 1990 and be firmly on the path towards zero. Emissions of air pollutants from transport that harm our health need to be drastically reduced without delay. Emissions from conventional combustion engines will need to further reduce after 2020. Zero- and low emission vehicles will need to be deployed and gain significant market share by 2030.	(3) The European Strategy for Low-Emission Mobility¹⁶ sets a clear ambition: by mid-century, greenhouse gas emissions from transport will need to be at least 60% lower than in 1990 and be firmly on the path towards zero. Emissions of air pollutants from transport that harm our health need to be drastically reduced without delay. Emissions from conventional combustion engines will need to further reduce after 2020. Zero- and low emission vehicles will need to be deployed and gain significant market share by 2030, bearing in mind also policies in support of the automotive industry. In order to meet the Union's commitments of the 21st Conference of the Parties to the United Nations Framework Convention on Climate Change (UNFCC), held in Paris in 2015, the decarbonisation of the transport sector needs to be accelerated and greenhouse gas emissions from passenger cars and light commercial vehicles should be firmly on the path towards zero-emission by mid-century. Ambitions should be kept to a realistic level in order to allow the car industry to adapt and so as not to increase costs for carmakers, which would discourage the manufacture and purchase of new passenger cars in the Union and impact, amongst other things, the employment. Similarly, if over-ambitious targets are proposed and transport emissions are not reduced sufficiently, this could engender a risk of not achieving the greenhouse gas emission reduction targets set under the Paris Agreement.
_________________	_________________
¹⁶ Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions A European Strategy for Low-Emission Mobility (COM(2016) 501 final).	¹⁶ Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions A European Strategy for Low-Emission Mobility (COM(2016) 501 final).
Amendment 2 Proposal for a regulation Recital 4
Text proposed by the Commission	Amendment
(4) The Commissions Communications "Europe on the move"¹⁷ and "Delivering on the European Strategy for low-emission mobility A European Union that protects the planet, empowers its consumers, and defends its industry and workers"¹⁸ highlight that the CO₂ emissions standards for passenger cars and light commercial vehicles are a strong driver for innovation and efficiency and will contribute to strengthening competitiveness of the automotive industry and pave the way for zero and low-emission vehicles in a technology-neutral way.	(4) The Commissions Communications "Europe on the move"¹⁷ and "Delivering on the European Strategy for low-emission mobility A European Union that protects the planet, empowers its consumers, and defends its industry and workers"¹⁸ highlight that the CO₂ emissions standards for passenger cars and light commercial vehicles are a strong driver for innovation and efficiency and will contribute to strengthening competitiveness of the automotive industry and pave the way for zero and low-emission vehicles in a technology-neutral way. Nevertheless, the market share of clean vehicles remains small and the vast majority of the cars in the Union are still powered by gasoline or diesel engines. For these reasons, providing Union consumers with sustainable and affordable options will therefore require a holistic approach, which includes support for the uptake of clean vehicles both in the private and public sectors, as well as accelerating the deployment of alternative infrastructure.
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¹⁷ Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions EUROPE ON THE MOVE An agenda for a socially fair transition towards clean, competitive and connected mobility for all (COM(2017) 283 final).	¹⁷ Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions EUROPE ON THE MOVE An agenda for a socially fair transition towards clean, competitive and connected mobility for all (COM(2017) 283 final).
¹⁸ Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions […]	¹⁸ Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions […]
Amendment 3 Proposal for a regulation Recital 4 a (new)
Text proposed by the Commission	Amendment
	(4 a) The structural transition towards alternative powertrains will be associated with structural changes in automotive value chains. This raises questions, as where components are produced and sourced, and how the Union suppliers remain competitive. In this context, the Commission's initiatives, like the Union Battery Alliance, are welcome, but will require that the Commission monitors developments on an on-going basis.
Amendment 4 Proposal for a regulation Recital 7 a (new)
Text proposed by the Commission	Amendment
	(7a) In view of the uncertainties inherent in future technological and sociological developments in the sector, rather than prioritising radically, at an early stage, one or more technical options which may prove to be generally less relevant in the future, it is preferable to explore the potential, and the possible synergies, of the various technologies currently available. In that regard, it is appropriate to recall the fundamental principle of technological neutrality to which the Union is committed and by which it is required to abide.
Amendment 5 Proposal for a regulation Recital 10
Text proposed by the Commission	Amendment
(10) It is therefore appropriate to pursue the objectives of those Regulations by setting new EU fleet-wide CO₂ reduction targets for passenger cars and light commercial vehicles for the period up to 2030. In defining the reduction levels, account has been taken of their effectiveness in delivering a cost-effective contribution to reducing emissions of the sectors covered by the Effort Sharing Regulation […/…] by 2030, of the resulting costs and savings for society, manufacturers and vehicle users, as well as of their direct and indirect implications for employment, competitiveness and innovation and the co-benefits generated in terms of reduced air pollution and energy security.	(10) It is therefore appropriate to pursue the objectives of those Regulations by setting new EU fleet-wide CO₂ reduction targets for passenger cars and light commercial vehicles for the period up to 2030. In defining the reduction levels, account has been taken of their effectiveness in delivering a cost-effective contribution to reducing emissions of the sectors covered by the Effort Sharing Regulation […/…] by 2030, of the resulting costs and savings for society, manufacturers and vehicle users, as well as of their direct and indirect implications for employment, competitiveness and innovation and the co-benefits generated in terms of reduced air pollution and energy security. The use of renewable de-fossilised fuels (focus on synthetic fuels following definition(s) of Article 2 of Renewable Energy Directive (RED) II with advanced renewable fuels (Annex IX of RED II) in accordance with sustainability criteria) can offer significant CO₂-reduction in well-to-wheel terms, in the new and in the existing fleet. To encourage technology development and increase the share of these fuels in the market, the use of renewable de-fossilised fuels should be accounted for in the specific emission target of manufactures in case of voluntary commitment of a manufacturer.
Amendment 6 Proposal for a regulation Recital 10 a (new)
Text proposed by the Commission	Amendment
	(10a) The revision of Regulation (EC) No 715/2007 aims to significantly reduce the use of carbon-based energy for the propulsion of light private vehicles and light commercial vehicles. This revision therefore has a threefold purpose: an environmental purpose, namely to combat climate change and minimise emissions harmful to human health, a sustainability purpose, namely to reduce the use of fossil fuels, and an economic purpose, namely to improve the competitiveness of the Union automotive industry without causing irreversible damage to the industry.
Amendment 7 Proposal for a regulation Recital 11 a (new)
Text proposed by the Commission	Amendment
	(11a) Although, in comparison with the New European Driving Cycle (NEDC), the introduction of the new Worldwide Harmonised Light Vehicle Test Procedure (WLTP test procedure) can be expected to reduce the gap between reported CO₂ emission values and actual emissions from vehicles, such gap will nonetheless persist. It is, therefore, essential to continue the efforts to develop and establish tests to be performed both in the laboratory and elsewhere which reflect reality as completely as possible by measuring actual energy consumption and emissions under real driving conditions. To this end, the Commission should include such tests in the regulatory framework as soon as they have been developed.
Amendment 8 Proposal for a regulation Recital 12
Text proposed by the Commission	Amendment
(12) It is important that the setting of CO₂ emissions reduction requirements continues to provide Union -wide predictability and planning security for vehicle manufacturers across their new car and light commercial vehicle fleets in the Union.	(12) It is established that the gap between declared CO₂ emission rates and those under real driving conditions has widened substantially since the entry into force of the first Union legislation on CO₂standards for light-duty vehicles, and, although WLTP should reflect more closely typical real-world driving conditions than the NEDC, it will still be limited to a laboratory test procedure, which means that the gap may grow again after a few years, but also that the illegal use of defeat devices remains possible and can stay undetected.
Amendment 9 Proposal for a regulation Recital 12 a (new)
Text proposed by the Commission	Amendment
