REPORT on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition

18.5.2022 - (COM(2021)0556 – C9‑0322/2021 – 2021/0197(COD)) - ***I

Committee on the Environment, Public Health and Food Safety
Rapporteur: Jan Huitema

Amendments

• 001-071 (PDF - 266 KB)
• 001-071 (DOC - 83 KB)
• 072-076 (PDF - 125 KB)
• 072-076 (DOC - 15 KB)
• 077-079 (PDF - 147 KB)
• 077-079 (DOC - 87 KB)
• 080-080 (PDF - 99 KB)
• 080-080 (DOC - 70 KB)
• 081-090 (PDF - 132 KB)
• 081-090 (DOC - 20 KB)
• 091-099 (PDF - 120 KB)
• 091-099 (DOC - 18 KB)
• 100-109 (PDF - 138 KB)
• 100-109 (DOC - 22 KB)
• 110-118 (PDF - 126 KB)
• 110-118 (DOC - 20 KB)
• 119-120 (PDF - 89 KB)
• 119-120 (DOC - 10 KB)
• 121-122 (PDF - 102 KB)
• 121-122 (DOC - 11 KB)
• 123-129 (PDF - 158 KB)
• 123-129 (DOC - 21 KB)
• 130-130 (PDF - 137 KB)
• 130-130 (DOC - 74 KB)
• 131-131 (PDF - 239 KB)
• 131-131 (DOC - 81 KB)
• 132-132 (PDF - 93 KB)
• 132-132 (DOC - 9 KB)

DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION

on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition

(COM(2021)0556 – C9‑0322/2021 – 2021/0197(COD))

(Ordinary legislative procedure: first reading)

The European Parliament,

– having regard to the Commission proposal to Parliament and the Council (COM(2021)0556,

– 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 (C9‑0322/2021),

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

– having regard to the reasoned opinion submitted, within the framework of Protocol No 2 on the application of the principles of subsidiarity and proportionality, by the Seanad Éireann, asserting that the draft legislative act does not comply with the principle of subsidiarity,

– having regard to the opinion of the European Economic and Social Committee of 19 January 2022,

– having regard to the opinion of the Committee of the Regions of 27 January 2022,

– having regard to Rule 59 of its Rules of Procedure,

– having regard to the opinions of the Committee on Industry, Research and Energy and the Committee on Transport and Tourism,

– having regard to the report of the Committee on the Environment, Public Health and Food Safety (A9-0150/2022),

1. Adopts its position at first reading hereinafter set out;

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  1

Proposal for a regulation

Recital 1

Text proposed by the Commission	Amendment
(1) The Paris Agreement, adopted in December 2015 under the United Nations Framework Convention on Climate Change (UNFCCC) entered into force in November 2016 (’the Paris Agreement’). Its Parties have agreed to hold the increase in the global average temperature well below 2 °C above pre-industrial levels and to pursue efforts to limit the temperature increase to 1,5 °C above pre-industrial levels.	(1) The Paris Agreement, adopted in December 2015 under the United Nations Framework Convention on Climate Change (UNFCCC) entered into force in November 2016 (’the Paris Agreement’). Its Parties have agreed to hold the increase in the global average temperature well below 2 °C above pre-industrial levels and to pursue efforts to limit the temperature increase to 1,5 °C above pre-industrial levels. By adopting the Glasgow Climate Pact in November 2021, its Parties recognised that keeping the increase in the global average temperature to 1,5°C above pre-industrial levels would significantly reduce the risks and impacts of climate change, and committed to strengthen their 2030 targets by the end of 2022 in order to accelerate climate action in this critical decade and to close the ambition gap with the 1,5°C target.

Amendment  2

Proposal for a regulation

Recital 2

Text proposed by the Commission	Amendment
(2) Tackling climate and environmental-related challenges and reaching the objectives of the Paris Agreement are at the core of the Communication on the “European Green Deal”, adopted by the Commission on 11 December 201923 . The necessity and value of the European Green Deal have only grown in light of the very severe effects of the COVID-19 pandemic on the health and economic well-being of the Union’s citizens.	(2) Tackling climate and environmental-related challenges and reaching the objectives of the Paris Agreement are at the core of the Communication on the “European Green Deal”, adopted by the Commission on 11 December 201923 . The European Parliament called, in its resolution of 15 January 2020 on the European Green Deal, for the necessary transition to a climate-neutral society by 2050 at the latest and, in its resolution of 28 November 2019 on the climate and environment emergency, declared a climate and environment emergency. The necessity and value of the European Green Deal have only grown in light of the very severe effects of the COVID-19 pandemic on the health and economic well-being of the Union’s citizens.
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23 Commission Communication - The European Green Deal, COM(2019) 640 final of 11 December 2019.	23 Commission Communication - The European Green Deal, COM(2019) 640 final of 11 December 2019.

Amendment  3

Proposal for a regulation

Recital 3

Text proposed by the Commission	Amendment
(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy where economic growth is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.	(3) The EU aims to set out by 2050 a new growth strategy focused on transforming the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, with vibrant industries, that remain world-leaders in their respective segments, and global innovation drivers, while securing high-paid quality jobs in the Union. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. In that sense, the 8th Environmental Action Programme running until 2030 sets out the objective of accelerating the green transition to a climate-neutral, sustainable, nontoxic, resource-efficient, renewable energy-based, resilient and competitive circular economy in a just, equitable and inclusive way and of protecting, restoring and improving the state of the environment, supporting and building upon the set of measures and initiatives announced under the European Green Deal. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged and vulnerable groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background, and individuals and households with a low or lower than average income. In addition, the transition will affect regions of the Union differently, especially structurally disadvantaged, peripheral and outermost regions. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.

Amendment  4

Proposal for a regulation

Recital 5

Text proposed by the Commission	Amendment
(5) In Regulation (EU) [--] of the European Parliament and of the Council24 the Union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. That Regulation also establishes a binding Union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55% below 1990 levels by 2030.	(5) In Regulation (EU) 2021/1119 of the European Parliament and of the Council24 the Union has enshrined the target of reducing emissions to net zero at the latest by 2050 and the aim to achieve negative emissions thereafter in legislation. That Regulation also establishes a binding domestic Union intermediate climate target of at least a 55% net greenhouse gas emissions reduction (i.e. emissions after deduction of removals) below 1990 levels by 2030.
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24 Regulation (EU) […/…] of […] 2021 of the European Parliament and of the Council establishing the framework for achieving climate neutrality and amending Regulation (EU) 2018/1999 (European Climate Law), [OJ L, …/… .].	24 Regulation (EU) 2021/1119 of 30 June  2021 of the European Parliament and of the Council establishing the framework for achieving climate neutrality and amending Regulation (EU) 2018/1999 (European Climate Law) (OJ L 243, 9.7.2021, p. 1).

Amendment  5

Proposal for a regulation

Recital 6

Text proposed by the Commission	Amendment
(6) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector.	(6) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector. The transport sector is the only sector where emissions have been on the rise since 1990. This includes road transport with light-duty and heavy-duty vehicles, which together account for over 70 % of total transport emissions.

Amendment  6

Proposal for a regulation

Recital 6 a (new)

Text proposed by the Commission	Amendment
	(6a) It is vital that individual mobility remain accessible and affordable for all, especially for commuters without access to quality public transport or other mobility solutions.

 

Amendment  7

 

Proposal for a regulation

Recital 6 b (new)

Text proposed by the Commission	Amendment
	(6b) At the  2021 UN Climate Change Conference in Glasgow, UK, known as COP26, a commitment was adopted accelerate the global transition to zero emission vehicles. They also committed to the transition to be just and sustainable, so that no region or community is left behind and highlighted the importance of ensuring a just transition of the workforce and the creation of decent work and quality jobs.

 

Amendment  8

 

Proposal for a regulation

Recital 7

Text proposed by the Commission	Amendment
(7) The measures set out in this Regulation are necessary as part of a coherent and consistent framework that is indispensable for achieving the overall objective of the Union to reduce net greenhouse gas emissions.	(7) The measures set out in this Regulation are necessary as part of a coherent and consistent framework that is indispensable for achieving the overall objective of the Union to reduce net greenhouse gas emissions, as well as the Union’s dependence on imported fossil fuels, including oil imports that were worth EUR 227.5 billion in 2018 alone, which remains the predominant energy consumed by cars and vans (94 %). While phasing out oil consumption, it is crucial not to shift from one dependency to another. In order to ensure the future viability of the European manufacturing industry and to strengthen the Union's strategic autonomy, it is essential that the Commission works together with Member States and industrial stakeholders to secure the supply chain in the strategic materials and rare earths needed for zero- and low-carbon technologies.

Amendment  9

Proposal for a regulation

Recital 7 a (new)

Text proposed by the Commission	Amendment
	(7a) While the review of this Regulation forms part of efforts to meet the environmental objectives of decarbonising road transport in order to combat climate change, it should also take into account the significant industrial and social consequences of that process to ensure employment and accessible mobility for all.

 

Amendment  10

Proposal for a regulation

Recital 8

Text proposed by the Commission	Amendment
(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging.	(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, and to provide a clear pathway towards that target and contribute to the necessary emission reductions before 2030, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. If that objective is to be met, it will be necessary to reduce emissions in the transport sector by about 90 %, according to the most cost-efficient scenario, whereas, greenhouse gas emissions are currently growing only in the transport sector. In parallel, it is of utmost importance that complementary Union legislative acts, such as Directive (EU) 2018/200125a, ensure a swift deployment of renewable energy so that the Union car fleet can be powered by additional renewable electricity. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging. The digital and green transitions should also address the importance of the social dimension to ensure a mobility accessible for all, including the impact of energy taxation on affordability, the direct and indirect effect of higher energy prices on transport in different Union regions, as well as the industrial consequences to ensure employment and industry’s competitiveness.
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25 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).	25 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).

Amendment  11

Proposal for a regulation

Recital 8 a (new)

Text proposed by the Commission	Amendment
	(8a) Recent studies suggest that battery electric vehicles are already competitive with conventional cars in several car segments when considering the total cost of ownership. Increased CO2 standards for passenger cars and light-commercial vehicles will accelerate the reduction of the total cost of ownership of battery electric vehicles, making them more attractive for all consumer groups across the Union than vehicles equipped with combustion engines. More ambitious CO2 standards for passenger cars and light-commercial vehicles for the period from 2025 to 2030 will also accelerate the decarbonisation of the second-hand market in all car segments, with greater benefits for lower- and middle-income consumers.

Amendment  12

Proposal for a regulation

Recital 9

Text proposed by the Commission	Amendment
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. Within the global context, also the EU automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. The strengthened CO2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide target. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, can continue to play a role in the transition pathway.	(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality, strengthening energy security and efficiency, and the associated energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. Within the global context, also the EU automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. The strengthened CO2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide target. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, while technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, as long as accurate and complete data on the emission performance of those types of vehicles is guaranteed, can continue to play a role in the transition pathway.

Amendment  13

Proposal for a regulation

Recital 10

Text proposed by the Commission	Amendment
(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost-efficient way.	(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2025 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost-efficient way, taking advantage of the momentum represented by the record-high sales of zero-emission vehicles in 2021.

 

Amendment  14

 

Proposal for a regulation

Recital 10 a (new)

Text proposed by the Commission	Amendment
	(10a) Technological innovation is a pre-requisite for decarbonising mobility in the Union, and should therefore be supported. In the face of increased international competition, the Union and Member States should continue their efforts to explore and develop initiatives that promote the synergies in the sector, such as the European Battery Alliance, and support public and private investment in European automotive research and innovation. This should aim to maintain European technological leadership in that sector, to develop industrial excellence in the technologies of the future in the Union and to ensure the long-term sustainability and competitiveness of its industrial base.

Amendment  15

Proposal for a regulation

Recital 10 b (new)

Text proposed by the Commission	Amendment
	(10b) Certain Member States have declared plans to accelerate the introduction of zero-emission vehicles by setting a phase-out date for CO2-emitting new passenger cars and light commercial vehicles placed on the market in their territories prior to the date laid down at Union level. The Commission should identify options in order to facilitate Member States’ transition to zero-emission light-duty vehicles in line with such plans.

 

Amendment  16

 

Proposal for a regulation

Recital 10 c (new)

Text proposed by the Commission	Amendment
	(10c) Clear regulatory signals should allow manufacturers to deliver their investment decisions. The absence of such signals could create a risk that the automotive industry in the Union lose both competitiveness and technological leadership by not investing rapidly and market share in the global and home markets.

 

Amendment  17

 

Proposal for a regulation

Recital 10 d (new)

Text proposed by the Commission	Amendment
	(10d) Strengthening the social dialogue in the automotive sector is crucial to the process of negotiating and adopting the territorial just transition plans and national social climate plans at manufacturer, regional and sectoral levels. It is crucial to ensure the transformation of the labour force in a particular geographical area and in a way that reflects the region's possibilities.

Amendment  18

Proposal for a regulation

Recital 11

Text proposed by the Commission	Amendment
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale-up of the manufacturing of zero-emission vehicles and associated technologies, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities. Where appropriate, financial support should be considered at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.	(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale-up of the manufacturing of zero-emission vehicles and associated technologies while considering the specificities of each Member State, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities while maintaining automotive employment levels in the Union. Particular attention should be given to the impact that this transition will have on micro-enterprises and SMEs along the supply chain. Where appropriate, financial support should be allocated at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the European Regional Development Fund, the Cohesion Fund, the Recovery and Resilience Facility and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. Furthermore, a dedicated funding stream at Union level for the transition in the automotive sector would also be needed in order to address in particular any negative employment impacts. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.

Amendment  19

Proposal for a regulation

Recital 12

Text proposed by the Commission	Amendment
(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability of zero emission vehicles should also be addressed in the pathway. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of zero-emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll-out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re-skilling of workers and reconversion of activities. The progress report will also build on the two-year progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report.	(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain, in full transparency and in consultation with all stakeholders, including by considering the establishment of a specific forum for social dialogue in the automotive sector. The pathway should take particular heed of SMEs, including micro-enterprises, in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the Council recommendation on ensuring a fair transition towards climate neutrality and on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability and sustainability of zero emission vehicles should also be addressed in the pathway. The role that public procurement can play in the pathway should also be addressed, and in that regard the Commission should consider a revision of Directive (EU) 2019/1161 of the European Parliament and of the Council26a to ensure its alignment with the objectives of Regulation 2019/631. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every year as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of zero-emission vehicles, their price developments and their energy consumption, impacts on consumers, deployment of alternative fuels development and infrastructure roll-out as required under the Alternative Fuels Infrastructure Regulation, development of the share of renewable energy as required under the Directive (EU) 2018/2001 of the European Parliament and of the Council26b, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re-skilling of workers and reconversion of activities especially in regions with a high percentage of jobs related to the automotive value chain, and emissions linked to the age of light-duty vehicles while considering actions aimed at a synchronous, socially-just and environmentally sound phase-out of older vehicles . The progress report will also build on the progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. The Commission should also consult with a wide range of independent experts, stakeholders and national and regional administrations in order to ensure a comprehensive knowledge base.  Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture and hydrogen cars with onboard hydrogen storage system technology, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report.
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26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021	26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021
	26a Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles (OJ L 188, 12.7.2019, p. 116).
	26b Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328 21.12.2018, p. 82).

 

Amendment  20

 

Proposal for a regulation

Recital 12 a (new)

Text proposed by the Commission	Amendment
	(12a) Although this Regulation only applies to new passenger cars and new light commercial vehicles, it is important to include it in a more comprehensive Union-wide action plan to decarbonise the existing fleet in order to protect the environment and health of citizens in all Member States. The current fleet will remain a factor that contributes to environmental underperformance for an extended period into the future owing to the slow pace of fleet renewal. Moreover, the existing market of second hand polluting vehicles in central and eastern Europe creates the risk of shifting the pollution to less economically developed regions in the Union. Reaching the ambitious climate targets in 2050 should go hand in hand with the right of all Union citizens to cleaner air. To speed up the reduction of emissions from the existing fleet, it is of the utmost importance that the Commission put forward legislative measures without delay to establish a framework that is favourable to retrofitting and to promote use of currently available lowering CO2 emission technologies, such as low-carbon fuels or lights which consume less energy, to accelerate the modal shift for freight and passengers, to encourage more environmentally friendly transport habits, such as carpooling, soft mobility and public transport in cities, and to address the possible risk of automotive carbon leakage within the Union.

Amendment  21

Proposal for a regulation

Recital 12 b (new)

Text proposed by the Commission	Amendment
	(12b) To ensure alignment with the new Union's climate target for 2030, as well as with the strengthened CO2 standards, an update of Directive 2009/33/EC of the European Parliament and of the Council26a should be put forward, including the possibility of extending its scope to include vehicles owned or leased by a private company of a certain fleet size, with the purpose of promoting to increase demand for zero-emission vehicles. Considering that vehicles from corporate fleets enter the private market faster, it would allow for a faster establishment of a second-hand market for zero-emission vehicles, which will be especially important for regions where the transition will prove more difficult, as well as it would contribute for faster price parity with conventional vehicles across the Union.
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	1aDirective 2009/33/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of clean road transport vehicles in support of low-emission mobility (OJ L 120 15.5.2009, p. 5).

Amendment  22

Proposal for a regulation

Recital 13

Text proposed by the Commission	Amendment
(13) Those EU fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in Directive 2014/94/EU of the European Parliament and of the Council27 .	(13) Those EU fleet-wide targets should be complemented by the necessary roll-out of recharging and refuelling infrastructure, which is crucial to meet the strengthened targets. For that reason, considering the weak and slow implementation of Directive 2014/94/EU of the European Parliament and of the Council27, the strengthened CO2 emission reduction targets should be accompanied by an ambitious Regulation on Alternative Fuels Infrastructure, providing for ambitious mandatory targets for the deployment of alternative fuels infrastructure throughout the 27 Member States. Those targets should be complemented by ambitious targets for the deployment of private charging points in buildings in Directive 2010/31/EU of the European Parliament and of the Council. 27a. In that context, it is vital that investment in the necessary infrastructure deployment is continued and increased.
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27 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).	27 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).
	27a Directive 2010/31/EU of the European Parliament and of the Council of 19 May 2010 on the energy performance of buildings (OJ L 153, 18.6.2010, p. 13).

