REPORT on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956

28.10.2023 - (COM(2023)0088) – C9‑0025/2023 – 2023/0042(COD)) - ***I

Committee on the Environment, Public Health and Food Safety
Rapporteur: Bas Eickhout

DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION

on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956

(COM(2023)0088) – C9-0025/2023 – 2023/0042(COD))

(Ordinary legislative procedure: first reading)

The European Parliament,

– having regard to the Commission proposal to Parliament and the Council (COM(2023)0088),

– 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 (C9‑0025/2023),

– 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 Italian Chamber of Deputies and the Italian Senate, 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 12 July 2023[1],

– after consulting the Committee of the Regions,

– having regard to Rules 59 and 40 of its Rules of Procedure,

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

– having regard to the report of the Committee on the Environment, Public Health and Food Safety (A9-0313/2023),

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

2. Approves the joint statement by Parliament and the Council annexed to this resolution;

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

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

Amendment  2

 

Proposal for a regulation

Recital 2

Text proposed by the Commission	Amendment
(2) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the Union by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society with a modern, resource-efficient and competitive economy, where economic growth 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.	(2) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the Union by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society with a modern, resource-efficient and competitive economy, where economic growth 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 and vulnerable groups, such as low-income households and persons, older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.

Amendment  3

 

Proposal for a regulation

Recital 3

Text proposed by the Commission	Amendment
(3) The Union committed to reducing the Union’s economy-wide net greenhouse gas emissions by at least 55 % by 2030 below 1990 levels in the updated nationally determined contribution submitted to the UNFCCC Secretariat on 17 December 2020.	(3) The Union committed to reducing the Union’s economy-wide net greenhouse gas emissions by at least 55 % by 2030 below 1990 levels in the updated nationally determined contribution submitted to the UNFCCC Secretariat on 17 December 2020. The Council stated in its conclusions of 24 October 20221a that it stands ready, as soon as possible after the conclusions of the negotiations on the essential elements of the ‘Fit for 55’ package, to update, as appropriate, the nationally determined contribution of the Union and its Member States, in line with paragraph 29 of the Glasgow Climate Pact.
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	1a Council conclusions on the Preparations for the 27th Conference of the Parties (COP27) of the United Nations Framework Convention on Climate Change (UNFCCC), 24 October 2022.

Amendment  4

 

Proposal for a regulation

Recital 4

Text proposed by the Commission	Amendment
(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council11 , the Union has enshrined the target of economy-wide climate neutrality by 2050 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.	(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council11 , the Union has enshrined the target of economy-wide climate neutrality within the Union at the latest by 2050 and the aim of achieving negative emissions thereafter in legislation. That Regulation also establishes a binding Union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55 % below 1990 levels by 2030. That Regulation also provides that the Commission is to propose a Union intermediate climate target for 2040, as appropriate, at the latest within six months of the first global stocktake carried out under the Paris Agreement, and publish at the same time the projected indicative Union greenhouse gas budget for the 2030-2050 period, defined as the indicative total volume of net greenhouse gas emissions that are expected to be emitted in that period without putting at risk the Union’s commitments under the Paris Agreement, as well as the methodology underlying that indicative budget. On 15 June 2023, the European Scientific Advisory Board published its scientific advice for the determination of an EU-wide 2040 climate target and a greenhouse gas budget for 2030-2050.11a
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11 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1).	11 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1).
	11a European Scientific Advisory Board on Climate Change (2023). Scientific advice for the determination of an EU-wide 2040 climate target and a greenhouse gas budget for 2030-2050.

Amendment  5

 

Proposal for a regulation

Recital 5

Text proposed by the Commission	Amendment
(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector.	(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector. Heavy-duty vehicles are currently responsible for more than a quarter of greenhouse gas emissions from road transport in the Union and for over 6% of Union's total greenhouse gas emissions, more than those from aviation or maritime transport. The EU’s Sustainable and Smart Mobility Strategy aims for a 90% reduction in the transport sector’s emissions by 2050, including hard-to-abate sectors like aviation and maritime transport. This requires additional reduction targets for sectors fit for decarbonisation, such as road transport before 2050. That transition should take into account the industrial and social challenges of that process to ensure employment and accessible mobility for all.

Amendment  6

 

Proposal for a regulation

Recital 8

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

Amendment  7

 

Proposal for a regulation

Recital 8 a (new)

Text proposed by the Commission	Amendment
	(8a) Strengthening CO2 emission reduction requirements for heavy-duty vehicles and rolling-out the necessary recharging and refuelling infrastructure will play a key role in reducing the emissions of the entire heavy-duty vehicles fleet to achieve economy-wide climate-neutrality at the very latest by 2050 as set out in Regulation (EU) 2021/1119, alongside other initiatives that will be needed to accelerate a modal shift from road to rail and increasing rail freight.

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

Amendment  9

 

Proposal for a regulation

Recital 9 a (new)

Text proposed by the Commission	Amendment
	(9a) Battery electric, fuel-cell and other hydrogen-powered vehicles have a strong potential to decarbonise certain segments of the heavy duty transport sector and their development should be encouraged, while taking into account the fact that no technology exists without an environmental impact.

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 new heavy-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission 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 new heavy-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market, stimulate innovation in zero-emission technologies in a cost-efficient way, give the necessary signal to accelerate the deployment of charging and refuelling infrastructure across the Union, ensure the long-term competitiveness of the Union industry on a global market, and contribute to reduce the running costs for transport companies, while ensuring the Union fulfils its climate and air pollution objectives.

Amendment  11

Proposal for a regulation

Recital 10 a (new)

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

Amendment  12

 

Proposal for a regulation

Recital 11 – paragraph 1

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

Amendment  13

 

Proposal for a regulation

Recital 11 a (new)

Text proposed by the Commission	Amendment
	(11a) A rapid roll out of charging and fuelling infrastructure requires availability of qualified installers. Investments in re- and upskilling will be a corner stone in fulfilling the targets of this regulation and will ensure a just transition in the truck manufacturing sector.

Amendment  14

 

Proposal for a regulation

Recital 12

Text proposed by the Commission	Amendment
(12) The Union fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16 .	(12) Commercial vehicles are essential tools for the movement of goods and people. Factors such as the cost of zero-emission vehicles, the availability of charging infrastructure, the need to preserve and fasten innovation, and the impact of carbon pricing measures are critical to achieving more ambitious CO2 reduction goals. Regulation (EU) .../... of the European Parliament and of the Council on the deployment of alternative fuels infrastructure (AFIR) sets a minimum coverage of publicly accessible recharging and refuelling points dedicated to heavy-duty vehicles. Several Member States have already announced they will go beyond those minimum requirements, and several European truck manufacturers have created joint ventures to install and operate public charging networks across Europe. Strengthened CO2 standards should incentivise additional investments from operators of recharging and refuelling infrastructure. Member States should be provided with sufficient support in that context, in particular from EU funding instruments, and be encouraged to include in their revised national policy frameworks measures to support the deployment of recharging and refuelling infrastructure in depots, logistic centres and warehouses. The deployment of recharging and refuelling infrastructure is equally important in private locations, such as in private depots and at logistic centres. Additional measures should also be taken to reduce the duration of permit granting process for recharging infrastructure. All those initiatives will contribute to the necessary roll-out of recharging and refuelling infrastructure across the Union16.
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16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.	16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.

Amendment  15

 

Proposal for a regulation

Recital 12 a (new)

Text proposed by the Commission	Amendment
	(12a) Within 6 months of the date of entry into force of this Regulation, the Commission should convene a Zero-Emission HDVs Forum, gathering public charging stations operators, electricity transmission system operators, long-haul transporters, urban logistic operators, public transport operators, civil society, think tanks, Member States and manufacturers, in order to work together on the effective and cost-efficient roll-out of recharging and refuelling infrastructure in view of the increased CO2 emissions reduction targets for HDVs. The work of that Forum should in particular feed into the preparation of the first review referred to in Article 22(2) of Regulation (EU) .../... of the European Parliament and of the Council on the deployment of alternative fuels infrastructure (AFIR) in order to ensure that the targets set out in that Regulation are aligned with the ambition of this Regulation.