	(12a) It is essential that this revision amending Regulation (EC) No 715/2007 on the establishment of requirements for the reduction of CO₂ emissions should aim for continuity and seek to maintain a certain stability and predictability for the various players in the industry in the Union, particularly car manufacturers, for the whole of their fleets of new cars and new light commercial vehicles within the territory of the Union. The aim should therefore be to continue efforts so as to improve elements of the original regulation whilst adapting them to environmental needs and the new technological potential of the industry, in such a way as not to unbalance major sectors in the Union but, on the contrary, to promote Union competitiveness and innovation.
Amendment 10 Proposal for a regulation Recital 13
Text proposed by the Commission	Amendment
(13) Reduction levels for the Union-wide fleets of new passenger cars and light commercial vehicles should therefore be set for 2025 and for 2030, taking into account the vehicle fleet renewal time and the need for the road transport sector to contribute to the 2030 climate and energy targets. This stepwise approach also provides a clear and early signal for the automotive industry not to delay the market introduction of energy efficient technologies and zero- and low-emission vehicles.	(13) It is therefore crucial to pursue the work for establishing even more reliable and realistic CO₂testing, especially to elaborate a testing methodology for Real Driving Emissions measurements; to this end the Joint Research Centre should study and compare various testing methodologies, also covering potential discrepancies related to physical conditions and driving behaviours. It is also important to keep the testing procedure under regular review.
Amendment 11 Proposal for a regulation Recital 13 a (new)
Text proposed by the Commission	Amendment
	(13 a) Road transport needs to be fully decarbonised to allow the Union to reach its 2050 climate goals. Therefore, new CO₂-emitting cars and light commercial vehicles should be phased out by 2040 the latest. The Commission should evaluate how to take into account on-road vehicle, through market surveillance tools but also incentives for retrofitting vehicles, when efficient and cost-competitive. To this end, further exploratory studies would be useful to help elaborate an Union framework for retrofitting technologies. Renewable energy also has a key role to play in reducing GHG emissions from the Union transport, it is thus vital to take into consideration all forms of renewable energy and less-carbon intensive fuels and create incentives to effectively contribute to the decarbonisation of the Union transport sector and to retrofitting on-road vehicles. This Regulation does not take into account the renewable energy content of the liquid and/or gaseous road transport fuels used, since no distinction is made at the measuring stage between CO₂ originating from non-renewable and renewable energy carriers. The development of a methodology to allow taking into account the renewable energy content of the liquid and/or gaseous road transport fuels in the determination of the specific emissions of CO₂ for new cars and new light commercial vehicles needs to be developed.
Amendment 12 Proposal for a regulation Recital 14
Text proposed by the Commission	Amendment
(14) While the Union is among the world's major producers of motor vehicles and demonstrates technological leadership in this sector, competition is increasing and the global automotive sector is changing rapidly through new innovations in electrified powertrains, and cooperative, connected and automated mobility. In order to retain its global competitiveness and access to markets, the Union needs a regulatory framework, including a particular incentive in the area of zero- and low-emission vehicles, which creates a large home market and supports technological development and innovation.	(14) While the Union is among the world's major producers of motor vehicles and demonstrates technological leadership in this sector, competition is increasing and the global automotive sector is changing rapidly through new innovations in electrified powertrains, and cooperative, connected and automated mobility. If the Union industry engages late in the necessary energy transition in the transport sector, it will lose its leading role. In order to retain its global competitiveness and access to markets, the Union needs a regulatory framework, including a particular incentive in the area of zero- and low-emission vehicles, which creates a large home market and supports technological development and innovation.
Amendment 13 Proposal for a regulation Recital 14 a (new)
Text proposed by the Commission	Amendment
	(14a) It will not be possible to achieve the long-term goal of entirely decarbonising the Union mobility without technological innovation and technical progress. With that in mind, and in the face of increased international competition, it is essential that the Union and Member States continue their efforts to explore and develop initiatives that promote the synergies possible in the sector, taking as a model the recent Union Batteries Alliance, and support public and private investment in research and innovation in the Union n car industry in order to maintain Union technological leadership in that sector and to ensure the long-term sustainability of its industrial base, keeping it efficient and competitive on the world market.
Amendment 14 Proposal for a regulation Recital 14 b (new)
Text proposed by the Commission	Amendment
	(14b) It is of critical importance to consider the social and environmental impacts of the transition and to be proactive in addressing the unavoidable job destruction caused by the deep industrial transition; in this context the redeployment, re-skilling and up-skilling of workers, education, job-seeking initiatives in dialogue with the social partners should be a key priority before social damages occur.
Amendment 15 Proposal for a regulation Recital 15
Text proposed by the Commission	Amendment
(15) A dedicated incentive mechanism should be introduced to facilitate a smooth transition towards zero-emission mobility. This crediting mechanism should be designed so as to promote the deployment on the Union market of zero- and low-emission vehicles.	(15) A dedicated incentive mechanism should be introduced to facilitate a smooth and timely transition towards zero-emission mobility. This crediting mechanism should be designed so as to promote the deployment on the Union market of zero- and low-emission vehicles. This mechanism should be neutral towards all technologies or innovative fuels.
Amendment 16 Proposal for a regulation Recital 17 a (new)
Text proposed by the Commission	Amendment
	(17 a) Swift and adequate deployment of recharging and refuelling infrastructure for alternative fuels is essential for the development of the market for zero- and low-emission vehicles, especially to provide confidence to consumers; it is vital that investment in its deployment should be continued and increased, through different support instruments at both Union and Member State, to contribute to achieving a comprehensive enabling landscape, also including reliable car labelling schemes, strong enforcement of air quality and climate change mitigation standards, and strong support schemes for workers in the automotive industry. The issue of refuelling is intrinsically linked to the range capacity of vehicles – the more the latter increases, the less frequent refuelling will need to be – and 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 17 Proposal for a regulation Recital 17 b (new)
Text proposed by the Commission	Amendment
	(17b) Better designed car labelling providing consumers with comparable, reliable and user friendly information about the benefits of low emission cars, including information concerning air pollutants and running costs in addition to CO₂ emissions and fuel consumption, could support the uptake of the most fuel efficient and environmentally friendly cars across the Union. The Commission should therefore review Directive 1999/94/EC no later than 31st December 2019 and put forward a relevant legislative proposal.
Amendment 18 Proposal for a regulation Recital 19
Text proposed by the Commission	Amendment
(19) In order to maintain the diversity of the market for passenger cars and light commercial vehicles and its ability to cater for different consumer needs, CO₂ targets can be specific for each car manufacturer. Maintaining mass as the utility parameter is considered coherent with the existing regime. In order to better reflect the mass of vehicles used on the road, the parameter should be changed from mass in running order to the vehicle's test mass as specified in Regulation (EU) 2017/1151 of 1 June 2017 with effect from 2025.	(19) In order to maintain the diversity of the market for passenger cars and light commercial vehicles and its ability to cater for different consumer needs, CO₂ targets can be specific for each car manufacturer. Maintaining mass as the utility parameter is considered coherent with the existing regime. In order to better reflect the mass of vehicles used on the road, the parameter should be changed from mass in running order to the vehicle's test mass as specified in Regulation (EU) 2017/1151 of 1 June 2017 with effect from 2030.
Amendment 19 Proposal for a regulation Recital 20
Text proposed by the Commission	Amendment
(20) It should be avoided that the EU fleet-wide targets are altered due to changes in the average mass of the fleet. Changes in the average mass should therefore be reflected without delay in the specific emission target calculations, and the adjustments of the average mass value that is used to this end should therefore take place every two years with effect from 2025.	(20) It should be avoided that the EU fleet-wide targets are altered due to changes in the average mass of the fleet. Changes in the average mass should therefore be reflected without delay in the specific emission target calculations, and the adjustments of the average mass value that is used to this end should therefore take place every two years with effect from 2030.
