Article 1 Subject matter and objective
In order to contribute to achieving the Union’s target of reducing its greenhouse gas emissions by 30 % below 2005 levels in 2030 in the sectors covered by Article 2 of Regulation (EU) 2018/842 and to achieving the objectives of the Paris Agreement, and to ensure the proper functioning of the internal market, this Regulation sets CO 2 emission performance requirements for new heavy-duty vehicles whereby the specific CO 2 emissions of the Union fleet of new heavy-duty vehicles shall be reduced compared to the reference CO 2 emissions as follows: (a) for the reporting periods of the year 2025 onwards by 15 %; (b) for the reporting periods of the year 2030 onwards by 30 %, unless decided otherwise pursuant to the review referred to in Article 15. The reference CO 2 emissions shall be based on the monitoring data reported pursuant to Regulation (EU) 2018/956 for the period from 1 July 2019 to 30 June 2020 (‘the reference period’), excluding vocational vehicles, and shall be calculated in accordance with point 3 of Annex I to this Regulation.
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 1 Subject matter and objectives):
1. This Regulation sets CO 2 emissions performance standards for new heavy-duty vehicles. Those standards contribute to achieving the Union’s climate-neutrality objective and the intermediate Union climate targets, as laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council ( 1 ), Member States’ targets of reducing their greenhouse gas emissions, as laid down in Regulation (EU) 2023/857 of the European Parliament and of the Council ( 2 ), and the objectives of the Paris Agreement, as well as to ensuring the proper functioning of the internal market. 2. This Regulation also lays down requirements for the reporting of CO 2 emissions from, and fuel consumption of, new heavy-duty vehicles registered in the Union.
Article 2 Scope
It shall also apply, for the purposes of Article 5 of, and point 2.3 of Annex I to, this Regulation, to new heavy-duty vehicles of category N that do not fall within the scope of Regulation (EU) No 510/2011 of the European Parliament and of the Council ( 1 ) and do not meet the characteristics set out in points (a) to (d) of the first subparagraph. The vehicle categories referred to in the first and second subparagraphs of this paragraph refer to the vehicle categories as defined in Annex II to Directive 2007/46/EC of the European Parliament and of the Council ( 2 ). 2. The vehicles referred to paragraph 1 shall, for the purposes of this Regulation, be considered as new heavy-duty vehicles in a given 12-month period starting from 1 July, if they are registered in the Union for the first time in that period and have not been previously registered outside the Union. A previous registration outside the Union made less than three months before registration in the Union shall not be taken into account. 3. The Commission shall, by means of implementing acts, adopt a specific procedure for identifying heavy-duty vehicles that are certified as vocational vehicles pursuant to Regulation (EC) No 595/2009 and its implementing measures but are not registered as such, and shall apply corrections to the annual average specific CO 2 emissions of a manufacturer to take those vehicles into account, starting from the reporting period of the year 2021 and for each subsequent reporting period. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2) of this Regulation.
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 2 Scope):
For the purposes of this Regulation, the vehicles referred to in points (a), (b) and (c) of the first subparagraph shall be referred to as heavy-duty vehicles. Vehicles falling under point (a) or (b) of the first subparagraph shall be referred to as heavy-duty motor vehicles. The vehicle categories referred to in this Regulation refer to the vehicle categories as defined in Article 4 of Regulation (EU) 2018/858 and in Annex I thereto. 2. For the purposes of this Regulation, heavy-duty vehicles shall be considered as new heavy-duty vehicles in a given reporting period, if they are registered in the Union for the first time in that reporting period and have not been previously registered outside the Union. A previous registration outside the Union that was made less than three months before registration in the Union shall not be taken into account. This Regulation shall not apply to heavy-duty vehicles that are registered for the first time for a period not exceeding one month and that are registered for the sole purpose of transfer to a country outside the Union. 3. The Commission shall, by means of implementing acts, adopt a specific procedure for identifying heavy-duty vehicles that are certified as vocational vehicles pursuant to Regulation (EC) No 595/2009 and its implementing measures but are not registered as such, and shall apply corrections to the annual average specific CO 2 emissions of a manufacturer to take those vehicles into account, starting from the reporting period of the year 2021 and for each subsequent reporting period. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2) of this Regulation.