Amendment  16

 

Proposal for a regulation

Recital 14 a (new)

Text proposed by the Commission	Amendment
	(14a) Access to training and reskilling in numerous sectors, including the heavy-duty vehicles sector that needs to undergo fundamental changes, is crucial for a socially just transition. The heavy-duty vehicles industry needs to make sure employees have access to reskilling opportunities, and are encouraged to take these, at no cost of their own. To ensure a fair and effective transition, mapping and analysing the predicted changes to the job market of the heavy duty vehicles industry is crucial.

Amendment  17

 

Proposal for a regulation

Recital 15

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

Amendment  18

 

Proposal for a regulation

Recital 15 a (new)

Text proposed by the Commission	Amendment
	(15a) In order to assess the full life-cycle CO2 emissions of heavy-duty vehicles at Union level, the Commission should evaluate the possibility of developing a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles placed on the Union market.

Amendment  19

 

Proposal for a regulation

Recital 16

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

Amendment  20

 

Proposal for a regulation

Recital 17

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

Amendment  21

 

Proposal for a regulation

Recital 21 – paragraph 4

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

Amendment  22

 

Proposal for a regulation

Recital 21 – paragraph 5

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

Amendment  23

 

Proposal for a regulation

Recital 25 a (new)

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

Amendment  24

 

Proposal for a regulation

Recital 25 b (new)

Text proposed by the Commission	Amendment
	(25b) Due to the technical readiness of the vehicle segment and the need to improve air quality in cities, small lorries with a maximum mass lower than 5 tonnes should also have to meet the CO2 targets set by this Regulation. AsCO2 emissions for those vehicle sub-groups, cannot be determined yet for technical reasons under Regulation (EU) 2017/2400, their CO2 emissions as determined under type-approval under Regulation (EU) 715/2007 should be used for the purpose of calculating average specific CO2 emissions of manufacturers. While those vehicles sub-groups do not fall under the monitoring and reporting obligations of vehicle manufacturers, their new registrations are reported by Member States. For the purpose of determining the vehicle mileage and payload factor of those vehicles, they should be attributed to the sub-groups as laid down in Annex I. 1.4 to this Regulation.

Amendment  25

 

Proposal for a regulation

Recital 25 c (new)

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

Amendment  26

 

Proposal for a regulation

Recital 26

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

Amendment  27

 

Proposal for a regulation

Recital 27

Text proposed by the Commission	Amendment
(27) A mandatory minimum share of zero-emission urban buses should reflect the societal need for affordable public transport, including in rural areas. The increased supply of zero-emission urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of zero-emission urban buses, reflecting fossil fuel savings resulting from their operation. Joint procurement of urban buses building on the Clean Bus Platform can bring the purchasing cost of such buses further down, and the proposed Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. Finally, regional and long-distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicles. Support from the Social Climate Fund could address specific needs of rural areas and prevent transport poverty21 by securing access to affordable public transport.	(27) The increased supply of zero-emission urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of zero-emission urban buses, reflecting fossil fuel savings resulting from their operation. Joint procurement of urban buses building on the Clean Bus Platform can bring the purchasing cost of such buses further down, and the proposed Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. Finally, regional and long-distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicles. Support from the Social Climate Fund could address specific needs of rural areas and prevent transport poverty21 by securing access to affordable public transport. The Commission should also consider amending the Clean Vehicles Directive21a so that it is aligned with the ambition of this Regulation.
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21 In line with the definition in the Social Climate Fund regulation, article 2(2a)	21 In line with the definition in the Social Climate Fund regulation, article 2(2a)
	21a Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles (OJ L 188, 12.7.2019, p.116).

Amendment  28

 

Proposal for a regulation

Recital 27 a (new)

Text proposed by the Commission	Amendment
	(27a) Urban areas, in which significant investments have already been allocated or spent on the conversion of infrastructure to allow for the use of biomethane in urban buses over a long period of time, may be able to apply for a temporary derogation from the target for urban buses to the Commission. Such exemptions should cease by 2035.

Amendment  29

 

Proposal for a regulation

Recital 27 b (new)

Text proposed by the Commission	Amendment
	(27b) Low-entry buses  registered only in class II are designed for interurban operations and can be clearly identified. Taking into account their interurban mission profiles, they should not be subject to the zero-emission mandate for urban buses. Instead, class II low entry vehicles should be treated as high floor interurban vehicles and coaches.

Amendment  30

 

Proposal for a regulation

Recital 28

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

Amendment  31

 

Proposal for a regulation

Recital 30

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

Amendment  32

 

Proposal for a regulation

Recital 32

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

Amendment  33

 

Proposal for a regulation

Recital 38 a (new)

Text proposed by the Commission	Amendment
	(38a) The market adoption of zero-emission heavy-duty vehicles depends on a number of factors, including progress made on the deployment of charging and refuelling infrastructures, aspects to further facilitate an economically viable and socially fair transition towards zero-emission road mobility, and other regulatory measures to incentivise the update of those vehicles. Those elements should be carefully assessed as part of the review. In order to promote the uptake of more efficient vehicles, the Commission should also investigate as part of the review the impacts of setting minimum energy efficiency thresholds for new zero-emission heavy-duty vehicles placed on the Union market.

Amendment  34

 

Proposal for a regulation

Article 1 – paragraph 1 – point 1

Regulation (EU) 2019/1242

Article 1 – paragraph 1

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

Amendment  35

 

Proposal for a regulation

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

Regulation (EU) 2019/1242

Article 3 – paragraph 1 – point 8

Present text	Amendment
	(ca) point (8) is replaced by the following:
(8) ‘vehicle sub-group’ means a grouping of vehicles as defined in point 1 of Annex I, that are characterised by a common and distinctive set of technical criteria relevant for determining the CO2 emissions and fuel consumption of those vehicles;	"'(8) 'vehicle sub-group' means a grouping of vehicles as defined in point 1 of Annex I, that are characterised by a common and distinctive set of technical criteria relevant for determining the CO2 emissions and fuel consumption of those vehicles, taking into account the attribution of small and medium lorries with a maximum mass lower than 7, 4 tonnes as laid down in Table 1.1.1a of Annex I;'"

(32019R1242)

Amendment  36

 

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point e

Regulation (EU) 2019/1242

Article 3 – paragraph 1 – point 10

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

Amendment  37

 

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point g

Regulation EU 2019/1242

Article 3 – paragraph 1 – point 11 – point a

Text proposed by the Commission	Amendment
(a) a heavy-duty motor vehicle with not more than 5 g/(t∙km) or 5 g/(p∙km) of CO2 emissions as determined in accordance with Article 9 of Regulation (EU) 2017/2400;	(a) until 31 December 2034, a heavy-duty motor vehicle without an internal combustion engine, or with an internal combustion engine that emits less than 3gCO2/(t.km) or 1gCO2/(p.km) as determined in accordance with Article 9 of Regulation (EU) 2017/2400; as of 1 January 2035, a heavy-duty motor vehicle without an internal combustion engine, or with an internal combustion engine that emits less than 1gCO2/(t.km) or 1gCO2/(p.km) as determined in accordance with Article 9 of Regulation (EU) 2017/400;

Amendment  38

 

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point g

Regulation EU 2019/1242

Article 3 – paragraph 1 – point 11 – point b

Text proposed by the Commission	Amendment
(b) a heavy-duty motor vehicle fulfilling the conditions of point 1.1.4 of Annex I to this Regulation if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;	(b) until 31 December 2034, a heavy-duty motor vehicle without a combustion engine or with a combustion engine emitting not more than 3gCO2/kWh or 3gCO2/km as determined in accordance with Regulation (EC) No 595/2009 or 715/2007 of the European Parliament and of the Council, respectively, if no CO2 emissions have been determined according to Regulation (EU) 2017/2400; as of 1 January 2035, a heavy-duty motor vehicle without a combustion engine or with a combustion engine emitting not more than 1gCO2/kWh or 1gCO2/km as determined in accordance with Regulation (EC) No 595/2009 or 715/2007 of the European Parliament and of the Council, respectively, if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;