Amendment 20 Proposal for a regulation Recital 21
Text proposed by the Commission	Amendment
(21) In order to distribute the emission reduction effort in a competitively neutral and fair way that reflects the diversity of the market for passenger cars and light commercial vehicles, and in view of the change in 2021 to WLTP-based specific emission targets, it is appropriate to determine the slope of the limit value curve on the basis of the specific emissions of all newly registered vehicles in that year, and to take into account the change in the EU fleet-wide targets between 2021, 2025 and 2030 with a view to ensuring an equal reduction effort of all manufacturers. With regard to light commercial vehicles, the same approach as that for car manufacturers should apply to manufacturers of lighter, car derived, vans, while for manufacturers of vehicles falling within the heavier segments, a higher and fixed slope should be set for the whole target period.	(21) In order to distribute the emission reduction effort in a competitively neutral and fair way that reflects the diversity of the market for passenger cars and light commercial vehicles, and in view of the change in 2021 to WLTP-based specific emission targets, it is appropriate to determine the slope of the limit value curve on the basis of the specific emissions of all newly registered vehicles in that year, and to take into account the change in the EU fleet-wide targets between 2021 and 2030 with a view to ensuring an equal reduction effort of all manufacturers. With regard to light commercial vehicles, the same approach as that for car manufacturers should apply to manufacturers of lighter, car derived, vans, while for manufacturers of vehicles falling within the heavier segments, a higher and fixed slope should be set for the whole target period.
Amendment 21 Proposal for a regulation Recital 22
Text proposed by the Commission	Amendment
(22) The aim of this Regulation is to create incentives for the automotive industry to invest in new technologies. This Regulation actively promotes eco-innovation and provides a mechanism that should be able to acknowledge future technological development. Experience shows that eco-innovations have successfully contributed to the cost-effectiveness of Regulations (EC) No 443/2009 and (EU) No 510/2011 and to the reduction of real world CO₂ emissions. This modality should therefore be maintained and the scope should be extended to incentivise efficiency improvements in air-conditioning systems.	(22) The aim of this Regulation is to allow real world emissions reduction, through creating incentives for the automotive industry to invest in new technologies and reduce real world emissions, while remaining technology neutral. This Regulation actively promotes eco-innovation and provides a mechanism that should be able to acknowledge future technological development. Experience shows that eco-innovations have successfully contributed to the cost-effectiveness of Regulations (EC) No 443/2009 and (EU) No 510/2011 and to the reduction of real world CO₂emissions. This modality should therefore be maintained and the scope should be extended to incentivise efficiency improvements in air-conditioning systems and CO₂ and NOx emissions reductions, and should consider engines retrofitting, and take into account material used for production, manufacturing and end-of-life stages of the vehicle lifecycle.
Amendment 22 Proposal for a regulation Recital 22 a (new)
Text proposed by the Commission	Amendment
	(22a) CO₂ emissions for new cars and new light commercial vehicles registered in the Union are measured in accordance with Regulation (EC) 715/2007, without any distinction at the measuring stage between CO₂ originating from non-renewable and renewable energy carriers. A methodology that takes into account the renewable energy content of the liquid and/or gaseous road transport fuels in the determination of the specific CO₂ emissions for cars and new light commercial vehicles should be developed.
Amendment 23 Proposal for a regulation Recital 22 b (new)
Text proposed by the Commission	Amendment
	(22 b) The use of certain alternative fuels can offer significant CO₂reductions in well-to-wheel terms, however, a robust methodology to take that into account is not yet available; it is therefore recommended that the Commission supports exploratory research in that direction, so as to include it as soon as possible in the regulatory framework.
Amendment 24 Proposal for a regulation Recital 22 c (new)
Text proposed by the Commission	Amendment
	(22c) As the objective of this Regulation is to reduce CO₂ emissions in the real world, off-cycle technologies not covered by the normal test cycle and not falling within the scope of the eco-innovations mechanism should also be considered and taken into account by the Commission if they show measurable, demonstrable and verified CO₂ reductions.
Amendment 25 Proposal for a regulation Recital 22 d (new)
Text proposed by the Commission	Amendment
	(22d) Having in mind the uncertainty on the market uptake of alternatively powered vehicles, relevant infrastructure deployment and changing consumer demand the ambition level has to be modified in a transparent way. The Commission proposal of a directive on Alternative Fuels Infrastructure provides guidance for the alternative infrastructure needs.
Amendment 26 Proposal for a regulation Recital 22 e (new)
Text proposed by the Commission	Amendment
	(22e) The development of innovative propulsion technologies should particularly be promoted, as they result in significantly lower emissions than traditional passenger cars. In this way, the long-term competitiveness of the Union industry is promoted and more high-quality jobs are created.
Amendment 27 Proposal for a regulation Recital 23
Text proposed by the Commission	Amendment
(23) A balance should however be ensured between incentives given to eco-innovations and those technologies for which the emission reduction effect is demonstrated on the official test procedure. As a consequence, it is appropriate to maintain a cap on the eco-innovation savings that a manufacturer may take into account for target compliance purposes. The Commission should have the possibility to review the level of the cap, in particular, to take into account the effects of the change in the official test procedure. It is also appropriate to clarify how the savings should be calculated for target compliance purposes.	(23) A balance should however be ensured between incentives given to eco-innovations and those technologies for which the emission reduction effect is demonstrated on the official test procedure. As a consequence, it is appropriate to maintain a cap on the eco-innovation savings that a manufacturer may take into account for target compliance purposes. The Commission should review the level of the cap, in particular, to take into account the effects of the change in the official test procedure. It is also appropriate to clarify how the savings should be calculated for target compliance purposes.
Amendment 28 Proposal for a regulation Recital 28
Text proposed by the Commission	Amendment
(28) The procedure for granting derogations from the 95 g CO₂/km fleet target to niche car manufacturers ensures that the reduction effort required by niche manufacturers is consistent with that of large volume manufacturers with regard to that target., However, experience shows that niche manufacturers have the same potential as large manufacturers to meet the CO₂ targets and with regard to the targets set from 2025 onwards it is not considered appropriate to distinguish between those two categories of manufacturers.	(28) The procedure for granting derogations from the 95 g CO₂/km fleet target to niche car manufacturers ensures that the reduction effort required by niche manufacturers is consistent with that of large volume manufacturers with regard to that target.
Amendment 29 Proposal for a regulation Recital 29 a (new)
Text proposed by the Commission	Amendment
	(29a) Alternative powertrains, which include hybrid powertrains, are those which, for the purpose of mechanical propulsion, draw energy from consumable fuel and/or a battery or other electrical or mechanical power storage device. Their use for light commercial vehicles may generate extra weight, but reduces pollution. That extra weight should not be counted as part of the effective load of the vehicle, since this would penalise the road transport sector in economic terms. However, the extra weight should not result in the load capacity of the vehicle being increased either. The Commission should therefore analyse to what extent new light commercial vehicles running on alternative fuels (with heavier powertrains than those used in conventionally fuelled vehicles) might also benefit from an extra weight allowance, without jeopardising the overall CO₂ emission reduction targets covered by this Regulation.
Amendment 30 Proposal for a regulation Recital 30 a (new)
Text proposed by the Commission	Amendment
	(30 a) In order to ensure that the values of CO₂emissions and fuel efficiency of completed vehicles are representative, the Commission should come forward with a specific procedure and consider, reviewing the type-approval legislation and establishing a European Agency for Market Surveillance of Road Transport, that would be in charge of market surveillance activities, especially in the matter of CO₂ emissions, and would have the power to organise European-wide recall programs and to withdraw type-approval when appropriate; additionally, the Agency should initiate a test or inspection following a submission of third party test verification results, which show evidence of suspicious emission behaviour.
