P9_TA(2023)0403 – Strengthening the CO2 emission performance targets for new heavy-duty vehicles – Amendments adopted by the European Parliament on 21 November 2023 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)
Date: 2023-11-21
Institutions: Committee on Agriculture and Rural Development, Committee on Industry, Research and Energy, Committee on Transport and Tourism, Committee on the Environment, Climate and Food Safety, Committee on the Internal Market and Consumer Protection, European Parliament
Subjects: EU environmental policy, bus, commercial vehicle, environmental standard, exchange of information, greenhouse gas, large vehicle, motor vehicle pollution, pollution control measures, reduction of gas emissions




C_202404236EN.000101.fmx.xml












Official Journal of the European Union


EN
C series













C/2024/4236


24.7.2024






P9_TA(2023)0403

Strengthening the CO2 emission performance targets for new heavy-duty vehicles


Amendments adopted by the European Parliament on 21 November 2023 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))
             (1)


(Ordinary legislative procedure: first reading)

(C/2024/4236)


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 2019 (10) . 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 2019 (10). 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
.









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 2022 (1a) 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.











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 Council (11) , 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 Council (11) , 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)












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 Organization

 (1a)

. 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 concentrations

 (1b)

. By accelerating the roll-out of zero-emission vehicles, strengthened CO2 emission reduction requirements will also contribute to reduce air pollution from road transport.











Amendment 12


Proposal for a regulation


Recital 11 – paragraph 1







 





Text proposed by the Commission




Amendment





The updated New Industrial Strategy (14) 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 Strategy (14) 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.







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 infrastructure

 (16) .












(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 Union

 (16).









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 120


Proposal for a regulation


Recital 13 a (new)







 





Text proposed by the Commission




Amendment





 










(13 a)






While the strengthened CO2 reduction targets will accelerate the uptake of zero-emission vehicles, a significant part of the stock of heavy-duty vehicles on the roads will remain internal combustion engine vehicles for a long time. With an emission reduction target of 90%, the share of new heavy-duty vehicles placed on the market that are not zero-emission is projected to be around 15% in 2040, while the total fleet on the roads in 2040 is projected to consist of 65% internal combustion engine vehicles. In order for this part of the fleet to contribute to the achievement of the Union’s climate targets, further innovation and an accelerated uptake of sustainable renewable fuels is essential. Existing Union policies and legal instruments, in particular the Renewable Energy Directive and the EU Emission Trading System, will promote the decarbonisation of transport fuels, with the aim of phasing out fossil fuels. The Commission should further develop a coherent framework of incentives for advanced biofuels and biogas and renewable fuels of non-biological origin in all relevant sectors including this part of the heavy-duty vehicles fleet. That framework should address barriers to the uptake and supply in a comprehensive way, taking into account the demand across economic sectors, in the context of the overall efforts to reach the Union’s climate targets. Building on the objectives for biomethane in the RePowerEU plan, the Commission should also address how the scale-up of the production of biomethane in the Union can contribute to the decarbonisation of the economy including the transport sector.











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
.









Amendments 85, 124 and 133


Proposal for a regulation


Recital 15 a (new)







 





Text proposed by the Commission




Amendment





 










(15 a)






CO2-neutral fuels, such as biogas, biofuels or synthetic fuels can contribute to significant CO2 reductions and improvement of air quality already today, and play a key role in the transition. At the same time, they can be part of the solution in the future in cases where an electric or hydrogen truck is impossible or difficult.











Amendment 18


Proposal for a regulation


Recital 15 b (new)







 





Text proposed by the Commission




Amendment





 










(15b)






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





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.





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 25


Proposal for a regulation


Recital 25 b (new)







 





Text proposed by the Commission




Amendment





 










(25b)






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 poverty (21) 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 poverty (21) by securing access to affordable public transport. 
The Commission should also consider amending the Clean Vehicles Directive (21a) so that it is aligned with the ambition of this Regulation.











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) 2018/842 (23) , and the objectives of the Paris Agreement (24) 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) 2021/1119 (23a), Member States’ targets
 as laid down in Regulation (EU) 2018/842 (23), and the objectives of the Paris Agreement (24) and to ensure the proper functioning of the internal market.






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
;’"










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 134


Proposal for a regulation


Article 1 – paragraph 1 – point 3 – point g

Regulation 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)


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;









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;











Amendments 87 and 135


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





 










(23 a)






‘CO2 neutral fuel’ means all fuels defined by Directive (EU) 2018/2001 where the emissions of the fuel in use (eu) can be taken to be net zero, meaning for instance that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use (eu) is of biogenic origin and/or has been captured, so avoiding being emitted as CO2 into the atmosphere, or has been captured from ambient air. Those fuels shall include renewable and/or synthetic fuels, such as biofuel, biogas, biomass fuel, renewable liquid and gaseous transport fuel of non- biological origin (RFNBO) or a recycled carbon fuel (RCF). Other fuels not listed in Directive (EU) 2018/2001 may fall within the meaning of CO2 neutral fuel provided that they meet those criteria and the sustainability criteria of that Directive and associated delegated acts. A mixture of two or more CO2 neutral fuels shall be considered to be a CO2 neutral fuel.











Amendment 40


Proposal for a regulation


Article 1 – paragraph 1 – point 3 – point i

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 23 b (new)






 





Text proposed by the Commission




Amendment





 










(23b)






‘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 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.
’





Amendments 92, 108 and 138


Proposal for a regulation


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

Regulation (EU) 2019/1242
Article 4a (new)






 





Text proposed by the Commission




Amendment





 










(5 a)






the following Article is inserted:










 



'Article 4a






 




Methodology for registration of heavy-duty vehicles running exclusively on CO2 neutral fuels






 




Following consultation with stakeholders, at the latest by ... [one year from the date of the entry into force of the amending Regulation], the Commission shall develop a methodology for registering heavy-duty vehicles running exclusively on CO2 neutral fuels for compliance purposes in conformity with Union law and with the Union’s climate-neutrality objective.
'





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."






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.





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 – 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 121


Proposal for a regulation


Article 1 – paragraph 1 – point 18

Regulation (EU) 2019/1242
Article 15 – paragraph 2 c (new)






 





Text proposed by the Commission




Amendment





 





2c.
   
The Commission shall assess the role of sustainable renewable fuels in the transition towards climate neutrality, including in the heavy-duty vehicles sector. Separately from the review referred to in paragraph 1, and as part of a broader strategy for the deployment of such fuels, the Commission shall by 31 December 2025 present a report to the European Parliament and to the Council with a comprehensive analysis of the need to further incentivise the uptake of advanced biofuels and biogas and renewable fuels of non-biological origin in the sector and the appropriate framework of measures, including financial incentives, to achieve this. Based on that analysis, the Commission shall, if appropriate, make additional legislative proposals or shall make recommendations to the Member States.








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 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;





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;












(1)  The matter was referred back for interinstitutional negotiations to the committee responsible, pursuant to Rule 59(4), fourth subparagraph (A9-0313/2023).

(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.

(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.



(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.



(1a)  
            
Europe's Air Quality Status 2023, European Environment Agency (2023).



(1b)  
            
Health impacts of air pollution in Europe, European Environment Agency (2023).



(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.

(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.

(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).



(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.


ELI: http://data.europa.eu/eli/C/2024/4236/oj
ISSN 1977-091X (electronic edition)