Amendment  23

Proposal for a regulation

Recital 13 a (new)

Text proposed by the Commission	Amendment
	(13a) Whereas there are more than one billion fossil fuel vehicles globally, responsible for more than 30 % of global CO2 emissions, the conversion of thermal vehicles to electric is a complementary solution to the offering of traditional manufacturers, making it possible to accelerate the ecological transition while relying on the circular economy;

Amendment  24

Proposal for a regulation

Recital 14

Text proposed by the Commission	Amendment
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission vehicles in a cost-efficient manner, and it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps.	(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission vehicles in a cost-efficient manner, which supports their competitiveness and prepares the ground for further innovations, while considering the need to provide a clear trajectory for the roll-out of those vehicles, ensuring the contribution of the road transport sector to the Union's 2030 climate target.

Amendment  25

Proposal for a regulation

Recital 15

Text proposed by the Commission	Amendment
(15) With the stricter EU fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/631. The ZLEV incentive mechanism should therefore be removed as of 2030. Before that date and therefore throughout this decade, the incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km, including battery electric vehicles, fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. After that date, plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meet.	(15) With the stricter EU fleet-wide targets, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/631. The ZLEV incentive mechanism should therefore be removed. Plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meet.

Amendment  26

Proposal for a regulation

Recital 15 a (new)

Text proposed by the Commission	Amendment
	(15a)  Under Regulation (EU) 2019/631, emission reductions achieved through innovations that are not accounted for in the type approval test are currently accounted for through eco-innovation credits, which can be counted towards the manufacturer’s reduction target. The emission reduction that can be claimed is currently capped at 7 g/km per manufacturer. That cap should be adjusted downwards in line with the stricter targets, to ensure that this system remains limited to true innovations and is not incentivising reduced ambitions regarding the sale of zero-emission vehicles.

Amendment  27

Proposal for a regulation

Recital 15 b (new)

Text proposed by the Commission	Amendment
	(15b) Supporting both technological and social innovation is an important element of encouraging a faster transition towards zero-emission mobility. Important funding is already available for innovation in the mobility ecosystem through different Union funding instruments, in particular Horizon Europe, InvestEU, the Regional Development Fund, the Cohesion Fund, the Innovation Fund, and the Recovery and Resilience Facility. While ambitious annual CO2 emission reduction targets are expected to spur innovation in the automotive supply chain, the primary objective of this Regulation is to deliver real, effective and verifiable CO2 emission reduction. Consequently only the measurement of tailpipe CO2 emissions should be accounted for in the manufacturer's reduction targets.

Amendment  28

Proposal for a regulation

Recital 16 a (new)

Text proposed by the Commission	Amendment
	(16a) The targets set under Regulation (EU) 2019/631 are partially achieved by the sales of Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs). The emissions of those vehicles are currently accounted through the use of a utility factor established by Commission Regulation (EU) 2017/11511a, which represents the share of distance travelled using the battery compared to the distance travelled using the combustion engine. However, that utility factor is not based on representative real-world data, but on an estimate. The Commission has been collecting real-world fuel consumption data through on-board fuel consumption meters in passenger cars since 1 January 2021, in accordance with Article 12(2) of Regulation (EU) 2019/631. The utility factor for OVC-HEVs should be revised without delay using that data in order to ensure that it reflects real driving emissions. The updated utility factor should apply from 2025 at the latest and should be kept under review to ensure that it remains representative of real emissions.
	__________________
	1a Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (OJ L 175, 7.7.2017, p. 1).

Amendment  29

Proposal for a regulation

Recital 17

Text proposed by the Commission	Amendment
(17) The emission reduction effort required to achieve the EU fleet-wide targets is distributed amongst manufacturers by using a limit value curve based on the average mass of the EU fleet of new vehicles and of the manufacturer’s new vehicle fleet. While it is appropriate to maintain this mechanism, it is necessary to prevent that with the stricter EU fleet-wide targets, the specific emission target for a manufacturer would become negative. For that reason, it is necessary to clarify that where such a result occurs, the specific emission target should be set to 0 g CO2/km.	deleted

Justification

Adjusting the manufacturers' specific targets to the average mass of its new vehicle fleet has incentivised surging sales of heavier and more emitting vehicles across Europe, such as SUVs, as regularly reported by the EU Environmental Agency, and thereby weakens the environmental integrity of this Regulation. Removing that perverse incentive is necessary to ensure that this Regulation fully contributes to the objective of moving towards a fully decarbonised and highly energy efficient economy.

Amendment  30

Proposal for a regulation

Recital 18

Text proposed by the Commission	Amendment
(18) In order to ensure a fair distribution of the reduction effort, the two limit value curves for lighter and heavier light commercial vehicles should be adjusted to reflect the strengthened CO2 reduction targets.	deleted

Amendment  31

Proposal for a regulation

Recital 23

Text proposed by the Commission	Amendment
(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 2026. For this review, all aspects considered in the two yearly reporting should be considered.	(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 2027. For this review, all aspects considered in the yearly reporting should be considered.

Amendment  32

Proposal for a regulation

Recital 23 a (new)

Text proposed by the Commission	Amendment
	(23a) It is important to assess the full life-cycle emissions of light-duty vehicles at Union level. To that end, the Commission should no later than 31 December 2023 develop a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of light duty vehicles that are placed on the Union market in order to obtain an overall view of their environmental impact. The Commission should adopt follow-up measures, including, where appropriate, legislative proposals to support Union progress towards its climate ambitions. It is furthermore important to develop a methodology to assess the overall environmental performance of vehicles, calculated not only in terms of CO2 emissions but also taking into account overall environmental footprints.

Amendment  33

Proposal for a regulation

Recital 24

Text proposed by the Commission	Amendment
(24) The possibility to assign the revenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(5) of Regulation (EU) 2019/631, with the conclusion that this would significantly increase the administrative burden, while not directly benefit the automotive sector in its transition. Revenue from the excess emission premiums is therefore to continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) of Regulation (EU) 2019/631.	(24) The allocation of revenue from the excess emission premiums should be assigned to supporting the just transition towards a climate-neutral economy and, specifically, to mitigate any negative employment impacts of the transition in the automotive sector. The Commission should submit, where appropriate, a proposal to establish such a funding instrument. In doing so, consideration should be given in particular to affected regions and communities which might be more vulnerable due to the presence of an intensive automotive industry or because of their specific characteristics that make the transition to zero-emissions road transport more difficult, such as  outermost regions.

Amendment  34

Proposal for a regulation

Article 1 – paragraph 1 – point 1 – point -a (new)

Regulation (EU) 2019/631

Article 1 – paragraph 4 – point a

Present text	Amendment
	(-a)  paragraph 4 point (a) is replaced by the following:
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021determined 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 target in 2021 determined in accordance with point 6.1.1 of Part A of Annex I;”

Amendment  35

Proposal for a regulation

Article 1 – paragraph 1 – point 1 – point -a a (new)

Regulation (EU) 2019/631

Article 1 – paragraph 4 – point (b)

Present text	Amendment
	(-aa) paragraph 4 point (b) is replaced by the following
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15 % reduction of the target 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 15 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I as set in Regulation (EU) 2019/631."

(https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A32019R0631)

Amendment  36

Proposal for a regulation

Article 1 – paragraph 1 – point 1 – point c

Regulation (EU) 2019/631

Article 1 – paragraph 6

Text proposed by the Commission	Amendment
(c) in paragraph 6, the words “From 1 January 2025,” are replaced by ‘From 1 January 2025 to 31 December 2029,’,	(c) paragraph 6 is deleted

Amendment  37

Proposal for a regulation

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

Regulation (EU) 2019/631

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

Text proposed by the Commission	Amendment
	(aa) the following point is inserted:
	‘(aa) ‘plug-in hybrid electric vehicle’ or ‘PHEV’ means a vehicle powered by a combination of an electric motor with a rechargeable battery and an internal combustion engine, which may operate together or separately.’

Amendment  38

Proposal for a regulation

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

Regulation (EU) 2019/631

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

Text proposed by the Commission	Amendment
	(ba) the following point is inserted:
	'(ba) corporate vehicle' means a vehicle owned or leased by a private company, as defined under Council Regulation (EC) No 2157/20011a  and used for business purposes
	__________________
	1aCouncil Regulation (EC) No 2157/2001 of 8 October 2001 on the Statute for a European company (SE) (OJ L 294, 10.11.2001, p.1).

Amendment  39

Proposal for a regulation

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

Regulation (EU) 2019/631

Article 4 – paragraph 3 a (new)

Text proposed by the Commission	Amendment
	(4a) The following Article is added:
	"3a.  Restriction of highly polluting passenger cars.
	As of 2030, manufacturers shall not be permitted to register any passenger car with specific emissions of CO2 above 123 g CO2/km."

Amendment  40

Proposal for a regulation

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

Regulation (EU) 2019/631

Article 4 – paragraph 3 a (new)

Text proposed by the Commission	Amendment
	(4a) In Article 4, the following paragraph is added:
	'3a.  New vehicles equipped with hydrogen combustion engines are defined as zero-emission vehicles, meaning zero-gram CO2 tailpipe emissions under WLTP.'

Justification

Hydrogen is a carbon-free fuel whose use in internal combustion engines can contribute significantly to CO2 emissions reduction in road transport, providing a decarbonisation option for hard to abate use cases such as in light commercial vehicles where heavy loads have to be moved rapidly, often over long distances, and can therefore help speeding up CO2 emissions reduction in road transport. This rule is also used in the CO2 regulation of heavy duty vehicles.

Amendment  41

Proposal for a regulation

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

Regulation (EU) 2019/631

Article 7 – paragraph 10

Present text	Amendment
	(aa) paragraph 10 is replaced by the following:
10. The Commission shall no later than 2023 evaluate the possibility of developing a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of passenger cars and light commercial vehicles that are placed on the Union market. The Commission shall transmit to the European Parliament and to the Council that evaluation, including, where appropriate, proposals for follow-up measures, such as legislative proposals.	10. The Commission shall no later than 2023 publish a report setting out a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of passenger cars and light commercial vehicles that are placed on the Union market including a methodology for the assessment of full life-cycle CO2 emissions of fuels and energy consumed by such vehicles. The Commission shall transmit to the European Parliament and to the Council that report, including, where appropriate, proposals for follow-up measures, such as legislative proposals.

Amendment  42

 

Proposal for a regulation

Article 1 – paragraph 1 – point 5 – point a b (new)

Regulation (EU) 2019/631

Article 7 – paragraph 10 a (new)

Text proposed by the Commission	Amendment
	(ab) the following paragraph 10a is inserted:
	‘10a. From 1 January 2024, manufacturers may, on a voluntary basis, submit the life cycle CO2 emissions data for passenger cars and light commercial vehicles on the Union market referred to in paragraph 10 of this Article to the competent authorities referred to in paragraph 6 of this Article and to the Member States, which shall then submit them to the Commission in accordance with paragraph 2 of this Article. From 1 January 2028, that data shall be incorporated into the information listed in Part A of Annexes II and III;’

Amendment  43

Proposal for a regulation

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

Regulation (EU) 2019/631

Article 8 – paragraph 4

Present text	Amendment
	(5a) In Article 8, paragraph 4 is replaced by the following:
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.
	By 31 December 2023, the Commission shall present a report setting out in detail the need for targeted funding to ensure a just transition in the automotive sector, with the objective of mitigating negative employment and other economic impacts in all affected Member States, in particular in the regions and the communities most affected by the transition. The report shall, where appropriate, be accompanied by a legislative proposal to establish a Union funding instrument to address that need and, in particular, to coordinate and finance preventive and reactive measures to address restructuring at local and regional levels and to finance the training, reskilling and upskilling of workers in the automotive sector, including car manufacturers, their component suppliers and ancillary maintenance and repair services, especially in small and medium-sized enterprises.
	The financing instrument may take the form of a dedicated funding instrument or be part of the Social Climate Fund or a revised Just Transition Fund. Any revenues from excess emission premiums shall be allocated for that purpose.

Amendment  44

Proposal for a regulation

Article 1 – paragraph 1 – point 6 a (new)

Regulation 2019/631

Article 10 – paragraph 4 – subparagraph 1

Present text	Amendment
	(6a) Article 10, paragraph 4, is replaced by the following:
4.  An application for a derogation from the specific emissions target calculated in accordance with points 1 to 4 and 6.3 of Part A of Annex I may be made by a manufacturer which is responsible, together with all of its connected undertakings, for between 10 000 and 300 000 new passenger cars registered in the Union per calendar year.	"4.  An application for a derogation from the specific emissions target calculated in accordance with points 1 to 4 and 6.3 of Part A of Annex I may be made for the years until 2028 included by a manufacturer which is responsible, together with all of its connected undertakings, for between 10 000 and 300 000 new passenger cars registered in the Union per calendar year."

(https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019%3A111%3ATOC)

Amendment  45

Proposal for a regulation

Article 1 – paragraph 1 – point 6 b (new)

Regulation (EU) 2019/631

Article 11 – paragraph 1

Present text	Amendment
	(6 b) In Article 11, paragraph 1 is replaced by the following:
1.  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.	1.  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.
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.
The total contribution of those technologies to reducing the average specific emissions of CO2 of a manufacturer may be up to 7 g CO2/km.	The total contribution of those technologies to reducing the average specific emissions of CO2 of a manufacturer may be up to 7 g CO2/km until 2024;
	- 5 g CO2/km from 2025 ;
	- 4 g CO2/km from 2027;
	- 2 g CO2/km from 2030 until and including 2034.
The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to amend this Regulation by adjusting the cap referred to in the third subparagraph of this paragraph with effect from 2025 onwards to take into account technological developments while ensuring a balanced proportion of the level of that cap in relation to the average specific emissions of CO2 of manufacturers.	The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to amend this Regulation by adjusting the cap downwards referred to in the third subparagraph of this paragraph with effect from 2025 onwards to take into account technological developments while ensuring a balanced proportion of the level of that cap in relation to the average specific emissions of CO2 of manufacturers.

Amendment  46

Proposal for a regulation

Article 1 – paragraph 1 – point 6 c (new)

Regulation (EU) 2019/631

Article 11 a (new)

Text proposed by the Commission	Amendment
	(6c) the following Article  is inserted:
	Article 11a
	Ecodesign
	In order to ensure that the transition towards zero-emission mobility fully contributes to the Union's energy efficiency and circular economy objectives, the Commission shall by 31 December 2023 make proposals, as appropriate, concerning the setting of minimum ecodesign requirements for all new passenger cars and light commercial vehicles, including energy efficiency, durability and repairability requirements for essential parts such as lights, electronic components and batteries, minimum requirements for the recovery of metals, plastics and critical raw materials, taking into account the principles applied to other energy-related products under Directive 2009/125/EC of the European Parliament and of the Council1a.
	_________________
	1a Directive 2009/125/EC of the European Parliament and of the Council of 21 October 2009 establishing a framework for the setting of ecodesign requirements for energy-related products (OJ L 285, 31.10.2009, p. 10).

Justification

Ecodesign measures have proven to be an efficient tool to support industrial competitiveness and innovation while contributing to the EU's objectives on climate change and circular economy by promoting the better environmental performance of products in the internal market. Setting up minimum ecodesign requirements for passenger cars and light commercial vehicles would be a more efficient tool to promote innovation in the automotive sector, including for electronic components, than using eco-innovation schemes.

Amendment  47

Proposal for a regulation

Article 1 – paragraph 1 – point 6 d (new)

Regulation (EU) 2019/631

Article 12 – paragraph 3

Present text	Amendment
	(6d) In Article 12, paragraph 3 is replaced by the following:
3. In order to prevent the real-world emissions gap from growing, the Commission shall, no later than 1 June 2023, assess how fuel and energy consumption data may be used to ensure that the vehicle CO2 emissions and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007 remain representative of real-world emissions over time for each manufacturer.	3.  In order to prevent the real-world emissions gap from growing, the Commission shall, no later than 1 June 2023, assess how real-world fuel and energy consumption data collected pursuant to Commission Implementing Regulation (EU) 2021/392 may be used to ensure that the vehicle CO2 emissions and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007 remain representative of real-world emissions over time for each manufacturer.
The Commission shall monitor and report annually on how the gap referred to in the first subparagraph evolves over the period 2021 to 2026 and shall, with the view to preventing an increase in that gap, assess, in 2027, the feasibility of a mechanism to adjust the manufacturer's average specific emissions of CO2 as of 2030, and, if appropriate, submit a legislative proposal to put such a mechanism in place.	The Commission shall monitor and report annually on how the gap referred to in the first subparagraph evolves from 2021 onwards and shall, as appropriate, as soon as sufficient data is available, and no later than 31 December 2026 submit a legislative proposal with the view to closing that gap by adjusting the manufacturer's average specific emissions of CO2 using real-world data collected pursuant to Commission Implementing Regulation (EU) 2021/392.
	In addition, the Commission shall in particular assess the use of fuel and energy consumption data referred to in paragraph 1 of this Article for Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs). Using that data, the Commission shall adopt delegated acts in accordance with Article 17 to adapt the utility factors used for OVC-HEVs in order to ensure that their emissions are representative of real-world driving from 2025 onwards.
	_______________
	1aCommission Implementing Regulation (EU) 2021/392 of 4 March 2021 on the monitoring and reporting of data relating to CO2 emissions from passenger cars and light commercial vehicles pursuant to Regulation (EU) 2019/631 of the European Parliament and of the Council and repealing Commission Implementing Regulations (EU) No 1014/2010, (EU) No 293/2012, (EU) 2017/1152 and (EU) 2017/1153 (OJ L 77, 5.3.2021, p. 8).

Amendment  48

Proposal for a regulation

Article 1 – paragraph 1 – point 6 e (new)

Regulation (EU) 2019/631

Article 12 – paragraph 4 a (new)

Text proposed by the Commission	Amendment
	(6e) In Article 12, the following paragraph is added:
	''4a. By 31 December 2023, the Commission shall adopt delegated acts in accordance with Article 17 in order tosupplement this Regulation by establishing a methodology for measuring and comparing the efficiency of zero and low emission vehicles based on the amount of electricity needed to drive 100 kilometres. That methodology shall in particular consider the implications of the electricity used on the amount of resources that are required by internal energy storage batteries of such vehicles.
	No later than 31 December 2024, the Commission shall present a legislative proposal to the European Parliament and the Council to set minimum energy efficiency thresholds for new zero-emission passenger cars and light commercial vehicles placed on the Union market.'