Amendment 31 Proposal for a regulation Recital 38
Text proposed by the Commission	Amendment
(38) Manufacturers’ compliance with the targets under this Regulation should be assessed at Union level. Manufacturers whose average specific emissions of CO₂ exceed those permitted under this Regulation should pay an excess emissions premium with respect to each calendar year. The amounts of the excess emissions premium should be considered as revenue for the general budget of the Union.	(38) Manufacturers’ compliance with the targets under this Regulation should be assessed at Union level. Manufacturers whose average specific emissions of CO₂ exceed those permitted under this Regulation should pay an excess emissions premium with respect to each calendar year. The amounts of the excess emissions premium should be considered as revenue primarily to be earmarked for the Union road transport sector, to enable the just transition to low-carbon mobility, and to contribute to research and development in the automotive industry, on technologies such as new drivetrains, fuels, testing, and for road safety. These should also be used to proactively address the inevitable social impacts of the low-carbon transition in the automotive sector, which will be particularly pronounced in certain most affected regions. It is paramount therefore that current measures facilitating the low-carbon transition are also accompanied by targeted programmes for redeployment, re-skilling and up-skilling of workers, as well as education and job-seeking initiatives conducted in close dialogue with the social partners.
Amendment 32 Proposal for a regulation Recital 41
Text proposed by the Commission	Amendment
(41) The effectiveness of the targets set out in this Regulation in reducing CO₂ emissions in reality is strongly dependent on the representativeness of the official test procedure. In accordance with the Opinion of the Scientific Advice Mechanism (SAM)²³ and the recommendation of the European Parliament, following its inquiry into emission measurements in the automotive sector²⁴ , a mechanism should be put in place to assess the real world representativeness of vehicle CO₂ emissions and energy consumption values determined in accordance with Regulation (EU) 2017/1151. The Commission should have the powers to ensure the public availability of such data, and, where necessary, develop the procedures needed for identifying and collecting the data required for performing such assessments.	(41) The effectiveness of the targets set out in this Regulation in reducing CO₂ emissions in reality is strongly dependent on the representativeness of the official test procedure. In accordance with the Opinion of the Scientific Advice Mechanism (SAM)²³ and the recommendation of the European Parliament, following its inquiry into emission measurements in the automotive sector²⁴ , a mechanism should be put in place to assess the real world representativeness of vehicle CO₂ emissions and energy consumption values determined in accordance with Regulation (EU) 2017/1151. The most reliable way to ensure the real world representativeness of type-approval values is by introducing a real-world CO₂ emissions test, therefore the Joint Research Centre should be given the mandate to start working on its feasibility, to allow such testing to be included in the regulatory framework as soon as possible. The real-world emissions of vehicles should lie within a not-to-exceed (NTE) limit, of a maximum of 15 % above the type-approval values measured as of 2021 using the WLTP test, set for each manufacturer in 2021 in respect of their 2025 and 2030 emission targets. The Commission should have the powers to ensure the public availability of such data, and from fuel consumption meters, and also, where necessary, develop the procedures needed for identifying and collecting the data required for performing such assessments.
__________________	__________________
²³ High Level Group of Scientific Advisors, Scientific Opinion 1/2016 "Closing the gap between light-duty vehicle real-world CO₂ emissions and laboratory testing"	²³ High Level Group of Scientific Advisors, Scientific Opinion 1/2016 "Closing the gap between light-duty vehicle real-world CO₂ emissions and laboratory testing"
²⁴ European Parliament recommendation of 4 April 2017 to the Council and the Commission following the inquiry into emission measurements in the automotive sector (2016/2908(RSP))	²⁴ European Parliament recommendation of 4 April 2017 to the Council and the Commission following the inquiry into emission measurements in the automotive sector (2016/2908(RSP))
Amendment 33 Proposal for a regulation Recital 41 a (new)
Text proposed by the Commission	Amendment
	(41a) Although this Regulation aims to reduce CO₂ emissions from light duty vehicles, it should not lose sight of the overall carbon balance in the ‘manufacture – use – scrapping’ cycle of the vehicles concerned and the ‘extraction/production – transportation – consumption’ cycle of the fuel used (well-to-wheel). In this respect, the Commission should develop a harmonised methodology for reporting the carbon balance of the life-cycle of such vehicles and the energy consumed in order to obtain a full picture of their environmental impacts and thus ensure consistency of the means deployed in pursuit of the Union’s climate objectives.
Amendment 34 Proposal for a regulation Recital 42
Text proposed by the Commission	Amendment
(42) In 2024 it is foreseen to review the progress achieved under the [Effort Sharing Regulation and Emissions Trading System Directive]. It is therefore appropriate to assess the effectiveness of this Regulation in that same year to allow a coordinated and coherent assessment of the measures implemented under all these instruments.	(42) In 2024 it is foreseen to review the progress achieved under the [Effort Sharing Regulation and Emissions Trading System Directive]. In 2023 the new emissions test procedure would have come into effect since two years for all light-duty vehicles. It is, therefore, possible and appropriate to assess the effectiveness of this Regulation in that same year and to confirm the fleet-wide CO₂ emission target for 2030 together with the benchmark for zero- and low-emission vehicles, to allow a coordinated and coherent assessment of the measures implemented under all these instruments, and, as soon as possible, to take into account upstream and embedded emissions. The calculation of the environmental impact of each vehicle should take into account the type of load that comes with the amount of emissions, and the Commission should consider creating of a harmonised methodology of the type ‘x g CO₂/km per passenger/per tonne of goods’ to reduce empty runs by light vehicles, whether carrying goods or passengers.
Amendment 35 Proposal for a regulation Article 1 – paragraph 1
Text proposed by the Commission	Amendment
1. This Regulation establishes CO₂ emissions performance requirements for new passenger cars and for new light commercial vehicles in order to ensure the proper functioning of the internal market.	1. This Regulation establishes CO₂ emissions performance requirements for new passenger cars and for new light commercial vehicles in order to ensure the achievement of Union´s climate commitments and targets.
Amendment 36 Proposal for a regulation Article 1 – paragraph 3
Text proposed by the Commission	Amendment
3. This Regulation will until 31 December 2024 be complemented by additional measures corresponding to a reduction of 10 g CO₂/km as part of the Union's integrated approach referred to in the 2007 Communication from the Commission to the Council and the European Parliament²⁷.	3. This Regulation will be complemented by additional measures corresponding to a reduction of 10 g CO₂/km as part of the Union's integrated approach referred to in the 2007 Communication from the Commission to the Council and the European Parliament²⁷.
_________________	_________________
²⁷ Communication from the Commission to the Council and the European Parliament of 7 February 2007 Results of the review of the Community Strategy to reduce CO₂ emissions from passenger cars and light-commercial vehicles (COM(2007) 19 final).	²⁷ Communication from the Commission to the Council and the European Parliament of 7 February 2007 Results of the review of the Community Strategy to reduce CO₂ emissions from passenger cars and light-commercial vehicles (COM(2007) 19 final).
Amendment 37 Proposal for a regulation Article 2 – paragraph 1 – point b
Text proposed by the Commission	Amendment
(b) category N₁ as defined in Annex II to Directive 2007/46/EC with a reference mass not exceeding 2610 kg and to vehicles of category N₁ to which type-approval is extended in accordance with Article 2(2) of Regulation (EC) No 715/2007 (‘light commercial vehicles’) which are registered in the Union for the first time and which have not previously been registered outside the Union (‘new light commercial vehicles’).	(b) category N₁ as defined in Annex II to Directive 2007/46/EC with a reference mass not exceeding 2610 kg and to vehicles of category N₁ to which type-approval is extended in accordance with Article 2(2) of Regulation (EC) No 715/2007 (‘light commercial vehicles’) which are registered in the Union for the first time and which have not previously been registered outside the Union (‘new light commercial vehicles’).The Commission, in accordance with the objectives of this Regulation, is empowered to update, if necessary, the limit of the reference mass (2 610 kg) for light commercial vehicles using alternative fuels that require additional weight because they use powertrains and energy storage systems (e.g. batteries) which are heavier than those used in conventional vehicles.
Amendment 38 Proposal for a regulation Article 3 – paragraph 1 – point n a (new)
Text proposed by the Commission	Amendment