Article 3 Definitions
For the purposes of this Regulation, the following definitions apply: (1) ‘reference CO 2 emissions’ means the average of the specific CO 2 emissions in the reference period referred to in the second paragraph of Article 1 of all new heavy-duty vehicles in each of the vehicle sub-groups, excluding vocational vehicles, determined in accordance with point 3 of Annex I; (2) ‘specific CO 2 emissions’ means the CO 2 emissions of an individual heavy-duty vehicle determined in accordance with point 2.1 of Annex I; (3) ‘reporting period of the year Y’ means the period from 1 July of the year Y to 30 June of the year Y+1; (4) ‘average specific CO 2 emissions’ means the average of the specific CO 2 emissions of a manufacturer’s new heavy-duty vehicles in a given reporting period determined in accordance with point 2.7 of Annex I; (5) ‘specific CO 2 emissions target’ means the CO 2 emissions target of an individual manufacturer, expressed in g/tkm and determined annually for the preceding reporting period in accordance with point 4 of Annex I; (6) ‘rigid lorry’ means a lorry that is not designed or constructed for the towing of a semi-trailer; (7) ‘tractor’ means a tractor unit that is designed and constructed exclusively or principally to tow semi-trailers; (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 CO 2 emissions and fuel consumption of those vehicles; (9) ‘vocational vehicle’ means a heavy-duty vehicle for which the CO 2 emissions and fuel consumption have been determined, in accordance with Regulation (EC) No 595/2009 and its implementing measures, only for mission profiles other than those defined in point 2.1 of Annex I to this Regulation; (10) ‘manufacturer’ means the person or body responsible for submitting the data related to new heavy-duty vehicles pursuant to Article 5 of Regulation (EU) 2018/956 or, in the case of zero-emission heavy-duty vehicles, the person or body responsible to the approval authority for all aspects of the EC whole vehicle type-approval procedure or of the individual approval procedure in accordance with Directive 2007/46/EC and for ensuring conformity of production; (12) ‘low-emission heavy-duty vehicle’ means a heavy-duty vehicle, other than a zero-emission heavy-duty vehicle, with specific CO 2 emissions of less than half of the reference CO 2 emissions of all vehicles in the vehicle sub-group to which the heavy-duty vehicle belongs, as determined in accordance with point 2.3.3 of Annex I; (13) ‘mission profile’ means a combination of a target speed cycle, a payload value, a body or trailer configuration and other parameters, if applicable, reflecting the specific use of a vehicle, on the basis of which official CO 2 emissions and fuel consumption of a heavy-duty vehicle are determined; (14) ‘target speed cycle’ means the description of the vehicle velocity, which the driver wants to reach or to which he is limited by traffic conditions, as a function of the distance covered in a trip; (15) ‘payload’ means the weight of the goods that a vehicle is carrying under different conditions.