Amendment  49

Proposal for a regulation

Article 1 – paragraph 1 – point 7 a (new)

Regulation (EU) 2019/631

Article 14

Present text	Amendment
	(7a) Article 14 is replaced by the following:
Article 14	"Article 14
Adjustment of M0and TM values	Adjustment of M0 values
1.  The Mand TM0 values referred to in Parts A and B of Annex I shall be adjusted as follows:	1.  The M0 values referred to in Parts A and B of Annex I shall be adjusted as follows:
(a)  by 31 October 2020, the M0 value in point 4 of Part A of Annex I shall be adjusted to the average mass in running order of all new passenger cars registered in 2017, 2018, and 2019. That new M0 value shall apply from 1 January 2022 until 31 December 2024;	(a)  by 31 October 2020, the M0 value in point 4 of Part A of Annex I shall be adjusted to the average mass in running order of all new passenger cars registered in 2017, 2018, and 2019. That new M0 value shall apply from 1 January 2022 until 31 December 2024;
(b)  by 31 October 2022, the M0 value in point 4 of Part B of Annex I shall be adjusted to the average mass in running order of all new light commercial vehicles registered in 2019, 2020 and 2021. That new M0 value shall apply in 2024;	(b)  by 31 October 2022, the M0 value in point 4 of Part B of Annex I shall be adjusted to the average mass in running order of all new light commercial vehicles registered in 2019, 2020 and 2021. That new M0 value shall apply in 2024;"
(c)  by 31 October 2022, the indicative TMvalue for 2025 shall be determined as the respective average test mass of all new passenger cars and new light commercial vehicles registered in 2021;
(d)  by 31 October 2024, and every second year thereafter, the TMvalue in point 6.2 of Parts A and B of Annex I shall be adjusted to the respective average test mass of all new passenger cars and new light commercial vehicles registered in the preceding two calendar years, starting with 2022 and 2023. The new TMvalues shall apply from 1 January of the calendar year following the date of the adjustment.
2. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by establishing the measures referred to in paragraph 1 of this Article.

(https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019%3A111%3ATOC))

Amendment  50

Proposal for a regulation

Article 1 – paragraph 1 – point 9

Regulation (EU) 2019/631

Article 14a

Text proposed by the Commission	Amendment
Article 14a	Article 14a
Progress report	Progress report
By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means.	By 31 December 2025, and every year  thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate a just transition, including through financial means.
In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes the deployment of zero- and low-emission vehicles, progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation, the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility, impact on consumers, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;	In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes:
	(a)  progress in the deployment of zero- and low-emission vehicles and in their affordability and energy efficiency;
	(b)  the impacts on consumers, particularly those with low and medium incomes, and the pace of uptake of zero- and low-emission vehicles in those consumer segments, as well as the availability and scope of measures at Union, Member State and local levels to support this uptake;
	(c)  the market for second-hand vehicles;
	(d)  progress in achieving a sufficient roll-out of public and private recharging and refuelling infrastructure, including but not limited to progress in achieving the targets as required under the Alternative Fuels Infrastructure Regulation and the Directive 2010/31/EU of the European Parliament and of the Council1a;
	(e)  progress in increasing the amount of renewable energy in the Union in line with Directive (EU) 2018/2001;
	(f)  the potential contribution of innovation technologies and sustainable alternative fuels, including synthetic fuels, to reach climate neutrality in the transport sector;
	(g)  life-cycle emissions of new passenger cars and new light commercial vehicles placed on the market, using the methodology adopted in accordance with Article 7(10)
	(h)  progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition, taking into account employment and competitiveness, towards zero emission road mobility;
	(i)  the impacts on employment, to be assessed through granular mapping of the development of jobs in the automotive industry and the effect on the regions where these industries are located, as well as measures, including financial measures, at Union, Member State or local level to mitigate socioeconomic impacts in those regions, including upskilling and reskilling programmes;
	(k)  the potential contribution of additional national and Union measures aimed to lower the average age and thus the emissions of the light-duty vehicles fleet, such as measures to support the phase out of older vehicles in a socially just and environmentally sound manner;
	________
	1a Directive 2010/31/EU of the European Parliament and of the Council of 19 May 2010 on the energy performance of buildings (OJ L 153 18.6.2010, p. 13).

Amendment  51

Proposal for a regulation

Article 1 – paragraph 1 – point 9

Regulation (EU) 2019/631

Article 14a – paragraph 2 a (new)

Text proposed by the Commission	Amendment
	In line with the Council Recommendation (EU) .../... [ Council recommendation on ensuring a fair transition towards climate neutrality], Member States are invited to prepare Territorial Just Transition Plans for their automotive industry, in close dialogue with social partners, in order to steer structural change in a socially acceptable way and to avoid social disruption.

Amendment  52

Proposal for a regulation

Article 1 – paragraph 1 – point 9 a (new)

Regulation (EU) 2019/631

Article 14a a (new)

Text proposed by the Commission	Amendment
	(9a) The following Article 14aa is inserted:
	"Article 14aa
	Additional measures to support the demand for zero-emission passenger cars and light-commercial vehicles in the Union market
	By ... [six months after the date of entry into force of this Regulation], the Commission shall take additional measures to support the demand for zero-emission passenger cars and light-commercial vehicles in the Union market, including through incentivising private companies with a certain fleet size to transition to zero-emission mobility. In particular, it shall put forward a proposal to amend Directive 2009/33/EC of the European Parliament and of the Council on the promotion of clean road transport vehicles1a in order to align the targets set therein with the increased CO2 standards for passenger cars and commercial vehicles.
	_________________
	1a As amended by Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019(OJ L 188, 12.7.2019, p. 116).

 

Amendment  53

 

Proposal for a regulation

Article 1 – paragraph 1 – point 9 a (new)

Regulation (EU) 2019/631

Article 14 b (new)

Text proposed by the Commission	Amendment
	(9a) the following Article 14b is inserted:
	'Article 14b
	In accordance with Article 3(1), point (b), of Directive (EU) .../... [Recast Energy Efficiency Directive], Member States shall consider the energy efficiency first principle in policy, planning and investment decisions related to the deployment of recharging and refuelling infrastructure of alternative fuels, including as regards the well-to-wheel energy efficiency of different zero emission technologies.'

Amendment  54

Proposal for a regulation

Article 1 – paragraph 1 – point 9 b (new)

Regulation (EU) 2019/631

Article 14a b (new)

Text proposed by the Commission	Amendment
	(9b) The following Article 14ab is inserted:
	Article 14ab
	Additional measures to support the transition to zero-emission passenger cars and light-commercial vehicles in the Union market
	By ... [6 months after the date of entry into force of this Regulation], the Commission shall adopt a delegated act in accordance with Article 17 to harmonise the type-approval rules for vehicles with internal combustion engines converted to battery or fuel cell electric drive, in order to allow for series approval. The Commission shall also assess the introduction of a rule for calculating the CO2 equivalents of combustion engine vehicles converted to battery or fuel cell electric drive in the context of the application of this regulation.

Amendment  55

Proposal for a regulation

Article 1 – paragraph 1 – point 10 – point a

Regulation (EU) 2019/631

Article 15 – paragraph 1

Text proposed by the Commission	Amendment
1. The Commission shall, in 2028, review the effectiveness and impact of this Regulation, building on the two yearly reporting, and submit a report to the European Parliament and to the Council with the result of the review.	1. The Commission shall, by 2027, thoroughly review the effectiveness and impact of this Regulation, building on the yearly reporting, and submit a report to the European Parliament and to the Council with the result of the review.
The report shall, where appropriate, be accompanied by a proposal for amending this Regulation.	The report shall, where appropriate, be accompanied by a proposal for amending this Regulation.

Amendment  56

Proposal for a regulation

Article 1 – paragraph 1 – point 10 – point a a (new)

Regulation (EU) 2019/631

Article 15 – paragraph 1 a (new)

Text proposed by the Commission	Amendment
	(aa) In Article 15, the following paragraph is inserted:
	1a.  In the review referred to in paragraph 1 the Commission shall also report on the life-cycle CO2 emissions of new passenger cars and new light commercial vehicles, based on the methodology set out in Article 7(10). The report shall, where appropriate, be accompanied by a legislative proposal for supplementing this Regulation to address those emissions.

Amendment  57

Proposal for a regulation

Article 1 – paragraph 1 – point 10 – point b a (new)

Regulation (EU) 2019/631

Article 15 – paragraph 6

Present text	Amendment
	(ba) paragraph 6 is replaced by the following:
6. By 31 December 2020, the Commission shall review Directive 1999/94/EC considering the need 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, as well as evaluate the options for introducing a fuel economy and CO2 emissions label for new light commercial vehicles. The review shall, where appropriate, be accompanied by a legislative proposal.	'6.  By... [6 months after the date of entry into force of this Regulation], the Commission shall revise Directive 1999/94/EC considering the need to provide consumers with accurate, robust and comparable information on real-world fuel consumption, CO2 emissions, air pollutant emissions and energy efficiency of new passenger cars placed on the market, as well as evaluate the options for introducing a fuel economy and CO2 emissions label for new light commercial vehicles.

Justification

The revision of the 20-year-old Car Labelling Directive is essential to give the right information to consumers when going to the dealership. This provision has been included in the previous negotiations on the CO2 standards for cars, but the Commission failed to present the revision of this Directive. Real-world data have since then been made available pursuant to the Commission implementing Regulation (EU) 2021/392. Considering the recent and expected growth in sales of battery electric vehicles, it will also be important for consumers to be able to differentiate between such vehicles based on their relative energy efficiency so as to guide consumers towards vehicles with the best operational performance and in turn help reduce energy costs and energy usage.

Amendment  58

Proposal for a regulation

Annex – paragraph 1 – point 1 – point d

Regulation (EU) 2019/631

Annex I – Part A – point 6.2

Text proposed by the Commission	Amendment
(d) in point 6.2 the heading is replaced by the following:	(d) point 6.2 is deleted.
‘Specific emissions reference targets’

Justification

Linked to the deletion of the mass utility parameter

 

Amendment  59

 

Proposal for a regulation

Annex – paragraph 1 – point 1 – point d a (new)

Regulation (EU) 2019/631

Annex I – part A – point 6.2.1

Present text	Amendment
	(da) point 6.2.1 is replaced by the following:
6.2.1. Specific emissions reference targets for 2025 to 2029	"6.2.1. Specific emissions reference targets for 2025 to 2029
The specific emissions reference target = EU fleet-wide target2025 + a2025 (TM – TM0)	The specific emissions reference target = EU fleet-wide target2025
where:	where:
EU fleet-wide target2025 is as determined in accordance with point 6.1.1;	EU fleet-wide target2025 is as determined in accordance with point 6.1.1."
a2025 is
where:
a2021 is the slope of the best fitting straight line established by applying the linear least squares fitting method to the test mass (independent variable) and the specific emissions of CO2 (dependent variable) of each new passenger car registered in 2021;
average emissions2021 is the average of the specific emissions of CO2 of all new passenger cars registered in 2021 of those manufacturers for which a specific emissions target is calculated in accordance with point 4;
TM is the average test mass in kilograms (kg) of all new passenger cars of the manufacturer registered in the relevant calendar year;
TM0 is the value in kilograms (kg) determined in accordance with point (d) of Article 14(1).

(32019R0631)

Amendment  60

Proposal for a regulation

Annex – paragraph 1 – point 1 – point f

Regulation (EU) 2019/631

Annex I – Part A – point 6.3.1- subparagraphs 1-2

Text proposed by the Commission	Amendment
Specific emissions target = specific emissions reference target . ZLEV factor	Specific emissions target = specific emissions reference target
where:	where:
specific emissions reference target is the specific emissions reference target of CO2 determined in accordance with point 6.2.1;	specific emissions reference target is the specific emissions reference target of CO2 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 new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new passenger cars registered in the relevant calendar year:
ZLEVspecific = 1 –
null
For new passenger cars registered in Member States with a share of zero- and low-emission vehicles in their fleet below 60% of the Union average in the year 2017 and with less than 1 000 new zero- and low-emission vehicles registered in the year 2017*, ZLEVspecific shall, until and including 2029, be calculated in accordance with the following formula:
ZLEVspecific =
null
Where the share of zero- and low-emission vehicles in a Member State’s fleet of new passenger cars registered in a year between 2025 and 2028 exceeds 5 %, that Member State shall not be eligible for the application of the multiplier of 1,85 in the subsequent years;
x is 15 % in the years 2025 to 2029.
________	________
* The share of zero- and low-emission vehicles in the new passenger car fleet of a Member State in 2017 is calculated as the total number of new zero- and low-emission vehicles registered in 2017 divided by the total number of new passenger cars registered in the same year.’;	* The share of zero- and low-emission vehicles in the new passenger car fleet of a Member State in 2017 is calculated as the total number of new zero- and low-emission vehicles registered in 2017 divided by the total number of new passenger cars registered in the same year.’;

Amendment  61

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point f

Regulation (EU) 2019/631

Annex I – Part A – point 6.3.1 – subparagraph 2

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;	EU fleet-wide target2025 is determined in accordance with point 6.1.1;

Justification

Linked to the deletion of the mass utility parameter

 

 

Amendment  62

 

Proposal for a regulation

Annex – paragraph 1 – point 1 – point f

Regulation (EU) 2019/631

Annex I – part A – point 6.3.2

Text proposed by the Commission	Amendment
6.3.2 Specific emissions targets for 2030 to 2034	6.3.2 Specific emissions targets for 2030 to 2034
Specific emissions target = EU fleet-wide target2030 + a2030 · (TM-TM0)	Specific emissions target = EU fleet-wide target2030
Where,
EU fleet-wide target2030 is as determined in accordance with point 6.1.2;
a2030 is
where,
a2021 is as defined in point 6.2.1
average emissions2021 is as defined in point 6.2.1
TM is as defined in point 6.2.1
TM0 is as defined in point 6.2.1

Amendment  63

Proposal for a regulation

Annex – paragraph 1 – point 1 – point f

Regulation (EU) 2019/631

Annex I – Part A – point 6.3.3

Text proposed by the Commission	Amendment
6.3.3 Specific emissions targets for 2035 onwards	6.3.3 Specific emissions targets for 2035 onwards
Specific emissions target = EU fleet-wide target2035 + a2035 · (TM-TM0)	Specific emissions target = EU fleet-wide target2035
Where,
a2035 is
where
a2021 is as defined in point 6.2.1
TM is as defined in point 6.2.1
TM0 is as defined in point 6.2.1

Amendment  64

Proposal for a regulation

Annex – paragraph 1 – point 2 – point c a (new)

Regulation (EU) 2019/631

Annex I – Part B – point 6.2.1

Present text	Amendment
	(ca) Point 6.2.1 is replaced by the following:
6.2.1. Specific emissions reference targets for 2025 to 2029	"6.2.1. Specific emissions reference targets for 2025 to 2026
The specific emissions reference target = EU fleet-wide target2025+ α · (TM – TM)	The specific emissions reference target = EU fleet-wide target2025
where:	where:
EU fleet-wide target2025 is as determined in accordance with point 6.1.1;	EU fleet-wide target2025 is as determined in accordance with point 6.1.1;"
α is where the average test mass of a manufacturer's new light commercial vehicles is equal to or lower than TM determined in accordance with point (d) of Article 14(1) and a where the average test mass of a manufacturer's new light commercial vehicles is higher than TM determined in accordance with point (d) of Article 14(1);
where:
a is
a is the slope of the best fitting straight line established by applying the linear least squares fitting method to the test mass (independent variable) and the specific emissions of CO2 (dependent variable) of each new light commercial vehicle registered in 2021;
average emissions is the average of the specific emissions of CO2 of all new light commercial vehicles registered in 2021 of those manufacturers for which a specific emissions target is calculated in accordance with point 4;
TM is the average test mass in kilograms (kg) of all new light commercial vehicles of the manufacturer registered in the relevant calendar year;

(https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32019R0631)

Amendment  65

Proposal for a regulation

Annex – paragraph 1 – point 2 – point d

Regulation (EU) 2019/631

Annex I – Part B – point 6.2.2

Text proposed by the Commission	Amendment
Specific emissions reference target = EU fleet-wide target2030 + α · (TM-TM0)	Specific emissions reference target = EU fleet-wide target2030
Where,	Where,
EU fleet-wide target2030 is as determined in accordance with point 6.1.3;	EU fleet-wide target2030 is as determined in accordance with point 6.1.3;
α is a2030,L where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a2030,H where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0;	α is a2030,L where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a2030,H where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0;
where:
a2030,L is
a2030,H is
average emissions2021 is as defined in point 6.2.1
TM is as defined in point 6.2.1
TM0 is as defined in point 6.2.1

Amendment  66

Proposal for a regulation

Annex – paragraph 1 – point 2 – point e

Regulation (EU) 2019/631

Annex I – Part B – point 6.2.3

Text proposed by the Commission	Amendment
Specific emissions reference target = EU fleet-wide target2035 + α · (TM-TM0)	Specific emissions reference target = EU fleet-wide target2035

Amendment  67

Proposal for a regulation

Annex – paragraph 1 – point 2 – point e

Regulation (EU) 2019/631

Annex I – Part B – point 6.2.3

Text proposed by the Commission	Amendment
α is a2035,L where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a2035,H where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0;	deleted
where:
a2035,L is
a2035,H is
average emissions2021 is as defined in point 6.2.1
TM is as defined in point 6.2.1
TM0 is as defined in point 6.2.1

Amendment  68

Proposal for a regulation

Annex – paragraph 1 – point 2 – point e a (new)

Regulation (EU) 2019/631

Annex I – Part B – point 6.3.1

Text proposed by the Commission	Amendment
	(ea) point 6.3.1. is replaced by the following:
	'6.3.1 Specific emissions targets for 2025
	Specific emissions target = EU fleet-wide target2025
	where:
	EU fleet-wide target2025 is determined in accordance with point 6.1.1;

Justification

Linked to the deletion of the mass utility parameter and to the introduction of linear emissions reduction between 2025 and 2030.

Amendment  69

Proposal for a regulation

Annex – paragraph 1 – point 2 – point e a (new)

Regulation (EU) 2019/631

Annex I – Part B – point 6.3.1

Present text	Amendment
	(ea) In point 6.3.1 subparagraphs 1 and 2 are replaced by the following:
The specific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025))· ZLEVfactor	The specific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025))
where:	where:
specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.1;	specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.1;
øtargets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.1;	øtargets is the average, weighted on the number of new 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 new light commercial vehicles calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new light commercial vehicles registered in the relevant calendar year: [EQUATION]
x is 15 %.

Amendment  70

Proposal for a regulation

Annex – paragraph 1 – point 2 – point f

Regulation (EU) 2019/631

Annex I – Part B – Point 6.3.2

Text proposed by the Commission	Amendment
Specific emissions target = specific emissions reference target – (øtargets - EU fleet-wide target2030)	Specific emissions target = specific emissions reference target
where:
Specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.2;
øtargets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emission reference targets determined in accordance with point 6.2.2;
EU fleet-wide target2030 is as determined in point 6.1.2.	EU fleet-wide target2030 is as determined in point 6.1.2.