Amendment  39

 

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242

Article 3 – paragraph 1 – point 11 – point b a (new)

Text proposed by the Commission	Amendment
	(ba) until 31 December 2029, a heavy-duty motor vehicle of category N2 with a maximum mass lower than 7, 4 tonnes without an internal combustion engine, or with an internal combustion engine that emits less than 3 gCO2/(t.km) as determined in accordance with Regulation (EU) 2018/858 if no CO2 emissions have been determined according to Regulation (EU) 2017/2400; as of 1 January 2030, a heavy-duty motor vehicle of category N2 with a maximum mass lower than 7, 4 tonnes without an internal combustion engine, or with an internal combustion engine that emits less than 1 gCO2/(t.km) as determined in accordance with Regulation (EU) 2018/858 if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;

Amendment  40

 

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242

Article 3 – paragraph 1 – point 23 a (new)

Text proposed by the Commission	Amendment
	(23a) ‘Extra Heavy Combination lorry’ or ‘EHC lorry’ means a category N3 vehicle suitable for usage in a vehicle combination and meeting all the following -design and construction criteria:
	(a) equipped with a coupling device;
	(b) having three axles or more;
	(c) with an engine rated power of at least 400 kW;
	(d) designed with a technically permissible maximum mass of the combination of more than 60 tonnes;

Amendment  41

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3a – paragraph 1 – introductory part

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

Amendment  42

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3a – paragraph 1 – point c

Text proposed by the Commission	Amendment
(c) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by 65 %,	(c) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by 70 %,

Amendment  43

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3a – paragraph 2

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

Amendment  44

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3 a– paragraph 3 a (new)

Text proposed by the Commission	Amendment
	Article 3a
	3 a. Heavy-duty vehicles that are not attributed to one of the sub-groups in point 1.1 of Annex I shall be taken into account for assessing the compliance of manufacturers with the provisions of the reduction targets set out in paragraph 1, in accordance with point 1.1.1a of Annex I.

Amendment  45

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3a a (new)

Text proposed by the Commission	Amendment
	Article 3aa
	Additional measures to support the transition to zero-emission vehicles in the Union market
	By ... [6 months from 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 zero-emission vehicles as defined under this Regulation, in order to allow for series approval. The Commission shall also assess the introduction of a rule for calculating the CO2 equivalents of combustion engine vehicles converted to zero emission vehicles in the context of the application of this Regulation.

Amendment  46

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3a b (new)

Text proposed by the Commission	Amendment
	Article 3ab
	Additional measures to support the demand for zero-emission heavy-duty vehicles in the Union market
	By 30 June 2024, the Commission shall present a legislative proposal to the European Parliament and to the Council to increase the share of zero-emission heavy-duty motor vehicles owner or leased by large fleet operators. The proposal shall include binding zero-emission mandates on large fleet operators, while taking into account regional disparities and the level of deployment of charging and refuelling infrastructure.

Amendment  47

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3b – paragraph 2 – subparagraph 1

Text proposed by the Commission	Amendment
Member States may decide to exclude from the obligation under this Article a limited share of the urban buses registered in each reporting period, confirming that the purpose of the vehicle cannot be equally served by a zero-emission vehicle and it is thus in the public interest to register a non-zero emission vehicle to fulfil that purpose, due to socio-economic cost-benefit in view of specific territorial morphology or meteorological circumstances.	Member States may submit to the Commission a request to exclude from the obligation under this Article a limited share of the vehicles referred to in point 4.2 of Annex I registered in each reporting period, where this is justified by substantial investments in biomethane refuelling infrastructure by local authorities that were made or decided before the date of entry into force of this Regulation with a view to meeting the Member State’s target under Directive (EU) 2019/1161. To qualify for such an exemption, vehicles shall be fuelled by biomethane produced from a virtuous waste treatment process, such as treatment of manure, urban waste and urban wastewater, which shall be guaranteed by certificates of origin. The Commission shall grant that exemption where it concludes that the conditions laid down in this paragraph and in the delegated act referred to in the second subparagraph are fulfilled. Such exemptions  shall cease by 1 January 2035.

Amendment  48

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3b – paragraph 2 – subparagraph 2

Text proposed by the Commission	Amendment
The Commission is empowered to adopt delegated acts in accordance with Article 17 to define the maximum share of vehicles that a Member State can exclude, and the socio-economic cost-benefit in view of territorial morphology and meteorological circumstance justifying the exclusion referred to in the previous paragraph.	The Commission is empowered to adopt delegated acts in accordance with Article 17 to define the maximum share of vehicles that a Member State can exclude, and the type of information a Member State shall submit to be granted the exclusion referred to in the previous paragraph.

Amendment  49

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3c – title

Text proposed by the Commission	Amendment
Public procurement procedures	Ensuring sustainable and resilient supply chains for urban buses through public procurement procedures

Amendment  50

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3c – paragraph 1

Text proposed by the Commission	Amendment
1. Contracting authorities or contracting entities shall base the award of public contracts for the purchase or the use of vehicles referred to in Article 3b on the most economically advantageous tender which shall include the best price-quality ratio and the security of supply contribution of the tender, in compliance with relevant international law.	1. Contracting authorities or contracting entities shall, when contracting for the purchase, lease, rent or hire-purchase of vehicles referred to in Article 3b or of the related charging infrastructure, take account of the energy and environmental impacts of those vehicles over their lifetime, as well as of the security of supply related to those vehicles and their spare parts. They shall do so by including criteria for the sustainability and the security of supply contribution of the tender, in compliance with relevant international law.

Amendment  51

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3c – paragraph 2 – point c

Text proposed by the Commission	Amendment
(c) the availability of essential spare parts for the functioning of the equipment subject to the tender;	(c) the current and estimated future availability of essential spare parts for the functioning of the equipment subject to the tender;

Amendment  52

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3c – paragraph 2 a (new)

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

Amendment  53

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3c – paragraph 3

Text proposed by the Commission	Amendment
3. In accordance with Article 3b, the tender’s contribution to security of supply shall be given a weighting of between 15 to 40% of the award criteria. ;	3. In accordance with Article 3b, the tender’s contribution to sustainability shall be given a weighting of between 15 to 35% of the award criteria, and the tender's contribution to security of supply shall also be given a weighting of between 15 to 40% of the award criteria. This is without prejudice of the application of Article 41(3) of Directive 2014/23/EU, Article 67(5) of Directive 2014/24/EU or Article 82(5) of Directive 2014/25/EU with a view to giving a higher weighting to those criteria.

Amendment  54

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3c – paragraph 3 a (new)

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

Amendment  55

 

Proposal for a regulation

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

Regulation (EU) 2019/1242

Article 3 d (new)

Text proposed by the Commission	Amendment
	(4a) the following Article is inserted:
	‘Article 3d
	Zero-Emission HDVs Forum
	By ... [6 months after the date of entry into force of this Regulation] and each year thereafter, the Commission shall convene a ‘Zero-Emission HDVs Forum’, which shall be composed of representatives from public charging stations operators, electricity transmission system operators, long-haul transporters, urban logistic operators, public transport operators, civil society organisations and independent think tanks, Member States and manufacturers, in order to work together on the effective and cost-efficient roll-out of recharging and refuelling infrastructure in view of the increased CO2 emissions reduction target set out in this Regulation.'