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 3 Definitions):
For the purposes of this Regulation, the following definitions apply: (1) ‘reference CO 2 emissions’ means the average of the specific CO 2 emissions in the reference period of all new heavy-duty vehicles in each of the vehicle sub-groups, determined in accordance with point 3 of Annex I; (2) ‘specific CO 2 emissions’ means the CO 2 emissions of an individual heavy-duty vehicle determined in accordance with point 2.1 of Annex I; (3) ‘reporting period of the year Y’ means the period from 1 July of the year Y to 30 June of the year Y+1; (3a) ‘reporting period’ means the period from 1 July of a given year to 30 June of the following year; (3b) ‘reference period’ means the reporting period of a given year with respect to which the regulatory CO 2 emissions reduction obligations for a certain vehicle sub-group are specified under this Regulation; (4) ‘average specific CO 2 emissions’ means the average of the specific CO 2 emissions of a manufacturer’s new heavy-duty vehicles in a given reporting period determined in accordance with point 2.7 of Annex I; (5) ‘specific CO 2 emissions target’ means the CO 2 emissions target of an individual manufacturer, determined annually for the preceding reporting period in accordance with point 4 of Annex I; (6) ‘rigid lorry’ means a lorry that is not designed or constructed for the towing of a semi-trailer; (7) ‘tractor’ means a tractor unit that is designed and constructed exclusively or principally to tow semi-trailers; (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 CO 2 emissions and fuel consumption of those vehicles; (9) ‘vocational vehicle’ means a heavy-duty vehicle intended to be used for specific duties which, according to the information in its certificate of conformity, as reported by Member States, fulfils the criteria laid down in point 1.2 of Annex I; (10) ‘manufacturer’ means the person or body to which the vehicles registered in a given period have been attributed in accordance with Article 7a; (10a) ‘reporter’ means an entity which is responsible for the reporting of data to the Commission; (12) ‘low-emission heavy-duty vehicle’ means a heavy-duty vehicle, other than a zero-emission heavy-duty vehicle, with specific CO 2 emissions of less than half of the reference CO 2 emissions of all vehicles in the vehicle sub-group to which the heavy-duty vehicle belongs, as determined in accordance with point 2.3.4 of Annex I; (13) ‘mission profile’ means a combination of a target speed cycle, a payload value, a body or trailer configuration and other parameters, if applicable, reflecting the specific use of a vehicle, on the basis of which official CO 2 emissions and fuel consumption of a heavy-duty vehicle are determined; (14) ‘target speed cycle’ means the description of the vehicle velocity, which the driver wants to reach or to which he is limited by traffic conditions, as a function of the distance covered in a trip; (15) ‘payload’ means the weight of the goods that a vehicle is carrying under different conditions; (17) ‘primary vehicle of a heavy-duty vehicle’ means a primary vehicle, for the simulation of which a generic body is allocated that corresponds to the actual body of the heavy-duty vehicle with regard to its floor (low/high) deck (single/double) configurations and any other parameters as applicable; (20) ‘off-road vehicle’ means an off-road vehicle as defined in Part A, point 2.1, of Annex I to Regulation (EU) 2018/858; (22) ‘off-road special purpose vehicle’ means an off road special purpose vehicle as defined in Part A, point 2.3.1, of Annex I to Regulation (EU) 2018/858; For the purposes of this Regulation, ‘a group of connected manufacturers’ means a manufacturer and its connected undertakings. In relation to a manufacturer, ‘connected undertakings’ means: (b) undertakings which directly or indirectly have, over the manufacturer, the right or powers referred to in point (a); (e) undertakings in which the right or the powers referred to in point (a) are jointly held by the manufacturer or one or more of its connected undertakings referred to in points (a) to (d) and one or more third parties.
Article 4 Average specific CO 2 emissions of a manufacturer
Starting from 1 July 2020, and in each subsequent reporting period, the Commission shall determine for each manufacturer the average specific CO 2 emissions in g/tkm for the preceding reporting period, by taking the following into account: (a) the data reported pursuant to Regulation (EU) 2018/956 for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period, excluding vocational vehicles; and (b) the zero- and low-emission factor determined in accordance with Article 5. The average specific CO 2 emissions shall be determined in accordance with point 2.7 of Annex I.
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 4 Average specific CO 2 emissions of a manufacturer):
Starting from 1 July 2020, and in each subsequent reporting period, the Commission shall determine for each manufacturer the average specific CO emissions in g/tkm for the preceding reporting period, by taking the following into account: (a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period; (b) the zero- and low-emission factor determined in accordance with Article 5; and (c) in the reporting periods of the years 2030 to 2034, new zero-emission vocational vehicles falling within the scope of point 1.1.1 of Annex I. The average specific CO 2 emissions shall be determined in accordance with point 2.7 of Annex I.