Amendment  71

Proposal for a regulation

Annex I – paragraph 1 – point 2 – point g

Regulation (EU) 2019/631

Annex I – Part B – point 6.3.3

Text proposed by the Commission	Amendment
Specific emissions target = specific emissions reference target – (øtargets - EU fleet-wide target2035)	Specific emissions target = EU fleet-wide target2030
where:
Specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.3;
øtargets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emission reference targets determined in accordance with point 6.2.3;
EU fleet-wide target2035 is as determined in point 6.1.3.

Justification

Linked to the deletion of the mass utility parameter

EXPLANATORY STATEMENT

The new legislative proposal of the European Commission on the CO2 performance of cars and vans is part of the Fit-for-55 package and has a direct impact not only on emissions but also on consumers and the automotive industry. For the rapporteur the following elements are of the main concern.

 

1. Climate and clean air

The rapporteur fully supports the Union’s commitment to reduce greenhouse gas emissions by at least 55% below 1990 levels by 2030 and climate neutrality by 2050. Road transport is a major contributor to Union’s emissions with more than 20% of total emissions in 2019. Cars and vans are responsible for more than 70% of road transport emissions.  While emissions in other sectors are decreasing, the emission of transport continues to increase. Next to greenhouse gas emissions, the road transport is a significant emitter of air pollutants like NOx, SO2 and fine particular matter. Therefore, legislative action is necessary to bring the transport sector along in the transition to climate neutrality as well as to reduce emissions of pollutants.

 

The rapporteur considers that CO2-standards for cars and vans have proven to be an effective measure to decrease emissions from road transport. Since their entry into force, the standards have served as an incentive for car manufacturers to invest more in the development of zero-emission vehicles. As a result, a larger share of zero-emission vehicles is put on the market than previously expected. The rapporteur therefore welcomes the strengthening of the standards proposed by the Commission to bring them in line with the Union’s climate ambitions.

 

However, considering that new cars are often on the road much longer than 10-15 years as estimated by the Commission, the targets should be more ambitious to ensure that the EU reaches its target for climate neutrality by 2050. Strengthening the targets for 2025 and 2030 and introducing an intermediate target will ensure that the standards will continue to serve as an incentive to put more zero-emission vehicles on the market.

 

2. Consumer interests and stimulating innovation and investment

The rapporteur does not believe that penalising driving by increasing the costs for consumers is the right way to achieve climate neutrality in the EU by 2050. Instead, he believes that driving itself should be made zero-emissions and affordable. The purchase price of cars and vans is one of the main buying criteria for consumers. In recent years, there has been a fast development of zero-emission vehicles. More and more zero-emission vehicles are now offered on the market, including more affordable models. Fewer moving components reduce the maintenance costs of Battery Electric Vehicles (BEVs). In the long run BEV’s are competitive when it comes to the total costs of ownership. In order to make new and used zero-emission vehicles more affordable and available to purchase, your Rapporteur would like to stimulate innovation, competition and development of zero-emission vehicles.

The 2035 target as well as the increased intermediate targets should send a clear signal towards the market and provide investment certainty for manufacturers to develop zero-emission vehicles further, making them more consumer friendly and affordable over time. Additionally, further investments should be made in charging infrastructure to make the purchase of zero-emission vehicles as attractive as possible. The Alternative Fuels Infrastructure Regulation as proposed by the Commission should be made more ambitious in terms of charging infrastructure for cars and vans, to correspond with the ambition of the CO2-standards. Other policies that can further support the transition to climate neutral transport should be brought in line with the stricter CO2 standards, such as a revision the Energy Performance of Buildings Directive and the Clean Vehicles Directive

 

3. Fair transition for SME’s and their workers

Although the transition to zero-emission vehicles is expected to have an overall positive impact on employment, decreases in employment can be expected in specific sectors and regions. The rapporteur considers that these effects should be thoroughly addressed by the Commission, by assessing possible measures throughout the transition. Particular attention should be given to SME’s in the whole supply chain, who do not always have the same options or resources for up- and reskilling as larger manufacturers.

 

4. Ensure a simple and coherent legislation

To ensure a simple and coherent regulation, the rapporteur believes that provisions in the regulation that disincentive the sales of zero-emission vehicles should be removed as soon possible. Therefore, the ZLEV-credit system should be removed sooner than proposed by the Commission. Additionally, the cap on the emission reductions that can be rewarded through eco-innovations should be adjusted downwards in line with the new standards, to ensure they will not incentivise reduced ambitions in the sales of zero-emission vehicles.

 

For the rapporteur it is key that the targets are achieved on the basis of real world emissions. Unintended differences between theoretical emissions and real-driving emissions and loopholes should be avoided. He notes that although the switch from NEDC to WLTP will result in more representative type approval CO2 emission figures, plug-in hybrids are still accounted for in a misleading way. The emissions of these vehicles are currently accounted through the use of a utility factor, which represents the share of distance travelled using the battery compared to the distance travelled using the combustion engine. However, this utility factor is not based on representative real-world data, but on an estimation, which does not correctly reflect real-world driving patterns. Since the commission has been using been collecting data through on-board fuel and energy consumption monitoring since 2021, this utility factor should be revised as soon as possible to reflect real-world emissions.

OPINION OF THE COMMITTEE ON INDUSTRY, RESEARCH AND ENERGY (29.4.2022)

for the Committee on the Environment, Public Health and Food Safety

on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition

(COM(2021)0556 – C9‑0322/2021 – 2021/0197(COD))

Rapporteur for opinion: Dominique Riquet

 

SHORT JUSTIFICATION

With a view to achieving the Green Deal’s goal of carbon neutrality by 2050, the EU must reduce emissions across all sectors, including road transport, which accounts for 20% of total emissions, with cars and vans responsible for three quarters of that volume. This transition will, meanwhile, affect households, regions, workers and the car industry, while requiring significant public and private investment.

To meet this challenge, the Commission is proposing a de facto ban on all combustion technology for cars and vans in the EU from 2035. The rapporteur is in favour of the overall objective of decarbonising the EU vehicle fleet in order to achieve climate neutrality. He would, however, like to make a number of recommendations to overcome the possible pitfalls that may arise owing to the  methodology, feasibility and consequences of the strategy:

1. Towards holistic emissions reduction

Your rapporteur considers that by focusing exclusively on vehicle exhaust emissions, the regulation fails to provide an approach accounting for the overall carbon impact of cars and vans. The emphasis on certain emissions sources means that  technologies are no longer put on an equal footing, thus breaking with the principle of technological neutrality.

The progressive relocation of emission sources further up the value chain brought about by the rise of zero- or low-emission vehicles – which fall under the scope of other legislation – will make this regulation increasingly obsolete. To counter this risk of regulatory fragmentation, your rapporteur would prefer a broader carbon accounting system considering the life cycle of vehicles and fuel/energy, which would better reflect the true environmental impact of the various technologies involved.

2. Uncertainties linked to going all-in on electricity

While the rapporteur supports the electrification of the vehicle fleet and the move towards zero emissions, he fears that premature political decisions may underestimate the economic, industrial, social and ecological costs of this transition. Battery-powered vehicles are not ‘zero emission’ in respect of the environment (given the carbon footprint of their manufacturing, the weight of vehicles, the origin of electricity, the extraction and supply of materials, let alone in a context of increased pressure to extract these resources with projections for battery production increasing twentyfold by 2050). Serious questions also need to be asked about our electricity networks (in terms of decarbonisation, availability, performance and standardisation) and recharging infrastructure (network size correlated with autonomy, high investment requirements while Member States will suffer losses and transfers of tax revenue on fuels).

Betting everything on a single technology would at the same time undermine other sectors by causing major industrial disruptions in R&D, employment and European competitiveness. Our structural vulnerabilities will be aggravated if the Union does not first develop a competitive industrial ecosystem, install adequate infrastructures, decarbonise and consolidate its electricity generation system and secured its supply chains. Given the involvement of international giants that play by different environmental and competition rules, there is a high risk of increased dependence on imports of foreign technologies, condemning the Union to twofold failure in its goals of reducing its carbon footprint and consolidating its industry.

3. Complementary technologies, necessary support arrangements

In view of these uncertainties, it would be unwise to precipitously and radically outlaw one or more technical options that could prove useful in the future; what we should be doing is encouraging innovation and attempting to find complementary elements to the various technologies that prove successful. These transitional technologies can be environmentally friendly and offer complementary solutions to Member States that have to deal with a highly diverse economic, geographical, social or infrastructure situations. 

To that end, the target of 2035 needs to be slightly altered with a view to maintain the strong message to the sector that we must decarbonise while preserving sufficient leeway for the development of efficient alternative technologies. A review clause is thus introduced for 2027, when lawmakers  will be better able to account for these uncertainties, technological progress and market developments. Lastly, a fund for the automotive industry is necessary to help with the education and retraining of workers, with a view to  guaranteeing the future viability, of Europe’s manufacturing industry, which needs to bear the hallmark of excellence and be competitive on the global stage.

The rapporteur is convinced that these recommendations will give the Union the means to meet its environmental ambitions and respond to its social and industrial needs, thus enabling a more sustainable and resilient European economy will emerge.

AMENDMENTS

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

Amendment  1

 

Proposal for a regulation

Recital 1

Text proposed by the Commission	Amendment
(1) The Paris Agreement, adopted in December 2015 under the United Nations Framework Convention on Climate Change (UNFCCC) entered into force in November 2016 (’the Paris Agreement’). Its Parties have agreed to hold the increase in the global average temperature well below 2 °C above pre-industrial levels and to pursue efforts to limit the temperature increase to 1,5 °C above pre-industrial levels.	(1) The Paris Agreement, adopted in December 2015 under the United Nations Framework Convention on Climate Change (UNFCCC) entered into force in November 2016 (’the Paris Agreement’). Its Parties have agreed to hold the increase in the global average temperature well below 2 °C above pre-industrial levels and to pursue efforts to limit the temperature increase to 1,5 °C above pre-industrial levels. By adopting the Glasgow Climate Pact in November 2021, its Parties recognised that keeping the increase in the global average temperature to 1,5°C above pre-industrial levels would significantly reduce the risks and impacts of climate change, and committed to strengthening their 2030 targets by the end of 2022 in order to accelerate climate action in this critical decade and to close the ambition gap with the 1,5°C target.

Amendment  2

 

Proposal for a regulation

Recital 3

Text proposed by the Commission	Amendment
(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.	(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050. To achieve this, it is necessary to  ensure coherence between legislative acts that are intertwined given the cross-cutting nature of the issues, such as  alternative fuels infrastructure, CO2 standards for cars and vans, batteries, renewable energy, land use, land-use change, and forestry, 8th environmental action programme. Any regulatory fragmentation, which would send contradictory signals and set mutually incompatible objectives should be avoided. The Green Deal sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, and to strengthen the Union’s strategic autonomy as well as the industrial leadership in all key sectors, while fostering innovation and quality jobs in Europe. The strategy also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts, while taking into account national and regional specificities and various social consequences. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.

Amendment  3

 

Proposal for a regulation

Recital 6

Text proposed by the Commission	Amendment
(6) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector.	(6) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector, which is the only sector in the Union in which emissions have been trending upwards since the 1990s, and which has an important ecological footprint responsible for 70% of the Union’s total transport emissions, and for more than 27% of all greenhouse gas emissions in the Union. The Green Deal has set the ambitious target of a 90% reduction in transport emissions in order to achieve carbon neutrality in the EU by 2050.

Amendment  4

 

Proposal for a regulation

Recital 7

Text proposed by the Commission	Amendment
(7) The measures set out in this Regulation are necessary as part of a coherent and consistent framework that is indispensable for achieving the overall objective of the Union to reduce net greenhouse gas emissions.	(7) The measures set out in this Regulation are necessary as part of a coherent and consistent framework that is indispensable for achieving the overall objective of the Union to reduce net greenhouse gas emissions, as well as Union’s dependence on imported fossil fuels, including oil imports that were worth EUR 227.5 billion in 2018 alone, which remains the predominant energy consumed by cars and vans (94%). While phasing out oil consumption, it is crucial not to shift from one dependence to another. In order to ensure the future viability of the European manufacturing industry and to strengthen the Union's strategic autonomy, it is essential that the Commission works together with Member States and industrial stakeholders to secure the supply chain in the strategic materials and rare earths needed for zero & low-carbon technologies.

Amendment  5

 

Proposal for a regulation

Recital 7 a (new)

Text proposed by the Commission	Amendment
	(7a) This Regulation forms part of the Union’s objective to reduce emissions from passenger cars and light commercial vehicles as part of the long-term goal of achieving a zero-emission automotive sector. However, the increasing use of low- and zero-emission vehicles risks shifting emission sources upstream of the automotive value chain. As a result, the development of full life-cycle methodologies to complement the tailpipe emissions approach is required to ensure the effectiveness of this legislation in reducing emissions at Union level and promote the production of sustainable batteries, especially in terms of durability, efficiency, re-use and recycling. Given this situation, the Commission should, by 31 December 2023 at the latest, draw up a harmonised methodology for reporting the carbon balance of the life-cycle of such vehicles (‘manufacture – use – scrapping’) and the energy consumption (‘extraction/production – transportation – consumption’ or ‘Well-to-Tank’) in order to obtain an overview and thus ensure consistency of the means brought in pursuit of the Union’s climate objectives. This Regulation should be reviewed in 2027 to incorporate this extended carbon accounting as a new indicator for the reduction of emissions by the sector which is best able to reflect the true carbon balance of passenger cars and light commercial vehicles.

Amendment  6

 

Proposal for a regulation

Recital 8

Text proposed by the Commission	Amendment
(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging.	(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. In parallel, it is of utmost importance that complementary Union legislation, such as Directive (EU) 2018/200125a, ensures a swift deployment of renewable energy so that the Union car fleet is powered by additional renewable electricity. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging. The digital and green transitions should also address the importance of the social dimension to ensure a mobility accessible for all, including the impact of energy taxation on affordability, the direct and indirect effect of higher energy prices on transport in different Union regions, as well as the industrial consequences to ensure employment and industry’s competitiveness.
__________________	__________________
25 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).	25 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).
	25a Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L OJ L 328 21.12.2018, p. 82).

Amendment  7

 

Proposal for a regulation

Recital 9

Text proposed by the Commission	Amendment
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. Within the global context, also the EU automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. The strengthened CO2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide target. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, can continue to play a role in the transition pathway.	(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero-emission and low-emission vehicles being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation, international competitiveness and employment levels in the automotive value chain can be maintained and that mobility remains accessible and affordable for everyone.. The automotive industry remains one of the pillars of the Union economy, contributing 7% of the it’s GDP, providing 4.6 million jobs and remaining at the cutting edge of technological innovation with EUR 60 billion invested each year in research and development. The industry needs to be supported in its environmental and digital transition, as European manufacturers are now facing a triple bind, with ambitious environmental regulations, increasing investment needs in innovation and heightened international competition. Within the global context, also the EU automotive chain must continue to be a leading actor in the on-going transition towards zero-emission mobility. The strengthened CO2 emission reduction standards should remain technology neutral in reaching the fleet-wide targets that they set. Different technologies aiming at contributing to a zero-emission fleet wide target in the long-term, such as hydrogen, biofuels and other renewable fuels should be used and could also contribute in the short and medium term to the reduction of CO2 emissions from the transport sector, while ensuring affordability, accessibility, safety and inclusiveness. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, or vehicles using alternative fuels can continue to play a role in the transition pathway.

Amendment  8

 

Proposal for a regulation

Recital 9 a (new)

Text proposed by the Commission	Amendment
	(9a) Battery-powered electric vehicles have great potential to decarbonise the fleet and should be encouraged, while taking into account the principle of technological neutrality, in order to be used in concert with other efficient technologies. It is important to stress that no technology is ‘zero emission’ or without an environmental impact, including that type of vehicles, given the battery’s carbon footprint, the higher weight of vehicles, the origin of the electricity, the extraction of raw materials. In that respect, the risk of supply tensions should be assessed and addressed in order to meet European demand in a context of increased international pressure to extract the resources needed to manufacture batteries, with projections for battery production increasing twentyfold by 2050. Moreover, the impacts on electricity networks, in terms of decarbonisation, availability, performance, smart grid and standardisation, or on the rollout of recharging infrastructures, in terms of network size correlated with autonomy, high private and public investment requirements, needs to be considered.

Amendment  9

 

Proposal for a regulation

Recital 10

Text proposed by the Commission	Amendment
(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost-efficient way.	(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Those targets should be set at a level that respects the principle of technological neutrality while delivering a strong signal to accelerate the uptake of zero-emission and low-emission vehicles on the Union market in order to make them affordable and accessible for all, to stimulate innovation and to strengthen European competitiveness in zero-emission technologies in a cost-efficient way. The principle of technological neutrality is fundamental to ensure there is a plurality of solutions, to preserve innovation and development, including in disruptive technologies, and to allow market flexibility and a diverse range of social behaviours. It is thus important not to limit road transport to a single technology but rather encourage innovation and complementarities between efficient alternative technologies, such as the combined use of hybrid vehicles and low-carbon fuels, without delaying the adoption of clean technologies that are compatible with Union’s climate goals. Furthermore, a ‘one size fits all’ approach at Union level would be compromised by the wide economic, social, geographical and infrastructural diversity within and between Member States, whereas a mix of complementary technologies allows each region to implement the solutions it deems most appropriate to reduce its emissions.

Amendment  10

 

Proposal for a regulation

Recital 10 a (new)

Text proposed by the Commission	Amendment
	(10a) Technological innovation is a pre-requisite for decarbonising mobility in the Union, and should therefore be supported. In the face of increased international competition, the Union and Member States should continue their efforts to explore and develop initiatives that promote the synergies in the sector, such as the European Battery Alliance, and support public and private investment in European automotive research and innovation. This should aim to maintain European technological leadership in that sector, to develop industrial excellence in the technologies of the future in the Union and to ensure the long-term sustainability and competitiveness of its industrial base.

Amendment  11

 

Proposal for a regulation

Recital 11

Text proposed by the Commission	Amendment
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale-up of the manufacturing of zero-emission vehicles and associated technologies, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities. Where appropriate, financial support should be considered at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.	(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale-up of the manufacturing of zero-emission and low-emission vehicles and associated technologies, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities, particularly for SMEs. Financial support should therefore be stepped up at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility, the Social Climate Fund and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy. This financial support should be conditional on the companies receiving it preserving employment.