Amendment  56

 

Proposal for a regulation

Article 1 – paragraph 1 – point 6 – point a

Regulation (EU) 2019/1242

Article 5 – paragraph 1 – subparagraph 2

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

Amendment  57

 

Proposal for a regulation

Article 1 – paragraph 1 – point 6 – point b

Regulation (EU) 2019/1242

Article 5 – paragraph 3

Text proposed by the Commission	Amendment
3. For the reporting periods from 2025 to 2029 the zero- and low-emission factor shall be determined on the basis of a 2 % benchmark in accordance with point 2.3.2 of Annex I.;	3. For the reporting periods from 2025 to 2029 the zero- and low-emission factor shall only take into account the number and the CO2 emissions of all zero-emission heavy-duty vehicles of category N in the manufacturer's fleet, and shall be determined on the basis of a 8 % benchmark in accordance with point 2.3.2 of Annex I;

Amendment  58

 

Proposal for a regulation

Article 1 – paragraph 1 – point 8

Regulation (EU) 2019/1242

Article 6a – paragraph 1 – subparagraph 1 – point c

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

Amendment  59

 

Proposal for a regulation

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

Regulation (EU) 2019/1242

Article 7 – paragraph 1 – subparagraph 2

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

(32019R1242)

Amendment  60

 

Proposal for a regulation

Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242

Article 7 – paragraph 1 – subparagraph 4

Text proposed by the Commission	Amendment
Emission credits and emission debts acquired in the reporting periods of the years 2025 to 2039 shall, where applicable, be carried over from one reporting period to the next reporting period. However, any remaining emission debts shall be cleared in the reporting periods of the year 2029, 2034 and 2039.;	Emission debts acquired in the reporting periods of the years 2025 to 2039 shall, where applicable, be carried over from one reporting period to the next reporting period. However, any remaining emission debts shall be cleared in the reporting periods of the year 2029, 2034 and 2039.;

Amendment  61

Proposal for a regulation

Article 1 – paragraph 1 – point 16

Regulation (EU) 2019/1242

Article 13c – paragraph 1 – subparagraph 2

Text proposed by the Commission	Amendment
The register shall be publicly available with the exception of data entries listed in point 3.2.2 of Annex V.	The register shall be publicly available with the exception of data entries listed in point 3.2. of Annex V.

Justification

Editorial correction

Amendment  62

 

Proposal for a regulation

Article 1 – paragraph 1 – point 17

Regulation (EU) 2019/1242

Article 14 – paragraph 1 – point a

Text proposed by the Commission	Amendment
(a) the criteria defining vehicle sub-groups set out in point 1.1;	(a) the criteria defining vehicle sub-groups set out in point 1.1, including adding separate subgroups for EHC lorries;

Amendment  63

 

Proposal for a regulation

Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242

Article 15 – paragraph 1

Text proposed by the Commission	Amendment
The Commission shall, in 2028, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.	1.  The Commission shall, not later than 31 December 2027, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. In that report, the Commission shall in particular assess:
	(i) the number of registrations of zero-emission heavy-duty vehicles in Member States;
	(ii) the progress made in deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States;
	(iii) strictly for the purpose of this Regulation, considerations of heavy-duty vehicles and vehicle combinations taking into account weights and dimensions applicable to national transport, for example modular and intermodal concepts, while also assessing possible transport safety and efficiency aspects, intermodal, environmental, infrastructural and rebound effects as well as the geographical situation of Member States;
	(iv) impacts on employment, especially on micro, small and medium-sized enterprises (SMEs), the effectiveness of measures to support retraining and upskilling of the workforce, and the importance of an economically viable and socially fair transition towards zero-emission road mobility;
	(v) whether the continuation of the exemption for manufacturers producing few vehicles set out in Article 6b of this Regulation is still justified with a view to achieving a balance between Union-wide greenhouse gas emissions and removals across all sectors within the Union at the latest by 2050 as set out in Regulation (EU) 2021/1119;
	(vi) the impacts of establishing minimum energy efficiency thresholds for new zero-emission heavy-duty vehicles placed on the Union market;
	(vii) the impacts of ensuring that special purpose, off-road and off-road special vehicles are subject to CO2 emissions reduction targets;
	(viii) an assessment of the level of the excess CO2 emissions premium to ensure that it exceeds the average marginal costs of the technologies needed to meet the CO2 emissions targets.

Amendment  64

 

Proposal for a regulation

Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242

Article 15 – paragraph 1 a (new) – point ix

Text proposed by the Commission	Amendment
	(ix)  the report assessing the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full lifecycle CO2 emissions of new heavy-duty vehicles that are placed on the Union market referred to in paragraph 2;

Amendment  65

 

Proposal for a regulation

Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242

Article 15 – paragraph 2 a (new)

Text proposed by the Commission	Amendment
	2a. The Commission shall by 31 December 2026 publish a report assessing the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full lifecycle CO2 emissions of new heavy-duty vehicles that are placed on the Union market. The Commission shall submit that report to the European Parliament and to the Council.

Amendment  66

 

Proposal for a regulation

Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242

Article 15 – paragraph 2 b (new)

Text proposed by the Commission	Amendment
	2b. As part of the report referred to in paragraph 1, the Commission shall assess whether the creation of new sub-groups for EHC lorries have led to unduly increase of the engine rated power. If the Commission concludes that all or some of the reported engine power ratings were unduly increased, it shall adopt a delegated act in accordance with Article 17 to amend the criteria laid down in Article 3(1), point (24).

Amendment  67

 

Proposal for a regulation

Article 1 – paragraph 1 – point 19 – point a

Regulation (EU) 2019/1242

Article 17 – paragraph 2

Text proposed by the Commission	Amendment
The power to adopt delegated acts referred to in Article 3b, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13e(4), Article 13f(2) and Article 14(1) shall be conferred on the Commission for a period of five years from [OP, please insert the date of entry into force of this Regulation].;	The power to adopt delegated acts referred to in Article 3b(2), Article 3e, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13e(4), Article 13f(2), Article 14(1) and Article 15(3) shall be conferred on the Commission for a period of five years from [OP, please insert the date of entry into force of this Regulation].;

Amendment  68

 

Proposal for a regulation

Article 1 – paragraph 1 – point 19 – point b

Regulation (EU) 2019/1242

Article 17 – paragraph 3

Text proposed by the Commission	Amendment
The delegation of power referred to in Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13e(4), Article 13f(2) and Article 14(1) may be revoked at any time by the European Parliament or by the Council.;	The delegation of power referred to in Article 3b(2), Article 3e, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13e(4), Article 13f(2), Article 14(1) and Article 15(3) may be revoked at any time by the European Parliament or by the Council.;

Amendment  69

 

Proposal for a regulation

Article 1 – paragraph 1 – point 19 – point c

Regulation (EU) 2019/1242

Article 17 – paragraph 6

Text proposed by the Commission	Amendment
(c) in paragraph (6), “Article 11(2), the second subparagraph of Article 13(4) and Article 14(1)” is replaced by the following: “Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13f(2) and Article 14(1)”;	(c) in paragraph (6), “Article 11(2), the second subparagraph of Article 13(4) and Article 14(1)” is replaced by the following: “Article 3b(2), Article 3e, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13f(2), Article 14(1) and Article 15(3)”;

Amendment  70

 

Proposal for a regulation

Annex I – point 1 – point 1.1.1.

 

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

 

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

Amendment  71

 

Proposal for a regulation

Annex I – point 1 – point 1.1.1. – point 1.1.1. a (new)

 

Text proposed by the Commission
Amendment
1.1.1a. Attribution of small and medium lorries of category N2 with a maximum mass lower than 7, 4 tonnes, for which CO2 emissions have been determined in accordance with Regulation (EU) 2018/858
Characteristics of vehicle	Vehicle sub-group (sg) attributed for the purposes of this Regulation
Category N2, with Technical Permissible Maximum Laden Mass (TPMLM) ≤ 7,4 t	53

Amendment  72

 

Proposal for a regulation

Annex I – point 1 – point 1.1.2.