Article 5 Zero- and low-emission heavy-duty vehicles
1. Starting from 1 July 2020 and for each subsequent reporting period, the Commission shall determine for each manufacturer the zero- and low-emission factor for the preceding reporting period. The zero- and low-emission factor shall take into account the number and the CO 2 emissions of zero- and low-emission heavy-duty vehicles in the manufacturer’s fleet in a reporting period, including zero-emission heavy-duty vehicles referred to in the second subparagraph of Article 2(1), as well as zero- and low-emission vocational vehicles and shall be determined in accordance with point 2.3 of Annex I. 2. For the reporting periods 2019 to 2024, the zero- and low-emission heavy-duty vehicles shall be counted as follows for the purposes of paragraph 1: (a) a zero-emission heavy-duty vehicle shall be counted as two vehicles; and (b) a low-emission heavy-duty vehicle shall be counted as up to two vehicles according to a function of its specific CO 2 emissions and the low-emission threshold of the vehicle sub-group to which the vehicle belongs as defined in point 2.3.3 of Annex I. The zero- and low-emission factor shall be determined in accordance with point 2.3.1 of Annex I. 3. For the reporting periods from 2025, onwards 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. 4. The zero- and low-emission factor shall reduce the average specific CO 2 emissions of a manufacturer by a maximum of 3 %. The contribution of the zero-emission heavy-duty vehicles referred to in the second subparagraph of Article 2(1) to that factor shall reduce the average specific CO 2 emissions of a manufacturer by a maximum of 1,5 %.
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 5 Zero- and low-emission heavy-duty vehicles):
1. Starting from 1 July 2020 and for each subsequent reporting period until the reporting period of the year 2029, the Commission shall determine for each manufacturer the zero- and low-emission factor for the preceding reporting period. The zero- and low-emission factor shall take into account the number and the CO 2 emissions of all zero- and low-emission heavy-duty vehicles of category N in the manufacturer’s fleet. 2. For the reporting periods 2019 to 2024, the zero- and low-emission heavy-duty vehicles shall be counted as follows for the purposes of paragraph 1: (a) a zero-emission heavy-duty vehicle shall be counted as two vehicles; and (b) a low-emission heavy-duty vehicle shall be counted as up to two vehicles according to a function of its specific CO 2 emissions and the low-emission threshold of the vehicle sub-group to which the vehicle belongs as defined in point 2.3.3 of Annex I. The zero- and low-emission factor shall be determined in accordance with point 2.3.1 of Annex I. 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. 4. The zero- and low-emission factor shall reduce the average specific CO 2 emissions of a manufacturer by a maximum of 3 %. The contribution to that factor of the zero-emission heavy-duty vehicles of category N, other than those in vehicle sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD or 10-LH, shall reduce the average specific CO 2 emissions of a manufacturer by a maximum of 1,5 %.
Article 6 Specific CO 2 emissions targets of a manufacturer
Starting from 1 July 2026 and in each subsequent reporting period, the Commission shall determine for each manufacturer a specific CO 2 emissions target for the preceding reporting period. That specific CO 2 emissions target shall be the sum, over all vehicle sub-groups, of the products of the following values: (b) the reference CO 2 emissions; (c) the manufacturer’s share of vehicles in each vehicle sub-group; (d) the annual mileage and payload weighting factors applied to each vehicle sub-group. The specific CO 2 emissions target shall be determined in accordance with point 4 of Annex I.
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 6 Specific CO 2 emissions targets of a manufacturer):
For the reporting period of the year 2025 and for each subsequent reporting period, the Commission shall determine for each manufacturer a specific CO 2 emissions target for the preceding reporting period. That target shall be determined in accordance with point 4.1 of Annex I.