Amendment  12

 

Proposal for a regulation

Recital 12

Text proposed by the Commission	Amendment
(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability of zero emission vehicles should also be addressed in the pathway. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of zero-emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll-out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re-skilling of workers and reconversion of activities. The progress report will also build on the two-year progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report.	(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain, while supporting regions and communities that are most affected with a view to closing the gap between developed and less developed economies in the Union. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability of low- and zero emission vehicles should also be addressed in the pathway. Individual mobility should remain accessible and affordable for all, especially for citizens of rural, remote and island areas, with no or little access to quality public transport or other mobility solutions. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of low- and zero-emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll-out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re-skilling of workers and reconversion of activities. The progress report will also build on the yearly progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as advanced biofuels and the production of electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report.
__________________	__________________
26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021	26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021

Amendment  13

 

Proposal for a regulation

Recital 12 a (new)

Text proposed by the Commission	Amendment
	(12a) Although this Regulation only applies to new passenger cars and new light commercial vehicles, it is important to include it in a more comprehensive Union-wide action plan to decarbonise the existing fleet in order to protect the environment and health of citizens in all Member States. The current fleet will remain a factor that contributes to environmental underperformance for an extended period into the future owing to the slow pace of fleet renewal. Moreover, the existing market of second hand polluting vehicles in Central and Eastern Europe creates the risk of shifting the pollution to less economically developed regions in the Union. Reaching the ambitious climate targets in 2050 should go hand in hand with the right of all Union citizens to a cleaner air. To speed up the reduction of emissions from the existing fleet, it is of the utmost importance that the Commission puts forward legislative measures without delay to establish a framework that is favourable to retrofitting and to promote use of currently available lowering CO2 emission technologies, such as low-carbon fuels or less consuming energy lights, to accelerate the modal shift for freight and passengers, to encourage more environmentally friendly transport habits, such as carpooling, soft mobility and public transport in cities, and to address the possible risk of automotive carbon leakage within the Union.

Amendment  14

 

Proposal for a regulation

Recital 13

Text proposed by the Commission	Amendment
(13) Those EU fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in Directive 2014/94/EU of the European Parliament and of the Council27 .	(13) Improving consumer access to a convenient infrastructure for charging of electric vehicles and refuelling with alternative fuels is an essential prerequisite for the development of the market for zero- and low-emission vehicles and, therefore, for the success of this Regulation. The EU fleet-wide targets should be complemented by the necessary roll-out of recharging and refuelling infrastructure, which has been facing insufficient implementation across the Union so far. For this reason, this Regulation should be accompanied by ambitious mandatory targets for the deployment of alternative fuel infrastructure in all Member States, as well as ambitious targets for the deployment of private charging points as set in Directive 2014/94/EU27 and in Directive 2010/31/UE, in this regard, any increase in the emission-reduction targets set in this Regulation, including on interim objectives, should go hand-in-hand with an increase in rollout targets. The charging infrastructure should be rolled out where people live, work and do their daily activities. It is imperative that no Union region or territory is left behind and that regional disparities in the deployment of alternative fuels infrastructure are duly addressed, particularly in less developed regions or regions with specific needs and circumstances, such as rural and sparsely populated, remote and outermost, island and mountainous regions. Sufficient support and help should be provided to Member States to achieve this objective due to their significant investment needs in a decade in which their tax losses and transfers of tax revenues towards alternative fuels will increase. In this context, it is important to underline that the issue of refuelling is intrinsically linked to the autonomy of vehicles, in the sense that, the more the autonomy increases, refuelling is less frequently needed – and that the Commission should therefore take into account technological developments, in particular with regard to the autonomy of batteries, which affect the deployment of infrastructure. Road transport accounts for a significant share of final energy consumption in the Union. The Directive (EU) .../... [Recast Energy Efficiency Directive] enshrines the energy efficiency first Principle as an overarching principle that should be taken into account across all sectors, going beyond the energy system, at all levels. The energy efficiency first principle should therefore be considered in policy, planning and investment decisions related to the deployment of recharging and refuelling infrastructure of alternative fuels, including as regards the well-to-wheel energy efficiency of different zero emission technologies.
__________________	__________________
27 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).	27 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  15

 

Proposal for a regulation

Recital 14

Text proposed by the Commission	Amendment
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission vehicles in a cost-efficient manner, and it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps.	(14) Manufacturers, especially SMEs in the automotive supply chain, should be provided with sufficient flexibility in adapting their fleets over time considering that passenger cars are produced and designed in at least five-year cycles, and light commercial vehicles even longer, in order to manage the transition towards zero-emission and low-emission vehicles in a cost-efficient manner. It is therefore appropriate to maintain the approach of decreasing target levels in steps. With a view to ensuring the effectiveness of this regulation in the face of market developments, technological advances and the Union's objective of reducing emissions, a review of this Regulation should be undertaken in 2027.

Amendment  16

 

Proposal for a regulation

Recital 17

Text proposed by the Commission	Amendment
(17) The emission reduction effort required to achieve the EU fleet-wide targets is distributed amongst manufacturers by using a limit value curve based on the average mass of the EU fleet of new vehicles and of the manufacturer’s new vehicle fleet. While it is appropriate to maintain this mechanism, it is necessary to prevent that with the stricter EU fleet-wide targets, the specific emission target for a manufacturer would become negative. For that reason, it is necessary to clarify that where such a result occurs, the specific emission target should be set to 0 g CO2/km.	(17) The emission reduction effort required to achieve the EU fleet-wide targets is distributed amongst manufacturers by using a limit value curve based on the average mass of the EU fleet of new vehicles and of the manufacturer’s new vehicle fleet. It is necessary to prevent that with the stricter EU fleet-wide targets, the specific emission target for a manufacturer would become negative. For that reason, it is necessary to clarify that where such a result occurs, the specific emission target should be set to 0 g CO2/km. The mass-based utility parameter to calculate specific emissions targets for manufacturers should be maintained until 2025 for passenger cars. The increasing weight of cars has been used as an abatement option enabling manufacturers to set less ambitious targets, although downsizing and lightweightening can bring substantial benefits in terms of energy efficiency, efficient use of urban space, road safety and human health. The Commission should therefore develop proposals to incentivise weight reduction, including for zero- and low-emission vehicles, in order to encourage the production of more material-efficient vehicles.

Amendment  17

 

Proposal for a regulation

Recital 21

Text proposed by the Commission	Amendment
(21) In view of the increased overall greenhouse gas emissions reduction objectives and to avoid potential market distorting effects, the reduction requirements for all manufacturers present in the Union market should be aligned, except for those responsible for less than 1 000 new vehicles registered in a calendar year. Consequently, the possibility for manufacturers responsible for between 1 000 and 10 000 passenger cars or between 1 000 and 22 000 light commercial vehicles newly registered in a calendar year to apply for a derogation from their specific emission targets should cease from 2030 onwards.	(21) In view of the increased overall greenhouse gas emissions reduction objectives and to avoid potential market distorting effects, the reduction requirements for all manufacturers present in the Union market should be aligned, except for those responsible for less than 1 000 new vehicles registered in a calendar year. Consequently, the possibility for manufacturers responsible for between 1 000 and 10 000 passenger cars or between 1 000 and 22 000 light commercial vehicles newly registered in a calendar year to apply for a derogation from their specific emission targets should cease from 2030 onwards. This derogation should only apply to manufacturers of special vehicles with a social utility, such as emergency vehicles, firefights vans, ambulances, and not manufacturers of the most luxurious cars, in order to ensure a fair transition.

Amendment  18

 

Proposal for a regulation

Recital 23

Text proposed by the Commission	Amendment
(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 2026. For this review, all aspects considered in the two yearly reporting should be considered.	(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 2027. For this review, all aspects considered in the annual reporting should be considered.

Amendment  19

 

Proposal for a regulation

Recital 24

Text proposed by the Commission	Amendment
(24) The possibility to assign the revenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(5) of Regulation (EU) 2019/631, with the conclusion that this would significantly increase the administrative burden, while not directly benefit the automotive sector in its transition. Revenue from the excess emission premiums is therefore to continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) of Regulation (EU) 2019/631.	(24) A structural effect of the ultimate transition to zero-emission vehicles will be significant job losses in the automotive industry, from manufacturers and their suppliers to ancillary maintenance and repair services. Efforts to decarbonise road transport should therefore also take into account the likely significant social consequences of this process in order to mitigate and eventually manage this transition. The amounts of the excess emissions premium should be considered as revenue assigned to a specific budgetary line “automotive sector support” of the Social Climate Fund, with the objective to ensure a just transition towards a climate-neutral economy, to support the training, reskilling, upskilling and further qualification measures of affected workers, in particular in small and medium-sized enterprises. This budgetary line should be financed by the general budget of the Union and from income deriving from excess emissions premiums.

Amendment  20

 

Proposal for a regulation

Article 1 – paragraph 1 – point 1 – point -a (new)

Regulation (EU) 2019/631

Article 1 – paragraph 3 a (new)

Text proposed by the Commission	Amendment
	(-a) the following paragraph 3a is inserted:
	‘3a.  By 31 December 2027, the Commission shall review this Regulation and, where appropriate, present a proposal to supplement it with additional measures to include, in addition to exhaust emissions, the overall carbon balance of the vehicle and fuel used, based on the methodologies set out in Article 7(10) and Article 12(3a), with a view to ensuring that emissions from the sector are in line with the Union's target of carbon neutrality.’

Amendment  21

 

Proposal for a regulation

Article 1 – paragraph 1 – point 1 – point b

Regulation (EU) 2019/631

Article 1 – paragraph 5a – point a

Text proposed by the Commission	Amendment
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I;	(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I;

Amendment  22

 

Proposal for a regulation

Article 1 – paragraph 1 – point 1 – point b

Regulation (EU) 2019/631

Article 1 – paragraph 5a – point b

Text proposed by the Commission	Amendment
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.	(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.

Amendment  23

 

Proposal for a regulation

Article 1 – paragraph 1 – point 1 – point c

Regulation (EU) 2019/631

Article 1 – paragraph 6

Text proposed by the Commission	Amendment
(c) in paragraph 6, the words “From 1 January 2025,” are replaced by ‘From 1 January 2025 to 31 December 2029,’,	(c) paragraph 6 is replaced by the following:
	“6. From 1 January 2025 to 31 December 2029, a zero- and low-emission vehicles' benchmark equal to a 20 % share of the respective fleets of new passenger cars and new light commercial vehicles shall apply in accordance with points 6.3 of Parts A and B of Annex I, respectively.”.

Amendment  24

 

Proposal for a regulation

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

Regulation (EU) 2019/631

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

Text proposed by the Commission	Amendment
	(ba) the following point is added:
	‘(na) plug-in hybrid electric vehicle’ (PHEV) means a vehicle powered by a combination of an electric motor with a rechargeable battery and an internal combustion engine, which may operate together or separately.’

Amendment  25

 

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point b b (new)

Regulation (EU) 2019/631

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

Text proposed by the Commission	Amendment
	(bb) the following points are added:
	‘(nb) ‘biofuels’ means biofuels as defined in Article 2, point (33) of Directive (EUE) 2018/2001;
	(nc) ‘advanced biofuels’ means advanced biofuels as defined in of Article 2, point (34) of Directive (UE) 2018/2001;
	(nd) ‘renewable fuels of non-biological origin’ means renewable fuels of non-biological origin as defined in Article 2, point  36 of Directive (UE) 2018/2001;’

Amendment  26

 

Proposal for a regulation

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

Regulation (EU) 2019/631

Article 7 – paragraph 10

Present text	Amendment
	(aa) paragraph 10 is replaced by the following:
10. The Commission shall no later than 2023 evaluate the possibility of developing a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of passenger cars and light commercial vehicles that are placed on the Union market. The Commission shall transmit to the European Parliament and to the Council that evaluation, including, where appropriate, proposals for follow-up measures, such as legislative proposals.	"10. The Commission shall draw up, no later than 31 December 2023, a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of passenger cars and light commercial vehicles on the Union market. The Commission shall transmit to the European Parliament and to the Council that methodology, including, where appropriate, proposals for follow-up measures, such as legislative proposals."

(32019R0631)

Amendment  27

 

Proposal for a regulation

Article 1 – paragraph 1 – point 5 – point a b (new)

Regulation (EU) 2019/631

Article 7 – paragraph 10 a (new)

Text proposed by the Commission	Amendment
	(ab) the following paragraph 10a is inserted:
	‘10a. From 1 January 2024, manufacturers may, on a voluntary basis, submit the life cycle CO2 emissions data for passenger cars and light commercial vehicles on the Union market referred to in paragraph 10 of this Article to the competent authorities referred to in paragraph 6 of this Article and to the Member States, which shall then submit them to the Commission in accordance with paragraph 2. From 1 January 2028, that data shall be incorporated into the information listed in Part A of Annexes II and III;’

Amendment  28

 

Proposal for a regulation

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

Regulation (EU) 2019/631

Article 8 – paragraph 4

Present text	Amendment
	(5a) in Article 8, paragraph 4 is replaced by the following:
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 assigned to a specific budgetary line “automotive sector support” of the Social Climate Fund, with the objective of ensuring a just transition towards a climate-neutral economy, by mitigating any negative impact of the transition in the automotive sector on employment in all affected Member States, in particular in the regions and the communities most affected by the transition. In particular, it shall finance the training, reskilling, upskilling and further qualification of workers in the automotive sector, including car manufacturers, their component suppliers and ancillary maintenance and repair services, especially for SMEs.
	This specific budgetary line of the Social Climate Fund shall support the investment for jobs and growth goal in all Member States. It shall lend support to the Member States for the purposes of funding measures and investments to address the economic and social consequences of the transition, in particular the expected retraining and job losses in the automotive sector, including in small and medium-sized enterprises.
	The resources allocated shall come from the Union budget and income from the excess emissions premium, as defined in Article 8 of this Regulation. They shall support the following activities: worker retraining; jobseeker assistance for job searches and active inclusion; investment in converting Europe’s industrial fabric."

(32019R0631)

Amendment  29

 

Proposal for a regulation

Article 1 – paragraph 1 – point 6

Regulation (EU) 2019/631

Article 10 – paragraph 2

Text proposed by the Commission	Amendment
‘A derogation applied for under paragraph 1 may be granted from the specific emission targets applicable until and including calendar year 2029.’;	‘A derogation applied for under paragraph 1 may be granted from the specific emission targets applicable until and including calendar year 2029.’;
	A manufacturer of special vehicles with a social utility, such as emergency vehicles, firefighters vans and ambulances may make an application for a derogation. A derogation cannot be granted to a manufacturer of car vehicles falling under the F-segment, the S-segment and SUV-segment in the European Commission classification scheme (Euro Car Segment).

Amendment  30

 

Proposal for a regulation

Article 1 – paragraph 1 – point 6 a (new)

Regulation (EU) 2019/631

Article 11 a (new)

Text proposed by the Commission	Amendment
	(6a) the following Article is inserted:
	‘Article 11a
	Ecodesign
	In order to ensure that the transition towards zero-emission mobility fully contributes to the Union's energy efficiency and circular economy objectives, the Commission shall by 31 December 2023 make proposals, as appropriate, concerning the setting of minimum ecodesign requirements for all new passenger cars and new light commercial vehicles, including energy efficiency, embedded emissions, durability and reparability requirements for essential parts such as lights, electronic components and batteries, minimum requirements for the recovery of metals, plastics and critical raw materials, taking into account the principles applied to other energy-related products under Directive 2009/125/EC of the European Parliament and of the Council1a.
	__________________
	1a Directive 2009/125/EC of the European Parliament and of the Council of 21 October 2009 establishing a framework for the setting of ecodesign requirements for energy-related products (OJ L 285, 31.10.2009, p. 10).’

Amendment  31

 

Proposal for a regulation

Article 1 – paragraph 1 – point 6 b (new)

Regulation (EU) 2019/631

Article 12 – paragraph 3 a (new)

Text proposed by the Commission	Amendment
	(6b) in Article 12, the following paragraph 3a is inserted:
	‘3a. No later than 31 December 2023, the Commission shall draw up, a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of fuels and energy consumed by vehicles on the nionU market.
	It should also include a methodology for measuring and comparing the efficiency of zero and low emission vehicles based on the amount of electricity they need to drive a hundred kilometres. That methodology shall in particular consider the implications of the electricity used on the amount of resources that are required by internal energy storage batteries or to produce alternative fuels of such vehicles.
	The Commission shall in particular assess the use of fuel and energy consumption data referred to in paragraph 1 for Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs). On the basis of that assessment, the Commission shall adopt delegated acts in accordance with Article 17 to adapt the utility factors used for OVC-HEVs, in order to ensure that their emissions are representative of real-world driving from 2025 onwards.’

Amendment  32

 

Proposal for a regulation

Article 1 – paragraph 1 – point 7 a (new)

Regulation (EU) 2019/631

Article 14 – paragraph 1 – point c

Present text	Amendment
	(7a) in Article 14(1), point (c) is replaced by the following:
(c)  by 31 October 2022, the indicative TM0 value for 2025 shall be determined as the respective average test mass of all new passenger cars and new light commercial vehicles registered in 2021;	"(c)  by 31 October 2022, the indicative TM0 value for 2025 shall be determined as the respective average test mass of all new light commercial vehicles registered in 2021;"

(32019R0631)

Amendment  33

 

Proposal for a regulation

Article 1 – paragraph 1 – point 7b (new)

Regulation (EU) 2019/631

Article 14 – paragraph 1 – point d

Present text	Amendment
	(7b ) in Article 14(1), point (d) is replaced by the following:
(d) by 31 October 2024, and every second year thereafter, the TM0 value in point 6.2 of Parts A and B of Annex I shall be adjusted to the respective average test mass of all new passenger cars and new light commercial vehicles registered in the preceding two calendar years, starting with 2022 and 2023. The new TM0 values shall apply from 1 January of the calendar year following the date of the adjustment.	"(d) by 31 October 2024, and every second year thereafter, the TM0 value in point 6.2 of Part B of Annex I shall be adjusted to the respective average test mass of all new light commercial vehicles registered in the preceding two calendar years, starting with 2022 and 2023. The new TM0 values shall apply from 1 January of the calendar year following the date of the adjustment."

(32019R0631)

Amendment  34

 

Proposal for a regulation

Article 1 – paragraph 1 – point 9

Regulation (EU) 2019/631

Article 14 a – paragraph 1

Text proposed by the Commission	Amendment
By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means.	By 31 December 2025, and every year thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means.