 

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

 

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

Amendment  73

 

Proposal for a regulation

Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 1

Text proposed by the Commission	Amendment
x is 0,02	x is 0,08

Amendment  74

 

Proposal for a regulation

Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 1 – introductory part

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

Amendment  75

 

Proposal for a regulation

Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 1 – subparagraph 1

Text proposed by the Commission	Amendment
ZLEVspecific = 1 - (CO2v / LETsg )	deleted

Amendment  76

 

Proposal for a regulation

Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 2 – subparagraph 1

Text proposed by the Commission	Amendment
CO2v is the specific CO2 emissions in g/km of a zero- and low-emission heavy-duty vehicle v determined in accordance with point 2.1,	deleted

Amendment  77

 

Proposal for a regulation

Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 2 – subparagraph 2

Text proposed by the Commission	Amendment
LETsg is the low-emission threshold of the sub-group sg to which the vehicle v belongs as defined in point 2.3.4;	deleted

Amendment  78

 

Proposal for a regulation

Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 2 – subparagraph 3

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

Amendment  79

 

Proposal for a regulation

Annex I – point 4 – point 4.2

 

 

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

 

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

Amendment  80

 

Proposal for a regulation

Annex I – point 4 – point 4.3. – point 4.3.1.

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

 

 

Amendment
4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods:
CO2 reduction targets rfsg and rfpsg
Sub-groups sg		Reporting period of the years
		2025 – 2029	2030 – 2034	2035 – 2039	As from 2040
Medium lorries	53, 54	0	44%	70%	90%
Heavy lorries > 7,4t	1s, 1, 2, 3	0	44%	70%	90%
Heavy lorries > 16 t with 4x2 and 6x4 axle configurations	4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH	15%	44%	70%	90%
Vocational vehicles and heavy lorries > 16 t with special axle configurations	4v, 5v, 9v, 10v, 11, 11v, 12, 12v, 16	0	44%	70%	90%
Coaches and Interurban Buses (rfsg)	31-L2, 32-C2, 32-C3, 32-DD, 33-L2, 34-C2, 34-C3, 34-DD	0	44%	70%	90%
Primary vehicles of coaches and interurban buses (rfpsg)	31-L2, 32-C2, 32-C3, 32-DD, 33-L2, 34-C2, 34-C3, 34-DD	0	44%	70%	90%
Trailers	421, 421v, 422, 422v, 423, 431, 431v, 432, 432v, 433, 611, 612, 611v, 612v, 621, 623, 621v, 623v, 622, 622V, 624, 624V, 625, 631, 631v, 632, 632v, 633	0	7,5%	7,5%	7,5%
Semi-trailers	111, 111V, 112, 112V, 113, 121, 121V, 122, 122V, 123, 123V, 124, 124V, 125, 126, 131, 131v, 132, 132v,  133	0	12,5%	12,5%	12,5%

Amendment  81

 

Proposal for a regulation

Annex I – point 4 – point 4.3. – point 4.3.2.

 

Text proposed by the Commission
The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods:
Zero-emission vehicle mandates zevMsg
Sub-groups sg		Reporting period of the years
		before 2030	2030 – 2034	2035 – 2039	As from 2040
Urban heavy buses	31-LF, 31-L1, 31-DD, 33-LF, 33-L1, 33-DD, 35-FE, 39-FE, 31-L2, 33-L2	0	100%	100%	100%

 

Amendment
The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods:
The following sub-groups sg shall be included in the calculation of the specific CO2 emissions CO2(X),, specific emissions targets T(X) and CO2 emissions trajectory ET(X)Y:
Zero-emission vehicle mandates zevMsg
Zero-emission vehicle mandates zevMsg		Reporting period of the years
		before 2030	2030 – 2034	2035 – 2039	As from 2040
Urban heavy buses	31-LF, 31-L1, 31-DD, 33-LF, 33-L1, 33-DD, 35-FE, 39-FE	0	100%	100%	100%

Amendment  82

Proposal for a regulation

Annex III – point 1 – paragraph 2

 

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

Justification

This amendment corrects a typo, the definition of reportCO2_v_mp of Annex III should refer to the completed vehicle only. The CO2 emissions of primary vehicles are not corrected for their passenger numbers, since all primary vehicles of a given sub-group are simulated with the same passenger numbers. This is also visible from the definitions of the CO2p_v_mp in point 2.1 of Annex I, which does not refer to Annex III for a correction.

 

Amendment  83

 

Proposal for a regulation

Annex IV

Regulation (EU) 2019/1242

Annex IV – part A – paragraph 1 – point n a (new)

Text proposed by the Commission	Amendment
	(n a) the technically permissible maximum mass of the combination for a category N3 truck in an extra heavy combination (EHC) referred to in Article 3, point (24), as specified in entry 16.4 of the certificate of conformity or individual vehicle approval certificate;

Amendment  84

 

Proposal for a regulation

Annex IV

Regulation (EU) 2019/1242

Annex IV – part A – paragraph 1 – point n b (new)

Text proposed by the Commission	Amendment
	(n b) engine maximum net power as specified in entry 27.1. of the certificate of conformity or individual vehicle approval certificate;

 

EXPLANATORY STATEMENT

The European Commission’s proposal to revise and strengthen CO2 emission standards for new heavy-duty vehicles (HDVs) is one of the pillars of the ‘Fit for 55’ package. This new regulation is crucial if we want to achieve our goal to reach climate neutrality by 2050 at the latest, reduce air pollution and protect Europeans’ health, and innovate to keep European industry at the top of the HDV market while reducing operational transport costs.

 

The rapporteur would like to highlight the following:

 

1/ Combating climate change, reducing air pollution and improving the health of our citizens

 

The climate emergency is irrefutable. Its consequences – droughts, heatwaves, fires, floods – are already dramatically affecting Europe and the rest of the world. The IPCC just recently recalled that if we fail to take immediate and ambitious action to tackle climate change, the survival of humanity itself will be at risk. The European Union is committed to achieving climate neutrality as quickly as possible and by 2050 at the latest. No sector, and certainly not the transport sector with the ever-increasing emissions it produces, can escape this imperative collective responsibility.

 

Although HDVs (i.e. road vehicles weighing over 3.5 tonnes and carrying goods or passengers) account for only 2 % of vehicles on the EU’s roads, they are responsible for 28 % of greenhouse gas emissions produced by road transport, representing more than 6 % of the EU’s total emissions. That’s more than air transport produces!

 

It is clear that the EU will have to promote strategies to reduce the distances covered by goods and accelerate the modal shift towards trains and rail freight. But given that the average lifespan of a lorry is 18 years, and that road transport is expected to continue to expand, it is vital that all new HDVs put on the market be zero-emission by 2040 at the latest, and that the CO2 targets for 2030 and 2035 be strengthened to keep on track our emission reduction goals. Otherwise, other sectors and European citizens will have to bear the brunt of the painful and sometimes impossible extra efforts that will need to be made.

 

Road transport not only contributes to climate change but pollutes the air and damages our health. According to the European Environment Agency, 97 % of the European urban population is exposed to concentrations of fine particles above WHO recommendations. Each year in the EU, around 275 000 premature deaths are caused by fine particulate matter and 64 000 by nitrogen dioxide (EEA, 2022). This also explains why all buses placed on the market will need to be zero-emission by 2030 at the latest.

The Commission’s impact assessment shows that a 100 % reduction target for all new HDVs placed on the market by 2040 is not only crucial and good for the climate and minimising air pollution but is technologically and industrially feasible.

 

The study also shows that it would reduce the cost of using these lorries for hauliers, with a gain of more than EUR 45 000 per lorry per year by 2040. A target to reduce emissions by 100 % by 2040 would also create more jobs in Europe in the medium and long term, compared to less ambitious targets.

 

 

2/ Innovating and strengthening a competitive and job-creating industry

 

The European HDV industry is a leader in the European and North American markets. This favourable position is threatened by China’s offer when it comes to electric lorries and buses. Above all, a growing number of cities and countries are accelerating the transition to zero-emission HDVs. In Europe, cities such as Copenhagen, Amsterdam, Berlin, Sofia, Riga, Stockholm, Dublin, Brussels and Tallinn have committed to electrifying all their bus fleets. Ten EU countries have already committed to 100 % zero-emission vehicle sales by 2040 (AT, BE, HR, DK, FI, IE, LT, LU, NL and PT) by signing the global memorandum launched during COP26 with around fifteen other countries (including the UK, Norway, Switzerland, Türkiye, Canada and the USA). California without a doubt sets the best example: the state, which has one of the largest economies across the globe, has just recently approved the world’s most ambitious regulations, requiring 100 % of new HDVs to be zero-emission by 2036.