Article 7 Emission credits and emission debts
1. For the purpose of determining a manufacturer’s compliance with its specific CO 2 emissions targets in the reporting periods of the years 2025 to 2029, account shall be taken of its emission credits or emission debts determined in accordance with point 5 of Annex I, which correspond to the number of new heavy-duty vehicles, excluding vocational vehicles, of the manufacturer in a reporting period, multiplied by: (a) the difference between the CO 2 emissions reduction trajectory as referred to in paragraph 2 and the average specific CO 2 emissions of that manufacturer, if that difference is positive (‘emission credits’); or (b) the difference between the average specific CO 2 emissions and the specific CO 2 emissions target of that manufacturer, if that difference is positive (‘emission debts’). 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 CO 2 emissions target of the reporting period of the year 2025 only. Emission debts shall be acquired in the reporting periods of the years 2025 to 2029. However, the total emission debt of a manufacturer shall not exceed 5 % of the manufacturer’s specific CO 2 emissions target in the reporting period of the year 2025 multiplied by the number of heavy-duty vehicles of the manufacturer in that period (‘emission debt limit’). Emission credits and emission debts acquired in the reporting periods of the years 2025 to 2028 shall, where applicable, be carried-over from one reporting period to the next reporting period. Any remaining emission debts shall be cleared in the reporting period of the year 2029. 2. The CO 2 emissions reduction trajectory shall be set for each manufacturer in accordance with point 5.1 of Annex I, based on a linear trajectory between the reference CO 2 emissions referred to in the second paragraph of Article 1 and the CO 2 emissions target for the reporting period of the year 2025 as specified in point (a) of the first paragraph of that Article, and between the CO 2 emissions target for the reporting period of the year 2025 and the CO 2 emissions target for the reporting periods of the year 2030 onwards as specified in point (b) of the first paragraph of that Article.
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 7 Emission credits and emission debts):
1. For the purpose of determining a manufacturer’s compliance with its specific CO 2 emissions targets in the reporting periods of the years 2025 to 2039, account shall be taken of its emission credits or emission debts determined in accordance with point 5 of Annex I, which correspond to the number of new heavy-duty vehicles of the manufacturer in a reporting period, multiplied by: (a) the difference between the CO 2 emissions reduction trajectory as referred to in paragraph 2 and the average specific CO 2 emissions of that manufacturer, if that difference is positive (‘emission credits’); or (b) the difference between the average specific CO 2 emissions and the specific CO 2 emissions target of that manufacturer, if that difference is positive (‘emission debts’). Emission credits shall be acquired in the reporting periods of the years 2019 to 2039 . 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 CO 2 emissions target of the reporting period of the year 2025 only. Emission debts shall be acquired in the reporting periods of the years 2025 to 2039. However, the total emission debt of a manufacturer shall not exceed 5 % of the manufacturer’s specific CO 2 emissions target multiplied by the number of heavy-duty vehicles of the manufacturer in that period (‘emission debt limit’). 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 years 2029, 2034 and 2039. Emission credits shall be taken into account for the purpose of determining the manufacturer’s compliance with its specific CO 2 emissions target only in any of the reporting periods of the 7 years that follow the reporting period during which they have been acquired.
Article 8 Compliance with the specific CO 2 emissions targets
1. Where a manufacturer is found, pursuant to paragraph 2, to have excess CO 2 emissions in a given reporting period from 2025 onwards, the Commission shall impose an excess CO 2 emissions premium, calculated in accordance with the following formula: (a) from 2025 to 2029, (Excess CO 2 emissions premium) = (Excess CO 2 emissions × 4 250 EUR/gCO 2 /tkm) (b) from 2030 onwards, (Excess CO 2 emissions premium) = (Excess CO 2 emissions × 6 800 EUR/gCO 2 /tkm). The excess CO 2 emissions in a given reporting period shall be calculated in accordance with point 6 of Annex I. 3. The Commission shall, by means of implementing acts, determine the means for collecting excess CO 2 emissions premiums under paragraph 1 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). 4. The excess CO 2 emissions premiums shall be considered as revenue for the general budget of the European Union.