	(na) ‘retrofitting’ means modifications to parts of a vehicle engine with pollution-reducing and/or fuel saving technologies. These include fuel saving technologies such as hybridisation or more extensive modifications to electric or other technologies using alternative fuels as defined in point (1) of the first paragraph of Article 2 of Directive 2014/94/EU”
Amendment 39 Proposal for a regulation Article 4 – paragraph 1 – introductory part
Text proposed by the Commission	Amendment
1. The manufacturer shall ensure that its average specific emissions of CO₂ do not exceed the following specific emissions targets:	1. For the purpose of determining compliance by a manufacturer with its specific emissions target referred to in this Article, the average specific CO₂-emission shall be reduced, if renewable de-fossilised fuels with reducing CO₂ effect have been introduced to the fuel market by the manufacturer in the year of registration of the new vehicles. The reducing CO₂ effect is to be documented according to the definition in the relevant version of the mechanism of the Renewable Energy Directive (RED). The manufacturer shall report the energy amount of different supplemented de-fossilised fuels (Fuel_i^1a), which have been entered the market, for the operational year to an authority nominated by the Commission. The de-fossilised fuel is not allowed to count for CO₂ target in other regulations (RED II or ETS) to avoid any kind of double-counting. The manufacturer shall ensure that its average specific emissions of CO₂ do not exceed the following specific emissions targets:
	_________________
	^1a Values to be reported: Fuel_i = energy amount of the renewable de-fossilized fuel introduced to the market (MJ)
Amendment 40 Proposal for a regulation Article 4 – paragraph 1 – point b
Text proposed by the Commission	Amendment
(b) for each calendar year from 2021 until 2024, the specific emissions target determined in accordance with points 3 and 4 of Parts A or B of Annex I as appropriate or, where a manufacturer is granted a derogation under Article 10 , in accordance with that derogation and point 5 of Parts A or B of Annex I;	(b) for each calendar year from 2021 until 2029, the specific emissions target determined in accordance with points 3 and 4 of Parts A or B of Annex I as appropriate or, where a manufacturer is granted a derogation under Article 10 , in accordance with that derogation and point 5 of Parts A or B of Annex I;
Amendment 41 Proposal for a regulation Article 4 – paragraph 1 – point c
Text proposed by the Commission	Amendment
(c) for each calendar year, starting from 2025, the specific emissions targets determined in accordance with point 6.3 of Parts A or B of Annex I.	(c) for each calendar year, starting from 2030, the specific emissions targets determined in accordance with point 6.3 of Parts A or B of Annex I.
Amendment 42 Proposal for a regulation Article 6 – paragraph 2 – point d
Text proposed by the Commission	Amendment
(d) the category of vehicles registered as M₁ or N₁, for which the pool shall apply.	(d) the category of vehicles registered as M₁ and N₁, for which the pool shall apply.
Amendment 43 Proposal for a regulation Article 6 – paragraph 8 a (new)
Text proposed by the Commission	Amendment
	8a. In order to determine the average specific M1 and N1 emissions of CO₂ of each manufacturer, when a manufacturer overachieves the CO₂ M1 or N1 target, his performance shall be taken into account for the same manufacturer or for other manufacturer(s). In this case, the difference between M1 or N1 specific emission targets of the manufacturer and its average specific emissions shall be deducted from its average specific emissions of CO₂ for M1 or N1 specific target, weighted with the registration volumes. The total contribution of those transfers of credits between M1 or N1 manufacturers may be up to 10g CO₂/km per manufacturer.
Amendment 44 Proposal for a regulation Article 7 – paragraph 4 – subparagraph 3
Text proposed by the Commission	Amendment
The register shall be publicly available.	The register shall be publicly available, including in digital format.
Amendment 45 Proposal for a regulation Article 7 – paragraph 8 a (new)
Text proposed by the Commission	Amendment
	8 a. From 2025 onwards manufacturers shall report on the lifecycle CO₂ emissions of the vehicle types they put on the market after 1 January 2025 based on the harmonised Union methodology, for reporting and monitoring purpose until 2030. For that purpose, the Commission shall develop, no later than 1 January 2022, by way of delegated acts a reliable and representative harmonized methodology on lifecycle CO₂ emissions of all fuel types and vehicle powertrains found on the Union market. Such methodology shall be in line with the relevant ISO standards and account for the global warming potential (GWP) of vehicle’s production, raw material sourcing, well-to-wheel, and vehicle recycling and dismantling emissions.
Amendment 46 Proposal for a regulation Article 7 – paragraph 9 a (new)
Text proposed by the Commission	Amendment
	9a. During the monitoring and reporting phase, the amount of advanced liquid and gaseous biofuels sold at the stations shall be taken into account and shall be deducted from the CO₂ emissions reported at the type-approval phase. These values are used for the calculation of the Carbon Correction Factor (CCF). The Carbon Correction Factor (CCF) is calculated using the following formula: CCF = national share of advanced liquid and gaseous biofuels used. The corrected CO₂ fleet calculation shall therefore be calculated as follow: CO₂ fleet = (CO₂ Type-approval)*(1-CCF)
Amendment 47 Proposal for a regulation Article 8 – paragraph 4
Text proposed by the Commission	Amendment
4. The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Union.	4. Where applicable, the amounts of the excess emissions premium shall be considered as revenue for the just transition in affected regions including re-skilling and redeployment of workers of the automotive sector, deployment of clean mobility and low-carbon economy, transport infrastructures, research and development, covering of negative externalities of road transport and road safety.
Amendment 48 Proposal for a regulation Article 9 – paragraph 3 – point a
Text proposed by the Commission	Amendment
(a) the 2025 and 2030 EU fleet-wide targets referred to in Article 1(4) and (5) calculated by the Commission in accordance with points 6.1.1 and 6.1.2 of Parts A and B of Annex I;	(a) the 2030 EU fleet-wide targets referred to in Article 1(4) calculated by the Commission in accordance with point 6.1. of Parts A and B of Annex I;
Amendment 49 Proposal for a regulation Article 9 – paragraph 3 – point b
Text proposed by the Commission	Amendment
(b) the values for a₂₀₂₁, a₂₀₂₅ and a₂₀₃₀ calculated by the Commission in accordance with point 6.2 of Parts A and B of Annex I.	(b) the values for a₂₀₂₁ and a₂₀₃₀ calculated by the Commission in accordance with point 6.2 of Parts A and B of Annex I.
Amendment 50 Proposal for a regulation Article 11 – paragraph 1 – subparagraph 1
Text proposed by the Commission	Amendment
Upon application by a supplier or a manufacturer, CO₂ savings achieved through the use of innovative technologies or a combination of innovative technologies (‘innovative technology packages’) shall be considered.	Upon application by a supplier or a manufacturer, CO₂ savings achieved through the use of innovative technologies (such as retrofitting) or a combination of innovative technologies (‘innovative technology packages’) shall be considered.
Amendment 51 Proposal for a regulation Article 11 – paragraph 1 – subparagraph 3
Text proposed by the Commission	Amendment
The total contribution of those technologies to reducing the average specific emissions of a manufacturer may be up to 7 g CO₂/km.	The total contribution of those technologies to reducing the average specific emissions of a manufacturer may be up to 9 g CO₂/km.
Amendment 52 Proposal for a regulation Article 11 – paragraph 1 – subparagraph 4
Text proposed by the Commission	Amendment
The Commission may adjust the cap with effect from 2025 onwards. Those adjustments shall be performed by means of delegated acts in accordance with Article 16.	The Commission shall adjust the cap with effect from 2021 onwards, in order to reflect WLTP calculation. Those adjustments shall be performed by means of delegated acts in accordance with Article 16.
Amendment 53 Proposal for a regulation Article 11 – paragraph 2 – point d
Text proposed by the Commission	Amendment
(d) the innovative technologies must not be covered by mandatory provisions due to complementary additional measures complying with the 10 g CO₂/km reduction referred to in Article 1 or be mandatory under other provisions of Union law. With effect from 1 January 2025, this criterion shall not apply with regard to efficiency improvements for air conditioning systems.	(d) the innovative technologies must not be covered by mandatory provisions due to complementary additional measures complying with the 10 g CO₂/km reduction referred to in Article 1 or be mandatory under other provisions of Union law. This criterion shall not apply with regard to efficiency improvements for air conditioning systems.
Amendment 54 Proposal for a regulation Article 12 – paragraph 1
Text proposed by the Commission	Amendment
1. The Commission shall monitor and assess the real world representativeness of the CO₂ emission and energy consumption values determined in accordance with Regulation (EU) 2017/1151. It shall ensure that the public is informed of how that representativeness evolves over time.	1. The Commission shall monitor and assess the real world representativeness of the CO₂ emission and energy consumption values determined in accordance with Regulation (EU) 2017/1151. It shall ensure that the public is informed of how that representativeness evolves over time, and shall launch further investigations towards certain manufacturers following identification of significant CO₂ emission excess.