Amendment  35

 

Proposal for a regulation

Article 1 – paragraph 1 – point 9

Regulation (EU) 2019/631

Article 14 a – paragraph 2

Text proposed by the Commission	Amendment
In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes the deployment of zero- and low-emission vehicles, progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation, the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility, impact on consumers, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;	In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes:
	(a) the deployment as well as the cost of zero- and low-emission vehicles,
	(b) the transition from a purely exhaust-emissions-based to a holistic life-cycle-analysis-based approach to emissions on the basis of the methodologies set out in Articles 7(10) and 12(3a), taking into account also the green-house gas intensity at mineral extraction, production and end-of-life stages, as well as the energy mix in the respective Member State of circulation,
	(c) the CO2 threshold used for defining what constitutes a low-emission vehicle and, if necessary, the revision thereof,
	(d) progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation,
	(e) the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility,
	(f) impact on Member States GHG and air quality targets, annual purchases of new zero- and low-emission vehicles as well as second-hand vehicles,
	(g) progress and impact on a regional (NUTS II) level,
	(h) impact on consumers, particularly those on low incomes, as well as the evolution of transport poverty in each Member States, as defined under Regulation (EU) …/… [Regulation establishing a Social Climate Fund],
	(i) progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility,
	(j) progress in deploying additional renewable electricity capacity proportional to the growth in sales of zero-emission vehicles as to ensure that emissions are not simply displaced.

Amendment  36

 

Proposal for a regulation

Article 1 – paragraph 1 – point 9 a (new)

Regulation (EU) 2019/631

Article 14 b (new)

Text proposed by the Commission	Amendment
	(9a) the following Article 14b is inserted:
	'Article 14b
	In line with Article 3(1), point (b) of Directive (EU) .../... [Recast Energy Efficiency Directive], Member States shall consider the energy efficiency first principle in policy, planning and investment decisions related to the deployment of recharging and refuelling infrastructure of alternative fuels, including as regards the well-to-wheel energy efficiency of different zero emission technologies.'

Amendment  37

 

Proposal for a regulation

Article 1 – paragraph 1 – point 10 – point a

Regulation (EU) 2019/631

Article 15 – paragraph 1 – subparagraph 1

Text proposed by the Commission	Amendment
The Commission shall, in 2028, review the effectiveness and impact of this Regulation, building on the two yearly reporting, and submit a report to the European Parliament and to the Council with the result of the review.	The Commission shall, in 2027, review the effectiveness and impact of this Regulation, building on the annual reporting, and submit a report to the European Parliament and to the Council with the result of the review.

Amendment  38

 

Proposal for a regulation

Article 1 – paragraph 1 – point 10 – point a

Regulation (EU) 2019/631

Article 15 – paragraph 1 – subparagraph 2

Text proposed by the Commission	Amendment
The report shall, where appropriate, be accompanied by a proposal for amending this Regulation.	The report shall be accompanied by a proposal for amending this Regulation and identifying a clear pathway for further emissions reductions by introducing EU fleet-wide targets for new passenger cars fleet and for new light commercial vehicles fleet beyond 2035, including the possible allocation of plug-in hybrid vehicles to the fleet targets, based on a LCA methodology developed by the European Commission no later than 31 December 2023.

Amendment  39

 

Proposal for a regulation

Article 1 – paragraph 1 – point 10 – point a a (new)

Regulation (EU) 2019/631

Article 15 – paragraph 2

Present text	Amendment
	(aa) paragraph 2 is replaced by the following:
2. In the report referred to in paragraph 1, the Commission shall consider, inter alia, the real-world representativeness of the CO2 emission and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007; the deployment on the Union market of zero- and low-emission vehicles, in particular with respect to light commercial vehicles; the roll-out of recharging and refuelling infrastructure reported under Directive 2014/94/EU of the European Parliament and of the Council20, including their financing; the potential contribution of the use of synthetic and advanced alternative fuels produced with renewable energy to emissions reductions; the CO2 emissions reduction actually observed at the existing fleet level; the functioning of the incentive mechanism for zero- and low-emission vehicles; the potential effects of the transitional measure set out in point 6.3 of Part A of Annex I; the impact of this Regulation on consumers, particularly on those on low and medium incomes; as well as aspects to further facilitate an economically viable and socially fair transition towards clean, competitive and affordable mobility in the Union.	"2. In the report referred to in paragraph 1, the Commission shall consider, inter alia, the real-world representativeness of the CO2 emission and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007; the deployment on the Union market of zero- and low-emission vehicles, in particular with respect to light commercial vehicles; the roll-out of recharging and refuelling infrastructure reported under Directive 2014/94/EU of the European Parliament and of the Council on the deployment of alternative fuels infrastructure20, including their financing; the implementation of Directive 2010/31/EU on the Energy Performance of buildings and its foreseen review; the potential contribution of the use of synthetic and advanced alternative fuels produced with renewable energy to emissions reductions; the CO2 emissions reduction actually observed at the existing fleet level; the functioning of the incentive mechanism for zero- and low-emission vehicles; the potential effects of the transitional measure set out in point 6.3 of Part A of Annex I; the impact of this Regulation on consumers, particularly on those on low and medium incomes; as well as aspects to further facilitate an economically viable and socially fair transition towards clean, competitive and affordable mobility in the Union."
__________________	__________________
20 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).	20 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).

(32019R0631)

Amendment  40

 

Proposal for a regulation

Article 1 – paragraph 1 – point 10 – point b

Regulation (EU) 2019/631

Article 15 – paragraphs 2 to 5

Present text	Amendment
(b) paragraphs 2 to 5 are deleted,	(b) paragraphs 3 to 5 are deleted,

(32019R0631)

Amendment  41

 

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point d a (new)

Regulation (EU) 2019/631

Annex I – part A – point 6.2.1

Present text	Amendment
	(da) point 6.2.1 is replaced by the following:
6.2.1. Specific emissions reference targets for 2025 to 2029	"6.2.1. Specific emissions reference targets for 2025 to 2029
The specific emissions reference target = EU fleet-wide target2025 + a2025 (TM – TM0)	The specific emissions reference target = EU fleet-wide target2025
where:	where:
EU fleet-wide target2025 is as determined in accordance with point 6.1.1;	EU fleet-wide target2025 is as determined in accordance with point 6.1.1."
a2025 is
where:
a2021 is the slope of the best fitting straight line established by applying the linear least squares fitting method to the test mass (independent variable) and the specific emissions of CO2 (dependent variable) of each new passenger car registered in 2021;
average emissions2021 is the average of the specific emissions of CO2 of all new passenger cars registered in 2021 of those manufacturers for which a specific emissions target is calculated in accordance with point 4;
TM is the average test mass in kilograms (kg) of all new passenger cars of the manufacturer registered in the relevant calendar year;
TM0 is the value in kilograms (kg) determined in accordance with point (d) of Article 14(1).

(32019R0631)

Amendment  42

 

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point f

Regulation (EU) 2019/631

Annex I – part A – point 6.3.2

Text proposed by the Commission	Amendment
6.3.2 Specific emissions targets for 2030 to 2034	6.3.2 Specific emissions targets for 2030 to 2034
Specific emissions target = EU fleet-wide target2030 + a2030 · (TM-TM0)	Specific emissions target = EU fleet-wide target2030
Where,
EU fleet-wide target2030 is as determined in accordance with point 6.1.2;
a2030 is
where,
a2021 is as defined in point 6.2.1
average emissions2021 is as defined in point 6.2.1
TM is as defined in point 6.2.1
TM0 is as defined in point 6.2.1

PROCEDURE – COMMITTEE ASKED FOR OPINION

Title	Amending Regulation (EU) 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition
References	COM(2021)0556 – C9-0322/2021 – 2021/0197(COD)
Committee responsible  Date announced in plenary	ENVI 13.9.2021
Opinion by  Date announced in plenary	ITRE 13.9.2021
Rapporteur for the opinion  Date appointed	Dominique Riquet 7.10.2021
Discussed in committee	26.1.2022
Date adopted	20.4.2022
Result of final vote	+: –: 0:	40 17 19
Members present for the final vote	Matteo Adinolfi, Nicola Beer, François-Xavier Bellamy, Hildegard Bentele, Vasile Blaga, Michael Bloss, Manuel Bompard, Paolo Borchia, Marc Botenga, Markus Buchheit, Cristian-Silviu Buşoi, Jerzy Buzek, Maria da Graça Carvalho, Ignazio Corrao, Ciarán Cuffe, Josianne Cutajar, Nicola Danti, Pilar del Castillo Vera, Christian Ehler, Niels Fuglsang, Lina Gálvez Muñoz, Claudia Gamon, Jens Geier, Bart Groothuis, Christophe Grudler, András Gyürk, Henrike Hahn, Robert Hajšel, Ivo Hristov, Ivars Ijabs, Eva Kaili, Seán Kelly, Izabela-Helena Kloc, Łukasz Kohut, Zdzisław Krasnodębski, Andrius Kubilius, Miapetra Kumpula-Natri, Thierry Mariani, Marisa Matias, Eva Maydell, Georg Mayer, Joëlle Mélin, Iskra Mihaylova, Dan Nica, Angelika Niebler, Niklas Nienaß, Ville Niinistö, Aldo Patriciello, Mauri Pekkarinen, Mikuláš Peksa, Tsvetelina Penkova, Morten Petersen, Pina Picierno, Markus Pieper, Clara Ponsatí Obiols, Manuela Ripa, Robert Roos, Sara Skyttedal, Maria Spyraki, Jessica Stegrud, Beata Szydło, Riho Terras, Grzegorz Tobiszowski, Patrizia Toia, Isabella Tovaglieri, Henna Virkkunen, Pernille Weiss, Carlos Zorrinho
Substitutes present for the final vote	Pascal Arimont, Cornelia Ernst, Klemen Grošelj, Alicia Homs Ginel, Nora Mebarek, Jutta Paulus, Ernő Schaller-Baross, Susana Solís Pérez

 

 

FINAL VOTE BY ROLL CALL IN COMMITTEE ASKED FOR OPINION

40	+
ECR	Izabela-Helena Kloc, Zdzisław Krasnodębski, Beata Szydło, Grzegorz Tobiszowski
ID	Matteo Adinolfi, Paolo Borchia, Isabella Tovaglieri
NI	András Gyürk, Ernő Schaller-Baross
PPE	Pascal Arimont, François-Xavier Bellamy, Hildegard Bentele, Vasile Blaga, Cristian-Silviu Buşoi, Jerzy Buzek, Maria da Graça Carvalho, Pilar del Castillo Vera, Christian Ehler, Seán Kelly, Andrius Kubilius, Eva Maydell, Angelika Niebler, Aldo Patriciello, Markus Pieper, Sara Skyttedal, Maria Spyraki, Riho Terras, Henna Virkkunen, Pernille Weiss
Renew	Nicola Beer, Nicola Danti, Klemen Grošelj, Christophe Grudler, Ivars Ijabs, Iskra Mihaylova, Mauri Pekkarinen, Susana Solís Pérez
S&D	Jens Geier, Eva Kaili, Łukasz Kohut

 

17	-
ECR	Robert Roos, Jessica Stegrud
ID	Markus Buchheit, Georg Mayer
The Left	Manuel Bompard, Marc Botenga, Cornelia Ernst, Marisa Matias
Verts/ALE	Michael Bloss, Ignazio Corrao, Ciarán Cuffe, Henrike Hahn, Niklas Nienaß, Ville Niinistö, Jutta Paulus, Mikuláš Peksa, Manuela Ripa

 

19	0
ID	Thierry Mariani, Joëlle Mélin
NI	Clara Ponsatí Obiols
Renew	Claudia Gamon, Bart Groothuis, Morten Petersen
S&D	Josianne Cutajar, Niels Fuglsang, Lina Gálvez Muñoz, Robert Hajšel, Alicia Homs Ginel, Ivo Hristov, Miapetra Kumpula-Natri, Nora Mebarek, Dan Nica, Tsvetelina Penkova, Pina Picierno, Patrizia Toia, Carlos Zorrinho

 

Key to symbols:

+ : in favour

- : against

0 : abstention

 

 

OPINION OF THE COMMITTEE ON TRANSPORT AND TOURISM (28.4.2022)

for the Committee on the Environment, Public Health and Food Safety

on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition

(COM(2021)0556 – C9‑0322/2021 – 2021/0197(COD))

Rapporteur for opinion: Karima Delli

 

SHORT JUSTIFICATION

Improved emission performance standards for new passenger cars and light commercial vehicles have the potential to cut CO2 emissions. At the same time, they also contribute to achieving the legally binding emission reduction target for 2030 and the climate neutrality objective under the European Climate Law. Furthermore, new strengthened CO2 emission reduction targets can result in significant fuel savings for customers as well as improvements in air quality for our citizens.

The current target level under the Regulation (EU) 2019/631 shows the insufficient contribution of light-duty vehicles to increased ambition on GHG emission reduction. The GHG emissions from road transport represent almost 20 % of total EU GHG emissions and have significantly increased since 1990. The rapporteur considers the need to substantially increase the ambition of the CO2 standards for cars and vans and supports an end date of 2035 at the latest, by which time all new cars and vans on the EU market should be zero-emission. Therefore, the rapporteur proposes strengthening CO2 emission targets starting from 2025, interim targets from 2027, and more ambitious targets from 2030.

The transition from fossil-fuelled vehicles to zero-emission vehicles needs to be done with the proper measures in order to be affordable and accessible not only for the high-income citizens but also for the lower income citizens. In terms of affordability, the main driver of decreasing costs is the manufacturers' investments in zero-emission vehicles, which ensure further cost reduction and stimulate the demand side. Improved emission performance standards and strengthened targets are the primary measures to effectively increase the investments in the supply of zero-emission vehicles and make them affordable for everyone. 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.

The last commitments from car manufacturers on zero-emission vehicles show that the industry is ready for this transition, and the target levels must not lag behind market potential. A huge transition is happening fast in today’s global automotive landscape, and zero-emission technologies are developing rapidly. New players are now focusing on zero-emission vehicles, and any delays in regulatory measures could create a risk that the automotive industry in the EU could lose its competitiveness.

The transition towards zero-emission vehicles will require structural changes in the automotive value chain. For this reason, the social impacts of the transition in the automotive sector must be seriously taken into account. The rapporteur considers that the process of phase out of fossil-fuelled vehicles needs to go hand in hand with phase in measures for the workers in the automotive sector. Such measures need to be envisaged into the Just transition plans and the Social Climate plans under the new Regulation establishing the Social Climate fund. Therefore, the rapporteur proposes the amounts of the excess emissions premium to be considered as revenue assigned to the Social Climate Fund to mitigate any negative employment impact of the transition in the sector.

A successful transition to zero emission mobility requires a coherent policy framework for vehicles, infrastructures, electricity grids, employment programs, and economic incentives across EU, national, regional, and local levels. That goes together with the proper deployment of alternative fuels infrastructure. Such infrastructure has to be put in place without delay. More infrastructure will increase competition and will likely reduce charging and refueling costs. It will equally enable more zero- and low-emission vehicles to come into the market, driving down the vehicle costs. 

With this opinion the rapporteur seeks to ensure that the future vehicle fleet will contribute to achieving at least 55% net emission reduction by 2030 and climate neutrality by 2050.

 

AMENDMENTS

The Committee on Transport and Tourism calls on the Committee on the 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 Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.	(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050, which require consistency between all of them in order to avoid regulatory fragmentation as well as conflicting measures with the other pieces of legislation related to emissions, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy and vibrant industries that remain world-leaders in their respective segments and global innovation drivers, while securing high-paid quality jobs in Europe. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.

Amendment  2

 

Proposal for a regulation

Recital 5

Text proposed by the Commission	Amendment
(5) In Regulation (EU) [--] of the European Parliament and of the Council24 the Union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. That Regulation also establishes a binding Union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55% below 1990 levels by 2030.	(5) In Regulation (EU) 2021/1119 of the European Parliament and of the Council24 the Union has enshrined the target of economy-wide climate neutrality by 2050 at the latest and the aim, as appropriate, of achieving negative emissions thereafter in legislation. That Regulation also increased the Union intermediate climate target for 2030 to at least 55 % net GHG emissions reduction below 1990 levels by 2030.
__________________	__________________
24 Regulation (EU) […/…] of […] 2021 of the European Parliament and of the Council establishing the framework for achieving climate neutrality and amending Regulation (EU) 2018/1999 (European Climate Law), [OJ L, …/… .].	24 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7. 2021, p.1).

Amendment  3

 

Proposal for a regulation

Recital 6

Text proposed by the Commission	Amendment
(6) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector.	(6) All sectors of the economy are expected to contribute to achieving those emission reductions, in particular the road transport sector which is the only sector that has increased its emissions compared to 1990, accounting for almost 20 % of the GHG emissions, although at increased transport levels, and which represents more than 70 % of the Union’s total transport emissions.

Amendment  4

 

Proposal for a regulation

Recital 6 a (new)

Text proposed by the Commission	Amendment
	(6a) The ‘UN Climate Change Conference UK 2021’, known as COP26, adopted a commitment to accelerate the global transition to zero emissions vehicles. It also committed to the transition to be just and sustainable, so that no region or community is left behind and highlighted the importance of ensuring a just transition of the workforce and the creation of decent work and quality jobs.

Amendment  5

 

Proposal for a regulation

Recital 7 a (new)

Text proposed by the Commission	Amendment
	(7a) In line with Regulation (EU) 2019/631 of the European Parliament and of the Council1a the emissions of the entire life cycle of vehicles should be taken into account in order to ensure that emissions are reduced in the most effective manner. Given the strengthened targets, it is important to ensure that a methodology of full life-cycle CO2 emissions for vehicles follows suit. It is therefore necessary that the Commission develop no later than 31 December2023, a harmonised methodology for reporting the carbon footprint of the life-cycle of vehicles, in order to obtain an overall view of the environmental impacts of passenger cars and light commercial vehicles and to thus ensure a comprehensive set of reinforced measures aiming to achieve the Union’s climate objectives consistently.
	_______________
	1a Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).

Amendment  6

 

Proposal for a regulation

Recital 7 b (new)

Text proposed by the Commission	Amendment
	(7b) Achieving the objectives of this Regulation will have important consequences at industrial, social and transport level, and thus programmes to ensure training for new jobs that are accessible to all need to be envisaged.

Amendment  7

 

Proposal for a regulation

Recital 8

Text proposed by the Commission	Amendment
(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging.	(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Due to the economic and social importance of road transport those measures will have cross-sector consequences. Well targeted measures should ensure therefore competitiveness of the automotive industry, maintenance of jobs and gender balance, in combination with social targeted measures in order to achieve an accepted and orderly transition in the automotive sector.
__________________	__________________
25 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).	25 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).