 

This momentum will boost the zero-emission vehicle market and European groups present in the United States will be forced to speed up the transition to electric and hydrogen-fuelled new HDVs.

 

The European Union must not lag behind. The technologies already exist. The main manufacturers have committed to decarbonising their fleets by 2040 and have higher targets for 2030 and 2035 than those proposed by the Commission.

 

We have seen above that the European Commission’s proposals do not meet the environmental objectives we set ourselves and are even a step back from the impact assessment. Moreover, they appear to be less ambitious than what the market has planned. Our report therefore proposes technologically and industrially realistic targets to protect the climate, reduce the operational costs of road transport and strengthen European manufacturers’ position as market leaders.

 

 

3/ Establishing a clear legal framework for 100 % zero-emission road transport

 

European industry has already made many commitments and begun the zero-emission transition. Overall, it is ready to make the necessary efforts and investments. However, it absolutely needs a clear and stable legal framework, with precise short-, medium- and long-term objectives free of ambiguities regarding zero-emission technologies or the final outcome – all new buses on the European market will be zero emission by 2030, and all new lorries by 2040.

 

We also want to ensure we have an ecosystem conducive to the decarbonisation of the sector.

 

More than one in four buses sold are already electric. To achieve the target of 100 % zero-emission buses on the market by 2030, the report proposes to strengthen the security of supply criteria in public procurement by adding sustainability criteria and thus promote high-quality buses and favour electric buses made in Europe. By increasing the concentration of the European bus supply, we also reduce production and purchase costs for local authorities.

 

Many EU funding opportunities are available to accompany the transition of the sector, such as the Cohesion Fund, the remaining Recovery and Resilience Facility allocations, or the new Social Climate Fund. And we can only encourage Member States to invest even more in zero-emission collective transport, and communities to join forces to make joint purchases.

 

For the sake of consistency and to ensure greater certainty for stakeholders in the sector, the report seeks to extend the CO2 targets to professional vehicles and small lorries below 5 tonnes, so as not to leave 20 % of lorry sales outside CO2 reduction obligations. Similarly, the report encourages retrofitting.

 

However, while the transition to zero-emission vehicles needs to be initiated now, a limited number of vehicle types – such as certain tractors used in the agricultural or forestry sector or vehicles for critical security and safety uses, which are more difficult to replace with zero-emission vehicles at this stage – will continue to be exempt. This exemption will have to be reassessed during the revision planned for 2028, in particular in view of Europe’s objective to reach climate neutrality by 2050 at the latest.

 

Finally, we need to come back to a strict and clear definition of exactly what a zero-emission vehicle is, so as not to jeopardise technological progress and so as to reward those who comply with their commitments.

 

 

4/ ‘Zero-Emission HDV’ forum to ensure the availability of charging infrastructure

 

The transition to zero emissions must be accompanied by the establishment of an efficient and sufficiently dense charging network. However, we need to bear in mind that in 2030, even with a very ambitious CO2 target, less than 10 % of lorries will be electric and hydrogen powered.

 

We do, nonetheless, take heed of manufacturers’ concerns about the need to quickly set up this recharging and refuelling network. The report therefore proposes that, as soon as the regulation enters into force, the European Commission set up a ‘Zero-Emission HDV’ forum, bringing together manufacturers, public charging point operators, electricity operators, carriers, logistics operators, public transport operators, civil society and the Member States. The forum will allow for consultation to ensure that charging infrastructure is available and accessible at an affordable cost. It will also provide for a constructive dialogue with a view to the revision of the AFIR Regulation in 2026, to align the AFIR’s goals with the new CO2 emission reduction standards for HDVs.

 

Parliament bears a huge responsibility in setting the CO2 rules for lorries: it must demonstrate that the fight against climate change and air pollution is a lever for innovation and the assertion of European industry as the market leader. While China and the United States have embarked on an industrial battle, the European Union cannot stop halfway in this zero-emission revolution that is already under way.

 

ANNEX: LIST OF ENTITIES OR PERSONS FROM WHOM THE RAPPORTEUR HAS RECEIVED INPUT

The following list is drawn up on a purely voluntary basis under the exclusive responsibility of the rapporteur. The rapporteur has received input from the following entities in the preparation of the draft report:

Entity and/or person

ACEA

AVERE

CARB

Charge Point

Clean Air Task Force

Clean trucking alliance

Daimler

E-mobility platform

Enel X Way

GRDF

GEODIS

Iberdrola

ICCT

IKEA

IRU

LKW Walter

MAN Truck & Bus SE

Milence

Polis

Scania

TESLA

Transport and Environment

UTP (Union française des Transports Publics et ferroviaires)

UITP (Union Internationale des Transports Publics)

Volta Trucks

Volvo Group

 

OPINION OF THE COMMITTEE ON INDUSTRY, RESEARCH AND ENERGY (13.10.2023)

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) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956

(COM(2023)0088 – C9‑0025/2023 – 2023/0042(COD))

Rapporteur for opinion: Miapetra Kumpula‑Natri

 

 

SHORT JUSTIFICATION

The Rapporteur supports many elements of the Commission’s proposal for revision of the regulation on CO2 emission standards for heavy-duty vehicles, such as extending the scope of the regulation to cover smaller trucks, long-distance buses and trailers. The zero emission target for new city buses in the EU as of 2030 is also a welcomed proposal. After all, the road transport sector represents one fifth of the EU's greenhouse gas (GHG) emissions and is a main cause of air pollution in cities.

 

The Rapporteur agrees with the ambitious target for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 90 percent and believes that the target gives a clear signal to the markets that the European Union is moving towards a future of zero emissions standards. This benefits the manufacturers, buyers and most importantly the citizens that are currently affected by the emissions of the transport sector. At the same time, enough leeway is given for the manufacturers to comply with the new regulation. However, the Rapporteur proposes new, stronger CO2 emission standards for heavy-duty vehicles for the reporting periods of the years 2035 to 2039 by increasing the target by 10 percent. The Rapporteur sees that it is important to increase the number of new zero emission vehicles toward the latter reporting periods.

 

Furthermore, the Rapporteur proposes more ambitious zero-emission vehicle definition. According to the Commission’s proposal, a zero-emission vehicle would be allowed to emit up to 5g CO2/tkm, the equivalent of 9% of the emissions of a standard conventional tractor trailer. This allowance intends to allow for dual-fuel engines running on a mix of hydrogen and diesel to be categorized as zero- emissions. Revising the to 1g CO2/tkm is the reasonable regulatory approach, allowing for monofuel hydrogen combustion engines to be categorized as zero emissions, while ensuring that the real contribution of dual-fuel engines to reductions in CO2 emissions are properly accounted for.

 

In addition, certain 'vocational vehicles' such as garbage trucks, are exempt from the targets under the Commission proposal. However, their CO2 emissions are certified under VECTO and monitored and reported by vehicle manufacturers and EU Member States. As garbage trucks mostly operate in cities, they also significantly affect urban air quality and create unwanted noise pollution. Therefore, garbage trucks should be included under the CO2 reduction targets.

 

Similarly, vehicles with a maximum mass lower than 5 tonnes include many urban delivery trucks supplying stores like supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality. Small lorries should therefore also be subject to the same CO2 targets, and be attributed to the respective sub-groups according to their mission profile, mileage and payload.

 

The Rapporteur suggests that by 2028, the Commission should carry out a comprehensive review of the effectiveness and impact of the Regulation and submit a report to the European Parliament and the Council with the outcome. The report shall be accompanied, if appropriate, by a revised proposal of the Regulation. By 2025, the European Commission, in consultation with the Climate Change Committee, should present an annual review of the situation of the enabling conditions per Member State.