Amendment 55 Proposal for a regulation Article 12 – paragraph 2
Text proposed by the Commission	Amendment
2. For that purpose, the Commission shall ensure the availability, from manufacturers or national authorities, as the case may be, of robust non-personal data on real world CO₂ emissions and energy consumption of passenger cars and light commercial vehicles.	2. For that purpose, the Commission shall make publicly available and in digitally searchable format, as the case may be, of robust non-personal data on real world CO₂ emissions and energy consumption of passenger cars and light commercial vehicles, from manufacturers or national authorities.
Amendment 56 Proposal for a regulation Article 12 – paragraph 2 a (new)
Text proposed by the Commission	Amendment
	2a. To ensure that CO₂ emissions are genuinely reduced as referred to in Article 1 of this Regulation, the WLTP tests shall be used to determine emission levels until the Commission develops tests under real driving conditions which are more in line with reality to replace them.
Amendment 57 Proposal for a regulation Article 14 – paragraph 1
Text proposed by the Commission	Amendment
1. The Commission shall in 2024 submit a report to the European Parliament and the Council on the effectiveness of this Regulation, where appropriate, accompanied by a proposal for amending the Regulation. This report will consider, inter alia, the real world representativeness of the CO₂ emission and energy consumption values determined in accordance with Regulation (EU) 2017/1151, the deployment on the Union market of zero- and low-emission vehicles and the roll-out of recharging and refuelling infrastructure reported under Directive 2014/94/EU of the European Parliament and of the Council²⁹ .	1. The Commission shall in 2023 submit a report to the European Parliament and the Council on the effectiveness of this Regulation, where appropriate, accompanied by a proposal for amending the Regulation. The Commission may be assisted by independent experts that will assess all the major parameters influencing the ramp-up of alternative powertrains. This report will consider, inter alia:
	-the real world representativeness of the CO2 emission and energy consumption values determined in accordance with Regulation (EU) 2017/1151, also including in it an assessment of the life cycle of vehicles and the well-to-wheel impact of emissions in the case of fuels;
	-the deployment on the Union market of zero- and low-emission vehicles and the roll-out of recharging and refuelling infrastructure reported under Directive 2014/94/EU of the European Parliament and of the Council²⁹.
	For this report, the Commission shall set up, by considering the following indicators:
	- Range of vehicles on offer (battery electric vehicles [BEV], plug-in hybrid electric vehicles [PHEV], fuel-cell electric vehicles [FCEV], etc.);
	- Oil, fuel and energy prices.
__________________	__________________
²⁹ Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1)	²⁹ Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1)
Amendment 58 Proposal for a regulation Article 14 – paragraph 2
Text proposed by the Commission	Amendment
2. The Commission shall take into account the assessments performed pursuant to Article 12 and may, where appropriate, review the procedures for measuring CO₂ emissions as set out under Regulation (EC) No 715/2007. The Commission shall, in particular, make appropriate proposals to adapt those procedures to reflect adequately the real world CO₂ emissions of cars and light commercial vehicles .	2. The Commission shall take into account the assessments performed pursuant to Article 12 and may, where appropriate, review the procedures for measuring CO₂ emissions as set out under Regulation (EC) No 715/2007. The Commission shall, in particular, make appropriate proposals to adapt those procedures to reflect adequately the real world CO₂ emissions of cars and light commercial vehicles, including using Portable Emissions Measurement System and remote-sensing.
Amendment 59 Proposal for a regulation Article 14 – paragraph 3 – subparagraph 2 a (new)
Text proposed by the Commission	Amendment
	The Commission shall by 31 December 2019 review Directive 1999/94/EC, and where appropriate, submit a relevant proposal in order to provide consumers with accurate, robust and comparable information on the fuel consumption, CO₂ emissions and air pollutant emissions of new passenger cars placed on the market.
Amendment 60 Proposal for a regulation Annex I – part A – point 6 – point 6.3 – paragraph 1
Text proposed by the Commission	Amendment
The specific emissions target from 2025 onwards	The specific emissions target from 2030 onwards
Amendment 61 Proposal for a regulation Annex I – part A – point 6 – point 6.3 – paragraph 3 – subparagraph 1
Text proposed by the Commission	Amendment
Specific emissions reference target is the specific emissions reference target of CO₂ determined in accordance with point 6.2.1 for the period 2025 to 2029 and 6.2.2 for 2030 onwards	Specific emissions reference target is the specific emissions reference target of CO₂ determined in accordance with point 6.2. for 2030 onwards
Amendment 62 Proposal for a regulation Annex I – part A – point 6 – point 6.3 – paragraph 3 – subparagraph 2
Text proposed by the Commission	Amendment
ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.0 in which case the ZLEV factor shall be set to 1.05 or 1.0 as the case may be	ZLEV factor is (1+y-x), unless this sum is larger than 1.15 or lower than 1.0 in which case the ZLEV factor shall be set to 1.15 or 1.0 as the case may be
Amendment 63 Proposal for a regulation Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 1
Text proposed by the Commission	Amendment
y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly registered passenger cars calculated as the total number of zero- and low-emission vehicles, where each of them is counted as ZLEV_specific in accordance with the formula below, divided by the total number of passenger cars registered in the relevant calendar year	y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly registered passenger cars calculated as the total number of zero- and low-emission vehicles, where each of them is counted as ZLEV_sp_ecific in accordance with the formula below, divided by the total number of passenger cars registered in the relevant calendar year ZLEV specific = 1 - [(specific emissions x 0,5) / 50]
Amendment 64 Proposal for a regulation Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 2
Text proposed by the Commission	Amendment
null	deleted
Amendment 65 Proposal for a regulation Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 3
Text proposed by the Commission	Amendment
x is 15% in the years 2025 to 2029 and 30% in 2030 onwards.	x is 20% in 2030 onwards.
Amendment 66 Proposal for a regulation Annex I – part B – point 4 – introductory part
Text proposed by the Commission	Amendment
4. For the calendar years 2021 to 2024, the specific emissions target for a manufacturer shall be calculated as follows:	4. For the calendar years 2021 to 2029, the specific emissions target for a manufacturer shall be calculated as follows:
Amendment 67 Proposal for a regulation Annex I – part B – point 6 – point 6.3 – introductory part
Text proposed by the Commission	Amendment
6.3. Specific emissions targets from 2025 onwards	6.3. Specific emissions targets from 2030 onwards
Amendment 68 Proposal for a regulation Annex I – part B – point 6 – point 6.3 – point 6.3.1
Text proposed by the Commission	Amendment
6.3.1. From 2025 to 2029	deleted
The specific emissions target = (specific emissions reference target – (ø targets₂₀₂₅)) · ZLEV factor
Where,
Specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.1;
ø_targets is the average, weighted on the number of newly registered light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.1;
ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.0 in which case the ZLEV factor shall be set to 1.05 or 1.0 as the case may be
Where,
y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly registered light commercial vehicles calculated as the total number of zero- and low-emission vehicles, where each of them is counted as ZLEV_specific in accordance with the formula below, divided by the total number of light commercial vehicles registered in the relevant calendar year
is null
x 15 %.
Amendment 69 Proposal for a regulation Annex I – part B – point 6 – point 6.3 – point 6.3.2 – paragraph 2
Text proposed by the Commission	Amendment
The specific emissions target = (specific emissions reference target – (ø_targets – EU fleet-wide target₂₀₃₀)) · ZLEV factor	The specific emissions target = specific emissions reference target · ZLEV factor
Amendment 70 Proposal for a regulation Annex I – part B – point 6 – point 6.3 – point 6.3.2 – paragraph 3 – subparagraph 2
Text proposed by the Commission	Amendment
ø_targets is the average, weighted on the number of newly registered light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.2	deleted
Amendment 71 Proposal for a regulation Annex I – part B – point 6 – point 6.3 – point 6.3.2 – paragraph 3 – subparagraph 3
Text proposed by the Commission	Amendment
ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.0 in which case the ZLEV factor shall be set to 1.05 or 1.0 as the case may be	ZLEV factor is (1+y-x), unless this sum is larger than 1.15 or lower than 1.0 in which case the ZLEV factor shall be set to 1.15 or 1.0 as the case may be
Amendment 72 Proposal for a regulation Annex I – part B – point 6 – point 6.3 – point 6.3.2 – paragraph 4 – subparagraph 3
Text proposed by the Commission	Amendment
x is 30%	x is 15%
Amendment 73 Proposal for a regulation Annex II – part A – point 1 – paragraph 1 – point t a (new)
Text proposed by the Commission	Amendment
	(ta) vehicle family lifecycle CO₂ emissions, where available.