Amendment  8

 

Proposal for a regulation

Recital 9

Text proposed by the Commission	Amendment
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. Within the global context, also the EU automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. The strengthened CO2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide target. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, can continue to play a role in the transition pathway.	(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of low and zero-emission vehicles being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation and employment levels in the automotive value chain can be maintained in Europe and that mobility remains accessible and affordable for everyone. The automotive industry remains one of the pillars of the Union economy, contributing 7 % of Union GDP, providing 4, 6 million jobs and remaining at the cutting edge of technological innovation with EUR 60 billion invested each year in research and development. The industry needs to be supported in its environmental and digital transition, as Union manufacturers are now facing a triple bind, with tightened environmental regulations, increasing investment needs in innovation and heightened international competition. Within the global context, the EU automotive chain must continue to be a leading actor in the on-going transition towards net zero-emission mobility. The strengthened CO2 emission reduction standards must be technology neutral in reaching the fleet-wide targets that they set. Different technologies remain and need to remain available to reach the zero-emission fleet wide target. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles depending on their respective full lifecycle emissions, and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles possibly running on advanced biofuels or synthetic fuels as defined in Directive (EU) 2018/2001 of the European Parliament and of the Council1a, that is currently under review, can continue to play a role in the transition pathway. Therefore the Commission should further develop the possibility that low-emission vehicles include a digital solution to be able to detect zero emission zones and initiate the electric driving mode.
	______________
	1a Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).

Amendment  9

 

Proposal for a regulation

Recital 9 a (new)

Text proposed by the Commission	Amendment
	(9a) To ensure all solutions including renewable fuels will help decarbonise the transport sector now and beyond 2035, there is a need to move beyond the pure Tank-to-Wheel approach in measuring emissions and to consider emissions on a Well-to-Wheel or life cycle assessment basis as soon as the common methodology is agreed.

Amendment  10

 

Proposal for a regulation

Recital 10

Text proposed by the Commission	Amendment
(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost-efficient way.	(10) Against that background, new strengthened CO2emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Those targets should be set at a level that respects the principle of technological neutrality while delivering a strong signal to accelerate the uptake of zero-emission and low-emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost-efficient way. It is thus important not to limit road transport to a single technology but rather encourage innovation and complementarities between efficient alternative technologies. In that respect, the risk of supply tensions should also be assessed and addressed in order to meet the Union demand in a context of increased international pressure to extract the resources needed to manufacture batteries, with projections for battery production increasing twentyfold by 2050. Moreover, the security of the supply chain in the strategic materials, the impacts on electricity networks, in terms of decarbonisation, availability, performance and standardisation, or on the rollout of recharging infrastructures, in terms of network size correlated with autonomy, high private and public investment requirements, should be considered.

Amendment  11

Proposal for a regulation

Recital 10 a (new)

Text proposed by the Commission	Amendment
	(10a) The average age of passenger cars and light-duty vehicles has increased in the Union as a result of COVID-19 and the uncertainty generated by the transition to the technology of the future, leading to an increase in CO2 emissions and a progressive increase in the accident rate which doubles for older cars. In the most recent tests for the European New Car Assessment Programme (Euro NCAP), for passengers in cars rated with five stars, the risk of fatal injury and the risk of serious injury is 68 % and 23 % lower, respectively, than for passengers in cars rated with two stars. In that sense, to achieve the climate objectives for the year 2030 and 2050 as well as the objectives of the European Union Policy Framework for Road Safety for 2021, with its long-term strategic objective of approaching zero deaths and zero serious injuries on Union roads by 2050 (‘Vision Zero’), and its medium-term objective of reducing the number of deaths and serious injuries by 50 % by 2030, it will be necessary to replace old cars with newer and more technologically advanced cars. Their demand should be stimulated, if necessary, with renewal schemes that could be partly financed by the Union budget and encouraged by the use of high performance tyres.

 

Amendment  12

 

Proposal for a regulation

Recital 10 b (new)

Text proposed by the Commission	Amendment
	(10b) The use of high performance tyres should be further encouraged as they reduce energy consumption and emissions, including rolling noise, while maintaining vehicle safety.

Amendment  13

 

Proposal for a regulation

Recital 10 c (new)

Text proposed by the Commission	Amendment
	(10c) Clear regulatory signals should allow manufacturers to deliver their investments decisions. The absence of those signals could create a risk that the automotive industry in the Union lose competitiveness and technological leadership by not investing rapidly and lose market share in the global and home markets.

Amendment  14

 

Proposal for a regulation

Recital 10 d (new)

Text proposed by the Commission	Amendment
	(10d) Strengthening the social dialogue in the automotive sector is crucial in the process of negotiating and adopting the territorial just transition plans and national social climate plans at manufacturer, regional and sectoral levels. It is crucial to ensure the transformation of the labour force in a particular geographical area and in a way that reflects the region's possibilities.

Amendment  15

 

Proposal for a regulation

Recital 11

Text proposed by the Commission	Amendment
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale-up of the manufacturing of zero-emission vehicles and associated technologies, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities. Where appropriate, financial support should be considered at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.	(11) The targets in the revised CO2performance standards should be accompanied by a European strategy to address the challenges posed by the specificities of each Member States including the differences in purchasing power of citizens, the scale-up of the manufacturing of zero-emission vehicles and associated technologies, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities. Financial support should be considered at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility, the Social Climate Fund, with specific budgetary line ‘automotive sector support’ and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.

Amendment  16

 

Proposal for a regulation

Recital 12

Text proposed by the Commission	Amendment
(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability of zero emission vehicles should also be addressed in the pathway. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of zero-emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll-out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re-skilling of workers and reconversion of activities. The progress report will also build on the two-year progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report.	(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem in full transparency and in consultation with all stakeholders to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the sustainability and affordability of low-and zero emission vehicles should also be addressed in the pathway. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of low- and zero-emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll-out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re-skilling of workers and reconversion of activities especially in regions with a high percentage of jobs related to the automotive value chain. The progress report will also build on the two-year progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social and environmental partners in the preparation of the progress report, including the results in the social dialogue and allowing inter alia for the accounting of green steel and recycled materials, as well as the energy mix in the respective Member State of circulation. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of advanced biofuels and electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report.
__________________	__________________
26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021	26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021

Amendment  17

 

Proposal for a regulation

Recital 13

Text proposed by the Commission	Amendment
(13) Those EU fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in Directive 2014/94/EU of the European Parliament and of the Council27 .	(13) Those EU fleet-wide targets should be complemented by the necessary roll-out of recharging and refuelling infrastructure as set as part of the revision of Directive 2014/94/EU of the European Parliament and of the Council27, as well as through ambitious targets for the deployment of private charging points in buildings as set out in Directive 2010/31/EU of the European Parliament and of the Council1a. An ambitious proposal for a Regulation on Alternative Fuel Infrastructure should provide mandatory targets for the deployment of alternative fuel infrastructure throughout the 27 Member States. The Commission should ensure Member States receive financing support for a balanced and equal deployment of alternative fuel infrastructure within their territories to ensure equal access, as well as a seamless and up-to-date European transport network.
__________________	__________________
27 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).	27 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).
	1a Directive 2010/31/EU of the European Parliament and of the Council of 19 May 2010 on the energy performance of buildings (OJ L 153, 18.6.2010, p. 13).

Amendment  18

 

Proposal for a regulation

Recital 13 a (new)

Text proposed by the Commission	Amendment
	(13a) The rollout of sufficient charging and refuelling infrastructure for alternative fuels is an essential prerequisite for the development of the market for zero- and low-emission vehicles and, therefore, for the success of this Regulation. Any increase in this Regulation’s emission-reduction targets, should therefore go hand-in-hand with an increase in rollout targets set as part of the revision of Directive 2014/94/EU of the European Parliament and of the Council1a. In that connection, it is vital that investment in its deployment should be continued and increased. Moreover, it is important to underline that the issue of refuelling is intrinsically linked to the very autonomy of vehicles, that, the more the latter increases, the less frequent refuelling will be needed and that the Commission should therefore take account of technological developments, in particular with regard to the autonomy of batteries, which affect the deployment of infrastructure.
	__________________
	1a 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  19

 

Proposal for a regulation

Recital 14

Text proposed by the Commission	Amendment
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission vehicles in a cost-efficient manner, and it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps.	(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission and low-emission vehicles in a cost-efficient manner. It is therefore appropriate to maintain the approach of decreasing target levels in five-year steps. In order to ensure the effectiveness of the measures adopted in this Regulation, taking into account the evolution of the sector, the increased cost of compliance for the manufacturers and the behaviour of the public, a review of this Regulation should be carried out in 2027.

Amendment  20

Proposal for a regulation

Recital 15

Text proposed by the Commission	Amendment
(15) With the stricter EU fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/631. The ZLEV incentive mechanism should therefore be removed as of 2030. Before that date and therefore throughout this decade, the incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km, including battery electric vehicles, fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. After that date, plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meet.	(15) With the stricter EU fleet-wide targets from 2030, manufacturers will have to deploy significantly more low- and zero-emission vehicles on the Union market. The incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km.

Amendment  21

 

Proposal for a regulation

Recital 18

Text proposed by the Commission	Amendment
(18) In order to ensure a fair distribution of the reduction effort, the two limit value curves for lighter and heavier light commercial vehicles should be adjusted to reflect the strengthened CO2 reduction targets.	deleted

Amendment  22

 

Proposal for a regulation

Recital 21

Text proposed by the Commission	Amendment
(21) In view of the increased overall greenhouse gas emissions reduction objectives and to avoid potential market distorting effects, the reduction requirements for all manufacturers present in the Union market should be aligned, except for those responsible for less than 1 000 new vehicles registered in a calendar year. Consequently, the possibility for manufacturers responsible for between 1 000 and 10 000 passenger cars or between 1 000 and 22 000 light commercial vehicles newly registered in a calendar year to apply for a derogation from their specific emission targets should cease from 2030 onwards.	deleted

Amendment  23

 

Proposal for a regulation

Recital 23

Text proposed by the Commission	Amendment
(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 2026. For this review, all aspects considered in the two yearly reporting should be considered.	(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 2027. For this review, all aspects considered in the two yearly reporting should be considered.

Amendment  24

 

Proposal for a regulation

Recital 23 a (new)

Text proposed by the Commission	Amendment
	(23a) The regulations review is an important part of tracking the Union progress towards its climate ambitions while ensuring that concrete reduction targets can be met through a harmonized methodology for reporting on the life-cycle of vehicles, and taking into account industrial and social consequences of the defined targets.

Amendment  25

 

Proposal for a regulation

Recital 24

Text proposed by the Commission	Amendment
(24) The possibility to assign the revenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(5) of Regulation (EU) 2019/631, with the conclusion that this would significantly increase the administrative burden, while not directly benefit the automotive sector in its transition. Revenue from the excess emission premiums is therefore to continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) of Regulation (EU) 2019/631.	(24) The amounts of the excess emissions premium should be considered as revenue assigned to a specific budgetary line ‘automotive sector support’ of the Social Climate Fund, with the objective to ensure a just transition towards a climate-neutral economy, in particular to mitigate any negative employment impact of the transition in the automotive sector in all affected Member States, in particular in the regions and the communities most affected by the transition.

Amendment  26

 

Proposal for a regulation

Recital 25 a (new)

Text proposed by the Commission	Amendment
	(25a) While recognising the low life-cycle emissions of biomethane and its potential to provide cost-effective CO2 emission reductions, a certain number of clearly defined biomethane new passenger cars and vans would be excluded in determining the average specific emissions of CO2 for all the new cars and vans in a transition period. Although Regulation (EC) No 715/2007 of the European Parliament and of the Council1a does not cover passenger cars and light commercial vehicles with a reference mass exceeding 2610 kg, the emissions for these vehicles should be measured in accordance with the same measurement procedures as specified pursuant to Regulation (EC) No715/2007, and the correlation procedures adopted on the basis of Regulation (EC) No443/2009 of the European Parliament and of the Council1b and Regulation (EU) No 510/2011 of the European Parliament and of the Council1c. The resulting CO2 emission values should be entered in the certificate of conformity of the vehicle in order to enable their inclusion in the monitoring scheme.
	_______________
	1a Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information (OJ L 171, 29.6.2007, p. 1).
	1b 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 CO 2 emissions from light-duty vehicles (OJ L 140, 5.6.2009, p. 1).
	1c 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 CO 2 emissions from light-duty vehicles (OJ L 145, 31.5.2011, p. 1).

Amendment  27

 

Proposal for a regulation

Article 1 – paragraph 1 – point 1 – point b

Regulation (EU) 2019/631

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

Text proposed by the Commission	Amendment
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I;	(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90 % reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I;
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.	(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90 % reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.

 

Amendment  28

 

Proposal for a regulation

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

Regulation (EU) 2019/631

Article 3 – paragraph 1 – point m

Present text	Amendment
	(ba) point (m) is replaced by the following:
m) ‘zero- and low-emission vehicle’ means a passenger car or a light commercial vehicle with tailpipe emissions from zero up to 50 g CO2/km, as determined in accordance with Regulation (EU) 2017/1151;	‘(m) ‘zero- and low-emission vehicle’ means a passenger car or a light commercial vehicle with emissions from zero up to 50 g CO2/km, as determined in accordance with Regulation (EU) 2017/1151;’;

(Regulation (EU) 2019/631)

Amendment  29

 

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point b b (new)Regulation (EU) 2019/631

Article 3 – point n a new

Text proposed by the Commission	Amendment
	(bb) in paragraph 1, the following point is added:
	‘(na) ‘plug-in hybrid electric vehicle’ (PHEV): a vehicle powered by a combination of an electric motor with a rechargeable battery and an internal combustion engine, which may operate together or separately.’;

 

Amendment  30

 

Proposal for a regulation

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

Regulation (EU) 2019/631

Article 4 – paragraph 3

Present text	Amendment
	(4a) in Article 4, paragraph 3 is replaced by the following:
3.  For the purposes of determining each manufacturer's average specific emissions of CO2, the following percentages of each manufacturer's new passenger cars registered in the relevant year shall be taken into account:	‘3. For the purposes of determining each manufacturer's average specific emissions of CO2, the following percentages of each manufacturer's new passenger cars and light commercial vehicles registered in the relevant year shall be taken into account:
—  95 % in 2020,	— 95 % in 2020,
—  100 % from 2021 onwards.	— 100 % from 2021 onwards [the date referred to in Article 19]. Manufacturer of biomethane vehicles, which comprises not more than 5 % of newly registered corresponding vehicles in the relevant year, are excluded until 31 December 2029.’.

Amendment  31

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4 b (new)

Regulation (EU) 2019/631

Article 6 – paragraph 2 –point d

Present text	Amendment
	(4b) in Article 6, paragraph 2, point (d) is replaced by the following:
(d)  the category of vehicles registered as M1 or N1, for which the pool shall apply.	‘(d)  the category of vehicles registered as M1 or N1, or as both, for which the pool shall apply.’;

(Regulation (EU) 2019/631)

Amendment  32

 

Proposal for a regulation

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

Regulation (EU) 2019/631

Article 7 – paragraph 10

Present text	Amendment
	(aa) paragraph 10 is replaced by the following:
10. The Commission shall no later than 2023 evaluate the possibility of developing a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of passenger cars and light commercial vehicles that are placed on the Union market. The Commission shall transmit to the European Parliament and to the Council that evaluation, including, where appropriate, proposals for follow-up measures, such as legislative proposals.	‘10.  The Commission shall draw up, no later than 31 December 2023, a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of fuels and energy consumed by vehicles on the EU market. The Commission shall transmit to the European Parliament and to the Council that methodology, including, where appropriate, proposals for follow-up measures, such as legislative proposals.’;

Amendment  33

Proposal for a regulation

Article 1 – paragraph 1 – point 5 – point a b (new)

Regulation (EU) 2019/631

Article 7 – paragraph 10 a new

Text proposed by the Commission	Amendment
	(ab)  the following paragraph is inserted:
	‘10a.  From 1 January 2024 onwards, manufacturers may, on a voluntary basis, submit the life cycle CO2 emissions data for passenger cars and light commercial vehicles on the Union market referred to in paragraph 10 to the competent authorities referred to in paragraph 6 and to the Member States, which shall then submit them to the Commission in accordance with paragraph 2. From 1 January 2028 onwards, that data shall be incorporated into the information listed in Part A of Annexes II and III.’;

Amendment  34

 

Proposal for a regulation

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

Regulation (EU) 2019/631

Article 8 – paragraph 4

Present text	Amendment
	(5a) in Article 8, paragraph 4 is replaced by the following:
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 assigned to a specific budgetary line ‘automotive sector support’ of the Social Climate Fund, with the objective to ensure a just transition towards a climate-neutral economy, in particular to mitigate any negative employment impact of the transition in the automotive sector in all affected Member States, in particular in the regions and the communities most affected by the transition. That specific budgetary line of the Social Climate Fund shall support the investment for jobs and growth goal in all Member States. It shall lend support to the Member States for the purposes of funding measures and investments to address the economic and social consequences of the transition, in particular the expected retraining and job losses in the automotive sector, including in small and medium-sized enterprises. The resources allocated shall come from the Union budget and income from the excess emissions premium, as defined in Article 8 of this Regulation. They shall support the following activities: worker retraining, jobseeker assistance for job searches and active inclusion, and investment in converting Union’s industrial fabric.’;

 

Amendment  35

 

Proposal for a regulation

Article 1 – paragraph 1 – point 6

Regulation (EU) 2019/631

Article 10 – paragraph 2 – first sentence

Text proposed by the Commission	Amendment
(6) in Article 10(2), the first sentence is replaced by the following:	deleted
‘A derogation applied for under paragraph 1 may be granted from the specific emission targets applicable until and including calendar year 2029.’;

 

Amendment  36

 

Proposal for a regulation

Article 1 – paragraph 1 – point 6 a (new)

Regulation (EU) 2019/631

Article 11a (new)

Text proposed by the Commission	Amendment
	(6a)  the following Article 11a is inserted:
	‘Article 11a
	Use of synthetic and alternative fuels
	1. Upon application by a manufacturer, CO2 savings achieved through the use of synthetic and advanced alternative fuels (‘alternative fuels’) shall be considered in accordance with paragraphs 2 and 3 of this Article.
	2. The contribution of the CO2 savings achieved through the use of alternative fuels may be accounted for the manufacturer’s average specific CO2 emissions as referred to in paragraph 1 of this Article. CO2 savings achieved through the use of alternative fuels may be allocated to individual vehicles which are technically capable of using the credited alternative fuel in accordance with Regulation (EC) 715/2007.
	3. Each Member State shall record for each calendar year the quantities of alternative fuels placed on the market by a manufacturer, or the quantities of alternative fuels allocated to a manufacturer, and shall provide appropriate certification of these quantities and the resulting CO2 savings by correspondingly applying the certification and documentation procedure laid down in Directive (EU) 2018/2001.
	The Member States shall ensure that credits are issued only for quantities that meet the requirements of Directive (EU) 2018/2001 and where it is ensured that no simultaneous allocation takes place against the reduction targets set out in Article 25(1) of Directive (EU) 2018/2001. The credits shall indicate the issuing Member State, their period of validity, and the quantity and type of alternative fuel for which they were issued. The credits shall be tradable. With a view to minimising the risk of single quantities being claimed more than once in the Union, Member States and the Commission shall strengthen cooperation among national systems, including, where appropriate, the exchange of data. Where the competent authority of one Member State suspects or detects a fraud, it shall, where appropriate, inform the other Member States.
	4.  The amount of the savings referred to in paragraphs 1 and 2 shall be calculated in accordance with Annex I, Part C.’;

Amendment  37

Proposal for a regulation

Article 1 – paragraph 1 – point 6 b (new)

Regulation (EU) 2019/631

Article 12 – paragraph 3 – subparagraph 1 a (new)

Text proposed by the Commission	Amendment
	(6b) In Article 12, paragraph 3, the following subparagraph is inserted:
	‘In addition, the Commission shall in particular assess the use of fuel and energy consumption data referred to in paragraph 1 for Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs). Using that data, the Commission shall adopt delegated acts in accordance with Article 17 to adapt the utility factors used for OVC-HEVs, in order to ensure that their emissions are representative of real-world driving from 2025 onwards.’;

 

Amendment  38

 

Proposal for a regulation

Article 1 – paragraph 1 – point 9

Regulation (EU) 2019/631

Article 14a – paragraph 1

Text proposed by the Commission	Amendment
By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means.	By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall assess and ascertain whether this Regulation needs to be amended, on the basis of the common methodologies. The report shall in particular monitor and assess the need for possible additional measures, such as measures to support the demand for zero-emission vehicles, to accelerate the transition in a socially inclusive way, including through financial means, in particular to the regions and the communities most affected by the transition. In the reporting, the Commission shall also assess the evolution of transport poverty in each Member States, as defined under Regulation (EU) …/… [Social Climate Fund Regulation].