 

Finally, the Rapporteur is of the opinion that the CO2 emissions calculation for heavy-duty vehicles does not take into account the better energy efficiency of extra heavy combinations, with maximum permissible mass over 60 tonnes. Since their assumed payload is the same as for significantly smaller heavy-duty vehicles within the same sub-groups, their calculated emissions of CO2 per tonne km will not correspond to the actual load transported by the extra heavy combination. A compensation factor should be applied to average specific CO2 emissions of manufacturers to compensate for the higher loads carried by an extra heavy combination, and this way take into account their improved energy efficiency.

 

AMENDMENT

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 the following into account:

Amendment  1

 

Proposal for a regulation

Recital 4

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

Amendment  2

 

Proposal for a regulation

Recital 5

Text proposed by the Commission	Amendment
(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector.	(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector, which is the only sector in the Union in which emissions have been increasing since the 1990s. Heavy duty transport in particular represents more than a quarter of greenhouse gas emissions from road transport in the EU and over 6% of total EU greenhouse gas emissions.

Amendment  3

 

Proposal for a regulation

Recital 8

Text proposed by the Commission	Amendment
(8) In order to contribute to the reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 and in conformity with the energy efficiency first principle, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/1242 for heavy-duty vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050.	(8) In order to contribute to the reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 and in conformity with the energy efficiency first principle, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/1242 for heavy-duty vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Ambitious actions on greenhouse gas emission reductions are needed in road transport, but emission reductions are also needed in other sectors, including hard to abate sectors.

Amendment  4

 

Proposal for a regulation

Recital 8 a (new)

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

Amendment  5

 

Proposal for a regulation

Recital 9 a (new)

Text proposed by the Commission	Amendment
	(9 a) Battery electric, fuel-cell and other hydrogen-powered vehicles have a strong potential to decarbonise certain segments of the heavy duty transport sector and their development should be encouraged.

Amendment  6

 

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 new heavy-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission 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 new heavy-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and should be consistent with the availability of enabling conditions, namely sufficiently dense network of alternative fuels infrastructure, with the aim of promoting, innovation in zero-emission technologies in a cost-efficient way. This should ensure that European companies maintain a leading position on the global market, and contribute to reduce the running costs for transport companies, while ensuring the Union fulfil its climate and air pollution objectives.

Amendment  7

 

Proposal for a regulation

Recital 10 a (new)

Text proposed by the Commission	Amendment
	(10 a) Exposure to air pollution, including from road transport, heavily affects urban population in the Union, and is associated with premature death. By accelerating the roll-out of zero-emission and low-emission vehicles, strengthened CO2 emission reduction requirements will also contribute to reducing air pollution from road transport.

Amendment  8

 

Proposal for a regulation

Recital 11 – paragraph 1

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

Amendment  9

 

Proposal for a regulation

Recital 12

Text proposed by the Commission	Amendment
(12) The Union fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16 .	(12) Several Member States have already announced they will go beyond those minimum requirements, and several European truck manufacturers have created joint ventures to install and operate public charging networks across Europe. This regulation will also encourage further investment in recharging infrastructure by providing certainty for investors that there will be an increase in demand. Member States should also be encouraged to include in their revised national policy frameworks measures to support the deployment of recharging and refuelling infrastructure in depots, logistic centres and warehouses. All those initiatives will contribute to the necessary roll-out of recharging and refuelling infrastructure 16 .
__________________	__________________
16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.	16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.

Amendment  10

 

Proposal for a regulation

Recital 12 a (new)

Text proposed by the Commission	Amendment
	(12 a) Furthermore the deployment of recharging and refuelling infrastructure is equally important in private locations, such as in private depots and at logistic centres to ensure overnight and destination charging. It is imperative that no European region is left behind and that regional disparities in the deployment of alternative fuels infrastructure are duly addressed, particularly in less developed regions or regions with specific needs and circumstances, such as rural and sparsely populated, remote and outermost, island and mountainous regions. This public and private network of recharging and refuelling stations is an enabling condition for manufacturers to be able to reach the CO2 reduction targets.

Amendment  11

 

Proposal for a regulation

Recital 12 b (new)

Text proposed by the Commission	Amendment
	(12 b) To compete on a global scale, the European Industry must be ready to face the challenges and to provide the proper infrastructure. For these reasons, a widely available and reliable network of public charging points is required to support the ever-increasing number of electric vehicles on the road.

Amendment  12

 

Proposal for a regulation

Recital 12 c (new)

Text proposed by the Commission	Amendment
	(12 c) While more ambitious CO2 standards are necessary to increase the uptake of zero and low emissions vehicles by addressing the supply side, they must be complemented by additional enabling conditions on the demand side for more fuel-efficient vehicles, in particular effective carbon pricing measures.

Amendment  13

 

Proposal for a regulation

Recital 13

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

Amendment  14

 

Proposal for a regulation

Recital 14 a (new)

Text proposed by the Commission	Amendment
	(14 a) Access to training and reskilling in numerous sectors, including the heavy-duty vehicles sector that needs to undergo fundamental changes, is crucial for a socially just transition. The heavy-duty vehicles industry needs to make sure employees have access to reskilling opportunities, and are encouraged to take these, at no cost of their own. To ensure a fair and effective transition, mapping and analysing the predicted changes to the job market of the heavy duty vehicles industry is crucial.

Amendment  15

 

Proposal for a regulation

Recital 15

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

Amendment  16

 

Proposal for a regulation

Recital 15 a (new)

Text proposed by the Commission	Amendment
	(15 a) European Union has to continue to accelerate the reduction of CO2 emissions and achieve reduction in emissions in every sector, every year. To reach the ambitious targets of this regulation, also biofuels and renewable fuels of non-biological origins (RFNBO) such as hydrogen derivatives, need to play an important role in the transition. To pave the way for electric or hydrogen zero emission vehicles and to create a steady clear regulation for market demand, it is important to set the ambitious goal of 90 per cent for 2040, as currently only 1-2% of heavy-duty trucks sold are battery electric vehicles.

Amendment  17

 

Proposal for a regulation

Recital 15 b (new)

Text proposed by the Commission	Amendment
	(15 b) Following consultation with stakeholders, the Commission should publish a report for registering heavy-duty vehicles running exclusively on renewable fuels for compliance purposes in conformity with EU law and with the Union’s climate neutrality objective. The Commission should submit that report, including where appropriate proposals for follow-up measures, such as legislative proposals, to the European Parliament and the Council.

Amendment  18

 

Proposal for a regulation

Recital 21 – paragraph 1 a (new)

Text proposed by the Commission	Amendment
	Trucks of all the largest combinations exceeding 70 tonnes are typically used for long-haul distances and need to be classified in a specific sub-group, as their CO2 emission calculation needs to be adjusted to their specific characteristic, to take into account their actual payload and correct driving cycle.

Amendment  19

 

Proposal for a regulation

Recital 21 – paragraph 4

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

Amendment  20

 

Proposal for a regulation

Recital 21 – paragraph 5

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

Amendment  21

 

Proposal for a regulation

Recital 30

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

Amendment  22

 

Proposal for a regulation

Article 1 – paragraph 1 – point 1

Regulation (EU) 2019/1242

Article 1 – paragraph 1

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

Amendment  23

 

Proposal for a regulation

Article 1 – paragraph 1 – point 2 – point c

Regulation (EU) 2019/1242

Article 1 – paragraph 5

Text proposed by the Commission	Amendment
5. Vehicles other than those referred to in paragraph 4 registered for use by civil protection, fire services, forces responsible for maintaining the public order, armed services or urgent medical care shall not be subject to the CO2 emission targets under Article 3a, if a Member State so indicates in the registration and reporting process, thereby confirming in the data reported in accordance with Part A of Annex IV that the purpose of the vehicle cannot be equally served by a ZEV and it is thus in the public interest to register a vehicle with a combustion engine to fulfil that purpose.	5. Vehicles other than those referred to in paragraph 4 registered for use by civil protection, fire services, forces responsible for maintaining the public order, armed services or urgent medical care or category N3 trucks in group 11, 12 or 16 permitted to be used in their state of registration for towing combinations with a maximum permissible mass exceeding 70 tonnes, shall not be subject to the CO2 emission targets under Article 3a, if a Member State so indicates in the registration and reporting process, thereby confirming in the data reported in accordance with Part A of Annex IV that the purpose of the vehicle cannot be equally served by a ZEV and it is thus in the public interest to register a vehicle with a combustion engine to fulfil that purpose.