PROCEDURE – COMMITTEE ASKED FOR OPINION

Title	Emission performance standards for new passenger cars and for new light commercial vehicles (recast)
References	COM(2017)0676 – C8-0395/2017 – 2017/0293(COD)
Committee responsible Date announced in plenary	ENVI 5.2.2018
Opinion by Date announced in plenary	TRAN 5.2.2018
Rapporteur Date appointed	Karima Delli 16.1.2018
Discussed in committee	25.4.2018
Date adopted	10.7.2018
Result of final vote	+: –: 0:	23 18 2
Members present for the final vote	Daniela Aiuto, Lucy Anderson, Marie-Christine Arnautu, Georges Bach, Izaskun Bilbao Barandica, Deirdre Clune, Michael Cramer, Luis de Grandes Pascual, Andor Deli, Karima Delli, Isabella De Monte, Ismail Ertug, Jacqueline Foster, Dieter-Lebrecht Koch, Merja Kyllönen, Miltiadis Kyrkos, Bogusław Liberadzki, Peter Lundgren, Marian-Jean Marinescu, Georg Mayer, Gesine Meissner, Markus Pieper, Gabriele Preuß, Christine Revault d’Allonnes Bonnefoy, Dominique Riquet, Massimiliano Salini, Claudia Schmidt, Keith Taylor, Pavel Telička, Peter van Dalen, Wim van de Camp, Marie-Pierre Vieu, Elissavet Vozemberg-Vrionidi, Janusz Zemke, Roberts Zīle, Kosma Złotowski, Elżbieta Katarzyna Łukacijewska
Substitutes present for the final vote	Jakop Dalunde, Maria Grapini, Karoline Graswander-Hainz, Werner Kuhn, Evžen Tošenovský, Henna Virkkunen
Substitutes under Rule 200(2) present for the final vote	Anna Hedh