Amendment  39

 

Proposal for a regulation

Article 1 – paragraph 1 – point 9

Regulation (EU) 2019/631

Article 14a – paragraph 2

Text proposed by the Commission	Amendment
In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes the deployment of zero- and low-emission vehicles, progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation, the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility, impact on consumers, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;	In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes the deployment of zero- and low-emission vehicles, to be analysed not under a purely tailpipe-emissions-based measurement, but under a holistic life-cycle-analysis-based approach to emissions of vehicles, fuel and energy, taking into account also the green-house gas intensity at mineral extraction, production and end-of-life stages, as well as the threshold of grams of CO2 used for defining what constitutes a low-emission vehicle and, if necessary, the revision thereof, progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation, the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility, impact on consumers, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;

Amendment  40

 

Proposal for a regulation

Article 1 – paragraph 1 – point 10 – point a

Regulation (EU) 2019/631

Article 15 – paragraph 1 – subparagraph 1

Text proposed by the Commission	Amendment
1. The Commission shall, in 2028, review the effectiveness and impact of this Regulation, building on the two yearly reporting, and submit a report to the European Parliament and to the Council with the result of the review.	1. The Commission shall, in 2027, review the effectiveness and impact of this Regulation, based on the methodology set out in Article7(10), with a view to ensuring that emissions from the sector are in line with the Union's target of carbon neutrality, building on the two yearly reporting, and submit a report to the European Parliament and to the Council with the result of the review.

Amendment  41

Proposal for a regulation

Article 1 – paragraph 1 – point 10 – point a a (new)

Regulation (EU) 2019/631

Article 15 – paragraph 2

Text proposed by the Commission	Amendment
	(aa) paragraph 2 is replaced by the following:
2. In the report referred to in paragraph 1, the Commission shall consider, inter alia, the real-world representativeness of the CO2 emission and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007; the deployment on the Union market of zero- and low-emission vehicles, in particular with respect to light commercial vehicles; the roll-out of recharging and refuelling infrastructure reported under Directive 2014/94/EU of the European Parliament and of the Council2, including their financing; the potential contribution of the use of synthetic and advanced alternative fuels produced with renewable energy to emissions reductions; the CO2 emissions reduction actually observed at the existing fleet level; the functioning of the incentive mechanism for zero- and low-emission vehicles; the potential effects of the transitional measure set out in point 6.3 of Part A of Annex I; the impact of this Regulation on consumers, particularly on those on low and medium incomes; as well as aspects to further facilitate an economically viable and socially fair transition towards clean, competitive and affordable mobility in the Union.	‘2.  In the report referred to in paragraph 1, the Commission shall consider, inter alia, the real-world representativeness of the CO2 emission and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007; the deployment on the Union market of zero- and low-emission vehicles, in particular with respect to light commercial vehicles; the roll-out of recharging and refuelling infrastructure reported under Regulation [..../...] of the European Parliament and of the Council on the deployment of alternative fuels infrastructure1a, including their financing; the implementation of the Energy Performance of the Directive 2010/31/EU and its foreseen review; the potential contribution of the use of synthetic and advanced alternative fuels produced with renewable energy to emissions reductions; the CO2 emissions reduction actually observed at the existing fleet level; the functioning of the incentive mechanism for zero- and low-emission vehicles; the potential effects of the transitional measure set out in point 6.3 of Part A of Annex I; the impact of this Regulation on consumers, particularly on those on low and medium incomes; as well as aspects to further facilitate an economically viable and socially fair transition towards clean, competitive and affordable mobility in the Union.
The Commission shall, in that report, also identify a clear pathway for further CO2 emissions reductions for passenger cars and light commercial vehicles beyond 2030 in order to significantly contribute to achieving the long-term goal of the Paris Agreement.
____________	_________________
2 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).	1a COM (2021)0559.’;

Amendment  42

Proposal for a regulation

Article 1 – paragraph 1 – point 10 – point b

Regulation (EU) 2019/631

Article 15 – paragraphs 3 to 5

 

Text proposed by the Commission	Amendment
(b ) paragraphs 2 to 5 are deleted	(b ) paragraphs 3 to 5 are deleted

Amendment  43

 

Proposal for a regulation

Annex I – paragraph 1 – point 2 – point d

Regulation (EU) 2019/631

Annex I, part B

Text proposed by the Commission	Amendment
(d) point 6.2.2 is replaced by the following:	deleted
6.2.2. Specific emissions reference targets for 2030 to 2034
Specific emissions reference target = EU fleet-wide target2030 + α · (TM-TM0)
Where,
EU fleet-wide target2030 is as determined in accordance with point 6.1.3;
α is a2030,L where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a2030,H where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0;
where:
a2030,L is
null
a2030,H is
null
average emissions2021 is as defined in point 6.2.1
TM is as defined in point 6.2.1
TM0 is as defined in point 6.2.1

Amendment  44

 

Proposal for a regulation

Annex I – paragraph 1 – point 2 – point e

Regulation (EU) 2019/631

Annex I – part B – point e

Text proposed by the Commission	Amendment
(e) the following point 6.2.3 is added:	deleted
6.2.3. Specific emissions reference targets for 2035 onwards
Specific emissions reference target = EU fleet-wide target2035 + α · (TM-TM0)
Where,
EU fleet-wide target2035 is as determined in accordance with point 6.1.3;
α is a2035,L where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a2035,H where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0;
where:
a2035,L is
null
a2035,H is
null
average emissions2021 is as defined in point 6.2.1
TM is as defined in point 6.2.1
TM0 is as defined in point 6.2.1

Amendment  45

Proposal for a regulation

Annex I – paragraph 1 – point 3 (new)

Regulation (EU) 2019/631

Annex I – Part C (new)

Text proposed by the Commission
Amendment
In Annex 1 , the following new Part C is added:
‘PART C
Calculation of the CO2 savings achieved through the use of alternative fuels pursuant to Article 11a
The total (origin) of all CO2 savings credits (credit total) in g in year t pursuant to Article 11a shall be calculated using the formula:
credittotal,t = + bankingt-1
The total (usage) of all CO2 savings credits is also calculated using the formula:
credittotal,t = creditfleet,t + + bankingt
The CO2 reduction amount in g credited in year t to the specific average emissions in accordance with Article 11a(1) (reduction amount fleet) shall be calculated using the formula:
credittotal,t = creditfleet,t + + bankingt
The CO2 reduction amount credited in year t to an individual vehicle “j” in accordance with Article 11a(2) (reduction amount vehicle,j,t) shall be calculated using the formula:
reduction amountvehicle,j,t =
Where:
	Total of all alternative fuels placed on the market across all fuel types
	Total of all CO2 reductions credited to individual vehicles pursuant to Article 11a(2)
fuelk,t	Contributed or allocated quantity in MJ of an alternative fuel k placed on the market in year t
CO2ref	CO2 emission comparator for fossil fuels in g/MJ pursuant to Directive (EU) 2018/2001
CO2savingk	Greenhouse gas emissions saving of each alternative fuel pursuant Directive (EU) 2018/2001 in comparison to fossil fuels in %
bankingt	Alternative fuels credits not used and transferred by a manufacturer in year t
creditfleet,t	Total emission reduction credits in g CO2 credited in year t pursuant to Article 11a(1)
creditvehicle,j,t	Emission reductions in g CO2 credited to vehicle j in year t pursuant to Article 11a(2)
mileage	Average expected lifetime distance driven in km of a manufacturer’s newly registered vehicle. According to historical values 180,000 km can be used. This is in line with the report for the Commission by Ricardo-AEA (Ref: Ares (2014)2298698) the average diesel car lifetime mileage is approximately 208,000 km while petrol lifetime mileages fluctuate between 160,000 and 170,000 km. Diesel cars accounted for approximately 35 % of new passenger cars in 2018.
vehiclest	Number of vehicles registered by a manufacturer in year t’.

 

 

 

PROCEDURE – COMMITTEE ASKED FOR OPINION

Title	Amending Regulation (EU) 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition
References	COM(2021)0556 – C9-0322/2021 – 2021/0197(COD)
Committee responsible  Date announced in plenary	ENVI 13.9.2021
Opinion by  Date announced in plenary	TRAN 13.9.2021
Rapporteur for the opinion  Date appointed	Karima Delli 28.4.2022
Previous rapporteur for the opinion	Petar Vitanov
Discussed in committee	25.1.2022
Date adopted	28.4.2022
Result of final vote	+: –: 0:	27 14 7
Members present for the final vote	Magdalena Adamowicz, Andris Ameriks, José Ramón Bauzá Díaz, Erik Bergkvist, Izaskun Bilbao Barandica, Paolo Borchia, Karolin Braunsberger-Reinhold, Marco Campomenosi, Massimo Casanova, Karima Delli, Anna Deparnay-Grunenberg, Ismail Ertug, Gheorghe Falcă, Giuseppe Ferrandino, Carlo Fidanza, Mario Furore, Søren Gade, Isabel García Muñoz, Jens Gieseke, Elsi Katainen, Elena Kountoura, Julie Lechanteux, Bogusław Liberadzki, Peter Lundgren, Benoît Lutgen, Elżbieta Katarzyna Łukacijewska, Marian-Jean Marinescu, Tilly Metz, Cláudia Monteiro de Aguiar, Caroline Nagtegaal, Jan-Christoph Oetjen, Philippe Olivier, Rovana Plumb, Tomasz Piotr Poręba, Dominique Riquet, Massimiliano Salini, Vera Tax, Barbara Thaler, István Ujhelyi, Henna Virkkunen, Petar Vitanov, Elissavet Vozemberg-Vrionidi, Lucia Vuolo, Roberts Zīle, Kosma Złotowski
Substitutes present for the final vote	Leila Chaibi, Clare Daly, Pär Holmgren

 

 

FINAL VOTE BY ROLL CALL IN COMMITTEE ASKED FOR OPINION

27	+
ECR	Carlo Fidanza, Tomasz Piotr Poręba, Roberts Zīle, Kosma Złotowski
ID	Paolo Borchia, Marco Campomenosi, Massimo Casanova
PPE	Magdalena Adamowicz, Karolin Braunsberger-Reinhold, Gheorghe Falcă, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Benoît Lutgen, Marian-Jean Marinescu, Cláudia Monteiro de Aguiar, Massimiliano Salini, Barbara Thaler, Henna Virkkunen, Elissavet Vozemberg-Vrionidi, Lucia Vuolo
Renew	José Ramón Bauzá Díaz, Izaskun Bilbao Barandica, Søren Gade, Elsi Katainen,  Jan-Christoph Oetjen, Dominique Riquet
S&D	István Ujhelyi

 

14	-
S&D	Andris Ameriks, Erik Bergkvist, Giuseppe Ferrandino, Bogusław Liberadzki, Rovana Plumb, Vera Tax, Petar Vitanov
The Left	Leila Chaibi, Clare Daly, Elena Kountoura
Verts/ALE	Karima Delli, Anna Deparnay-Grunenberg, Pär Holmgren, Tilly Metz

 

7	0
ECR	Peter Lundgren
ID	Julie Lechanteux, Philippe Olivier
NI	Mario Furore
Renew	Caroline Nagtegaal
S&D	Ismail Ertug, Isabel García Muñoz

 

Key to symbols:

+ : in favour

- : against

0 : abstention

 

 

 

 

 

 

 

PROCEDURE – COMMITTEE RESPONSIBLE

Title	Amending Regulation (EU) 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition
References	COM(2021)0556 – C9-0322/2021 – 2021/0197(COD)
Date submitted to Parliament	14.7.2021
Committee responsible  Date announced in plenary	ENVI 13.9.2021
Committees asked for opinions  Date announced in plenary	BUDG 13.9.2021	ITRE 13.9.2021	TRAN 13.9.2021
Not delivering opinions  Date of decision	BUDG 31.8.2021
Rapporteurs  Date appointed	Jan Huitema 17.9.2021
Discussed in committee	27.9.2021	13.1.2022
Date adopted	11.5.2022
Result of final vote	+: –: 0:	46 40 2
Members present for the final vote	Mathilde Androuët, Nikos Androulakis, Bartosz Arłukowicz, Simona Baldassarre, Marek Paweł Balt, Traian Băsescu, Aurélia Beigneux, Monika Beňová, Hildegard Bentele, Sergio Berlato, Alexander Bernhuber, Malin Björk, Simona Bonafè, Delara Burkhardt, Pascal Canfin, Sara Cerdas, Mohammed Chahim, Tudor Ciuhodaru, Nathalie Colin-Oesterlé, Christian Doleschal, Marco Dreosto, Bas Eickhout, Cyrus Engerer, Eleonora Evi, Agnès Evren, Pietro Fiocchi, Raffaele Fitto, Malte Gallée, Andreas Glück, Catherine Griset, Jytte Guteland, Teuvo Hakkarainen, Anja Hazekamp, Martin Hojsík, Pär Holmgren, Jan Huitema, Yannick Jadot, Adam Jarubas, Petros Kokkalis, Athanasios Konstantinou, Ewa Kopacz, Joanna Kopcińska, Peter Liese, Sylvia Limmer, Javi López, César Luena, Marian-Jean Marinescu, Fulvio Martusciello, Joëlle Mélin, Tilly Metz, Silvia Modig, Dolors Montserrat, Alessandra Moretti, Ville Niinistö, Ljudmila Novak, Grace O’Sullivan, Jutta Paulus, Stanislav Polčák, Jessica Polfjärd, Nicola Procaccini, Luisa Regimenti, Frédérique Ries, Sándor Rónai, Rob Rooken, Silvia Sardone, Christine Schneider, Günther Sidl, Ivan Vilibor Sinčić, Linea Søgaard-Lidell, Maria Spyraki, Nicolae Ştefănuță, Nils Torvalds, Edina Tóth, Véronique Trillet-Lenoir, Petar Vitanov, Alexandr Vondra, Mick Wallace, Pernille Weiss, Emma Wiesner, Michal Wiezik, Tiemo Wölken, Anna Zalewska
Substitutes present for the final vote	Milan Brglez, Deirdre Clune, Anna Deparnay-Grunenberg, Jens Gieseke, Kateřina Konečná, Susana Solís Pérez
Date tabled	18.5.2022

 

FINAL VOTE BY ROLL CALL IN COMMITTEE RESPONSIBLE

46	+
NI	Athanasios Konstantinou
Renew	Pascal Canfin, Martin Hojsík, Jan Huitema, Frédérique Ries, Susana Solís Pérez, Nicolae Ştefănuță, Linea Søgaard‑Lidell, Nils Torvalds, Véronique Trillet‑Lenoir, Emma Wiesner, Michal Wiezik
S&D	Nikos Androulakis, Marek Paweł Balt, Monika Beňová, Simona Bonafè, Milan Brglez, Delara Burkhardt, Sara Cerdas, Mohammed Chahim, Tudor Ciuhodaru, Cyrus Engerer, Jytte Guteland, Javi López, César Luena, Alessandra Moretti, Sándor Rónai, Günther Sidl, Petar Vitanov, Tiemo Wölken
The Left	Malin Björk, Anja Hazekamp, Petros Kokkalis, Kateřina Konečná, Silvia Modig, Mick Wallace
Verts/ALE	Anna Deparnay‑Grunenberg, Bas Eickhout, Eleonora Evi, Malte Gallée, Pär Holmgren, Yannick Jadot, Tilly Metz, Ville Niinistö, Grace O'Sullivan, Jutta Paulus

 

40	-
ECR	Sergio Berlato, Pietro Fiocchi, Raffaele Fitto, Joanna Kopcińska, Nicola Procaccini, Rob Rooken, Alexandr Vondra, Anna Zalewska
ID	Mathilde Androuët, Simona Baldassarre, Aurélia Beigneux, Marco Dreosto, Catherine Griset, Teuvo Hakkarainen, Sylvia Limmer, Joëlle Mélin, Silvia Sardone
NI	Edina Tóth
PPE	Bartosz Arłukowicz, Traian Băsescu, Hildegard Bentele, Alexander Bernhuber, Nathalie Colin‑Oesterlé, Christian Doleschal, Agnès Evren, Jens Gieseke, Adam Jarubas, Ewa Kopacz, Peter Liese, Marian‑Jean Marinescu, Fulvio Martusciello, Dolors Montserrat, Ljudmila Novak, Stanislav Polčák, Jessica Polfjärd, Luisa Regimenti, Christine Schneider, Maria Spyraki, Pernille Weiss
Renew	Andreas Glück

 

2	0
NI	Ivan Vilibor Sinčić
PPE	Deirdre Clune

 

Key to symbols:

+ : in favour

- : against

0 : abstention