Amendment  24

 

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242

Article 3 – point 23 a (new)

Text proposed by the Commission	Amendment
	(23 a) 'Fuels eligible for CCF' means biogas as defined in Article 2, point (28) of (EU) 2018/2001, advanced biofuels as defined in Article 2, point  (34 )of (EU) 2018/2001 and renewable fuels of non-biological origin as defined in Article 2, point  (36) of (EU) 2018/2001, that meet the sustainability and greenhouse gas emissions saving criteria set out in Article 29 of Directive (EU) 2018/2001.

Amendment  25

 

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242

Article 3 – point 23 b (new)

Text proposed by the Commission	Amendment
	(23 b) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the tailpipe CO2 emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of fuels eligible for CCF, as defined in Article 3 (24) of this Regulation.

Amendment  26

 

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242

Article 3 – point 23 c (new)

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

Amendment  27

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

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

Text proposed by the Commission	Amendment
	3 a. In accordance with point 1.1.4 of Annex I, heavy-duty vehicles that are not attributed to one of the sub-groups in point 1.1 of Annex I shall be taken into account for assessing the compliance of manufacturers with the provisions of the reduction targets set out in paragraph 1.

Amendment  28

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3b – paragraph 1

Text proposed by the Commission	Amendment
1. For vehicles referred to in point 4.2 of Annex I, manufacturers shall comply with the minimum shares of zero-emission vehicles in their fleet of new heavy-duty vehicles as laid down in point 4.3 of Annex I. For new urban buses the share of zero-emissions vehicles shall be 100% as from the reporting period of the year 2030.;	1. For vehicles referred to in point 4.2 of Annex I, manufacturers shall comply with the minimum shares of zero-emission vehicles in their fleet of new heavy-duty vehicles as laid down in point 4.3 of Annex I. For new urban buses the share of zero-emissions vehicles shall be 90% as from the reporting period of the year 2030 and 100% as from the reporting period of the year 2035.

Amendment  29

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3b – paragraph 2

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

Amendment  30

 

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3c – paragraph 1

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

Amendment  31

 

Proposal for a regulation

Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/1242

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

Text proposed by the Commission	Amendment
	(a a) in Article 4, first paragraph, the following point (c) is inserted:
	‘(c) the application of the Carbon Correction Factor (CCF) from 2030 onwards determined in accordance with point 2.1. of Annex I.
	The effect of the CCF shall be limited so that what are taken into account are only additional amounts of fuels exceeding the binding combined sub-target for advanced biofuels and renewable fuels of non-biological origin in the share of renewable energies supplied to the transport sector, as defined in Directive (EU) 2018/2001 of the European Parliament and of the Council.
	A cap shall be set to ensure that no more than 10 percentage points of the CO2 emission reduction targets for the years 2030, 2035 and for 2040 could be achieved through the effect of the carbon correction factor. Therefore, a cap shall be set for years 2030-2034 so that a share of up to 12.5% of fuels eligible for CCF, as defined in Article 3 of this regulation, shall be taken into account in the factor. For years 2035-2039 the share shall be up to 17% and from 2040 onwards up to 40%.’

Amendment  32

 

Proposal for a regulation

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

Regulation (EU) 2019/1242

Article 5 – paragraph 3 – point 3 a (new)

Text proposed by the Commission	Amendment
	(b a) in Article 5, third paragraph, the following point (3a) is inserted:
	‘(3a) Compensation factor allocated to those N3 trucks first registered during the reporting period and that have been allowed to be used in the Member States with the higher combined masses applicable to extra heavy combination transports, which is over 60 tonnes. Regarding the compensation factor referred to in this Article, the Commission shall, by 31 December 2024, adopt a delegated act in accordance with Article 17 to make amendments to the calculation formula the of the average specific CO2 emissions of manufacturers in Annex I point 2.7, in order to compensate for the higher energy efficiency of extra heavy combinations and correct the distortions in their calculated emissions.’

Amendment  33

 

Proposal for a regulation

Article 1 – paragraph 1 – point 9 – point d

Regulation (EU) 2019/1242

Article 7 – paragraph 1 – sub–paragraph 4

Text proposed by the Commission	Amendment
Emission credits and emission debts acquired in the reporting periods of the years 2025 to 2039 shall, where applicable, be carried over from one reporting period to the next reporting period. However, any remaining emission debts shall be cleared in the reporting periods of the year 2029, 2034 and 2039.;	Emission credits and emission debts acquired in the reporting periods of the years 2025 to 2039 shall, where applicable, be carried over from one reporting period to the next reporting period. However, any remaining emission debts shall be cleared in the reporting period of the year 2039.;

Amendment  34

 

Proposal for a regulation

Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242

Article 15 – paragraph 1 – sub–paragraph 1

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

Amendment  35

 

Proposal for a regulation

Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242

Article 15 – paragraph 1 – sub–paragraph 3 (new)

Text proposed by the Commission	Amendment
	The report should assess the possibility to include in the scope the N3 category trucks in groups 11, 12 and 16 which are permitted to be used in their state of registration for towing combinations with a maximum permissible mass exceeding 70 tonnes, provided that the emissions calculation of these vehicles has been developed to account for their specific characteristics as tractors of heavy combinations.
	By 31 December 2025, and every year thereafter, the Commission shall report to the European Parliament and to the Council, on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements:
	(a) registrations of zero-emission heavy-duty vehicles in Member States,
	(b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States,
	(c) the implementation of road user charges differentiated by CO2 emissions in Member States,
	(d) the level of the average price of allowances under the new the emissions trading system covering road transport,
	(e) other measures that support the uptake of zero-emission heavy-duty vehicles.
	If the report concludes that enabling conditions, especially under paragraphs (b), (c) or (d) are found to be not in line with the targets for vehicle manufacturers in Art. 3a and b of this Regulation, the findings of the report shall be taken into account for future revisions of the Directive 2014/94/EU of the European Parliament and of the Council, the Directive (EU) 2022/362 of the European Parliament and of the Council, and the Directive 2003/87/EC of the European Parliament and of the Council.
	The Commission shall no later than 31 December 2026 publish a report setting out a methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission shall submit that report, including where appropriate proposals for follow-up measures, such as legislative proposals, to the European Parliament and the Council.

Amendment  36

Proposal for a regulation

Annex I – 1.1.4. (new)

Regulation (EU) 2019/1242

Annex I – table 1

Text proposed by the Commission
Amendment
1.1.4. New small lorries of category N2, which do not belong to one of the sub-groups set out in points 1.1.1 and 1.1.2, and for which no CO2 emissions have been determined yet for technical reasons in accordance with Regulation (EU) 2017/2400, but in accordance with Regulation (EC) No 595/2009 and its implementing measures or Regulation (EC) No 715/2007 of the European Parliament and of the Council and its implementing measures, shall be attributed to the following sub-groups for the purposes of this Regulation:
Characteristics of vehicle	Vehicle sub-group (sg) attributed for the purposes of this Regulation
Category N; TPMLM* ≤ 5 t	53

Amendment  37

Proposal for a regulation

Annex I – point 1.2

 

Text proposed by the Commission
1.2. Vocational vehicles are defined by the following criteria:
Vehicle category	Chassis configuration	Criteria for vocational vehicles
N