FINAL VOTE BY ROLL CALL IN COMMITTEE ASKED FOR OPINION

23	+
ALDE	Izaskun Bilbao Barandica, Gesine Meissner, Dominique Riquet, Pavel Telička
ECR	Jacqueline Foster, Evžen Tošenovský, Roberts Zīle, Kosma Złotowski, Peter van Dalen
PPE	Georges Bach, Deirdre Clune, Andor Deli, Dieter‑Lebrecht Koch, Werner Kuhn, Marian‑Jean Marinescu, Markus Pieper, Massimiliano Salini, Claudia Schmidt, Henna Virkkunen, Elissavet Vozemberg‑Vrionidi, Luis de Grandes Pascual, Wim van de Camp, Elżbieta Katarzyna Łukacijewska

18	-
ECR	Peter Lundgren
EFDD	Daniela Aiuto
ENF	Marie‑Christine Arnautu
GUE/NGL	Merja Kyllönen, Marie‑Pierre Vieu
S&D	Lucy Anderson, Isabella De Monte, Ismail Ertug, Karoline Graswander‑Hainz, Anna Hedh, Miltiadis Kyrkos, Bogusław Liberadzki, Gabriele Preuß, Christine Revault d'Allonnes Bonnefoy, Janusz Zemke
VERTS/ALE	Michael Cramer, Jakop Dalunde, Keith Taylor

2	0
ENF	Georg Mayer
S&D	Maria Grapini

Key to symbols:

+ : in favour

- : against

0 : abstention

PROCEDURE – COMMITTEE RESPONSIBLE

Title	Emission performance standards for new passenger cars and for new light commercial vehicles (recast)
References	COM(2017)0676 – C8-0395/2017 – 2017/0293(COD)
Date submitted to Parliament	8.11.2017
Committee responsible Date announced in plenary	ENVI 5.2.2018
Committees asked for opinions Date announced in plenary	ITRE 5.2.2018	IMCO 5.2.2018	TRAN 5.2.2018
Not delivering opinions Date of decision	IMCO 4.12.2017
Rapporteurs Date appointed	Miriam Dalli 16.1.2018
Discussed in committee	16.5.2018	20.6.2018
Date adopted	10.9.2018
Result of final vote	+: –: 0:	38 23 7
Members present for the final vote	Margrete Auken, Pilar Ayuso, Catherine Bearder, Ivo Belet, Biljana Borzan, Lynn Boylan, Paul Brannen, Soledad Cabezón Ruiz, Nessa Childers, Birgit Collin-Langen, Miriam Dalli, Angélique Delahaye, Mark Demesmaeker, Stefan Eck, Bas Eickhout, José Inácio Faria, Karl-Heinz Florenz, Elisabetta Gardini, Gerben-Jan Gerbrandy, Jens Gieseke, Julie Girling, Sylvie Goddyn, Françoise Grossetête, Andrzej Grzyb, György Hölvényi, Anneli Jäätteenmäki, Karin Kadenbach, Kateřina Konečná, Urszula Krupa, Giovanni La Via, Peter Liese, Lukas Mandl, Jiří Maštálka, Susanne Melior, Miroslav Mikolášik, Rory Palmer, Massimo Paolucci, Piernicola Pedicini, Bolesław G. Piecha, John Procter, Frédérique Ries, Michèle Rivasi, Daciana Octavia Sârbu, Annie Schreijer-Pierik, Davor Škrlec, Nils Torvalds, Adina-Ioana Vălean, Jadwiga Wiśniewska, Damiano Zoffoli
Substitutes present for the final vote	Dominique Bilde, Michel Dantin, Jørn Dohrmann, Eleonora Evi, Eleonora Forenza, Elena Gentile, Christophe Hansen, Rebecca Harms, Martin Häusling, Jan Huitema, Norbert Lins, Christel Schaldemose
Substitutes under Rule 200(2) present for the final vote	Jacques Colombier, Karine Gloanec Maurin, John Howarth, Christine Revault d’Allonnes Bonnefoy, Kathleen Van Brempt, Julie Ward, Joachim Zeller
Date tabled	18.9.2018

FINAL VOTE BY ROLL CALL IN COMMITTEE RESPONSIBLE

38	+
ALDE	Catherine Bearder, Gerben-Jan Gerbrandy, Jan Huitema, Anneli Jäätteenmäki, Frédérique Ries, Nils Torvalds
ECR	Mark Demesmaeker, Jørn Dohrmann
EFDD	Evi Eleonora, Piernicola Pedicini
GUE/NGL	Lynn Boylan, Stefan Eck, Eleonora Forenza
PPE	José Inácio Faria
S&D	Biljana Borzan, Paul Brannen, Soledad Cabezón Ruiz, Nessa Childers, Miriam Dalli, Elena Gentile, Karine Gloanec Maurin, John Howarth, Karin Kadenbach, Susanne Melior, Rory Palmer, Massimo Paolucci, Christine Revault d'Allonnes Bonnefoy, Christel Schaldemose, Daciana Octavia Sârbu, Kathleen Van Brempt, Julie Ward, Damiano Zoffoli
VERTS/ALE	Margrete Auken, Bas Eickhout, Rebecca Harms, Martin Häusling, Michèle Rivasi, Davor Škrlec

23	-
ECR	Urszula Krupa, Bolesław G. Piecha, John Procter, Jadwiga Wiśniewska
PPE	Pilar Ayuso, Ivo Belet, Birgit Collin Langen, Michel Dantin, Angélique Delahaye, Elisabetta Gardini, Jens Gieseke, Julie Girling, Françoise Grossetête, Andrzej Grzyb, Christophe Hansen, György Hölvényi, Giovanni La Via, Peter Liese, Norbert Lins, Lukas Mandl, Miroslav Mikolášik, Adina Ioana Vălean, Joachim Zeller

7	0
ENF	Dominique Bilde, Jacques Colombier, Sylvie Goddyn
GUE/NGL	Kateřina Konečná, Jiří Maštálka
PPE	Karl Heinz Florenz, Annie Schreijer Pierik

Key to symbols:

+ : in favour

- : against

0 : abstention

Last updated: 20 September 2018

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