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 8 Compliance with the specific CO 2 emissions targets):
1. Where a manufacturer is found, pursuant to paragraph 2, to have excess CO 2 emissions in a given reporting period from 2025 onwards, the Commission shall impose an excess CO 2 emissions premium, calculated in accordance with the following formula: (excess CO 2 emissions premium) = (excess CO 2 emissions × 4 250 EUR/gCO 2 /tkm). 3. The Commission shall, by means of implementing acts, determine the means for collecting excess CO 2 emissions premiums under paragraph 1 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). 4. The excess CO 2 emissions premiums shall be considered as revenue for the general budget of the European Union.
Article 9 Verification of the monitoring data
1. Type-approval authorities shall, without delay, report to the Commission any deviations in the CO 2 emission values of heavy-duty vehicles in service as compared to the values that are indicated in certificates of conformity or in the customer information file referred to in Article 9(4) of Regulation (EU) 2017/2400 as a result of verifications performed in accordance with the procedure referred to in Article 13 of this Regulation. 2. The Commission shall take the deviations referred to in paragraph 1 into account for the purpose of calculating the average specific CO 2 emissions of a manufacturer. 3. The Commission shall, by means of implementing acts, adopt detailed rules on the procedures for reporting such deviations and for taking them into account in the calculation of the average specific CO 2 emissions. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2).
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 9 Verification of the monitoring data):
2. The Commission shall take the deviations referred to in paragraph 1 into account for the purpose of calculating the average specific CO 2 emissions of a manufacturer and the reference CO 2 emissions. The Commission shall, where appropriate, amend the list referred to in Article 11(1). The Commission shall not be obliged to take deviations into account if the recalculation of the average specific CO 2 emissions of a manufacturer or the reference CO 2 emissions results in a deviation of less than 0,1 %. 3. The Commission shall, by means of implementing acts, adopt detailed rules on the procedures for reporting such deviations and for taking them into account in the calculation of the average specific CO 2 emissions. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2).
Article 10 Assessment of reference CO 2 emissions
In order to ensure the robustness and representativeness of the reference CO 2 emissions as a basis for determining the Union fleet-wide CO 2 emissions targets, the Commission shall, by means of implementing acts, establish the methodology for assessing the application of the conditions under which the reference CO 2 emissions have been determined and establish the criteria to determine whether those emissions have been unduly increased and, if so, how they are to be corrected. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2).
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 10 Assessment of reference CO 2 emissions):
1. In order to ensure the robustness and representativeness of the reference CO 2 emissions of vehicle sub-groups to which a reporting period of the year 2024 or later year applies as the reference period according to point 3.2 of Annex I, the Commission shall assess the application of the conditions under which the reference CO 2 emissions have been determined and determine whether those emissions have been unduly increased and, if so, how they are to be corrected. 2. If the Commission concludes that all or some of the reference CO 2 emissions are to be corrected, it shall adopt an implementing act to carry out those corrections, in accordance with the examination procedure referred to in Article 16(2).
Article 11 Publication of data and manufacturer performance
The list to be published by 30 April 2021 shall include the reference CO 2 emissions referred to in the second paragraph of Article 1. The Commission shall publish the adjusted reference CO 2 emissions values and shall apply those values for the calculation of the manufacturer specific CO 2 emissions targets applicable in the reporting periods starting from the date of application of the delegated acts adjusting the values.
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 11 Publication of data and manufacturer performance):
The list to be published by 30 April of the year following a year in which a reference period has ended shall include the reference CO 2 emissions determined in respect of that reference period. 3. Where the type-approval procedures referred to in Regulation (EC) No 595/2009 are amended as referred to in paragraph 2, point (a), of this Article, the implementing acts referred to in paragraph 2 of this Article shall either specify or establish a methodology for defining one or more representative vehicles of a vehicle sub-group, including their statistical weightings and the payload and passenger number values to be used for the determination of CO 2 emissions. That methodology shall be the basis for the calculation of the adjustment referred to in paragraph 2, point (a)(i), of this Article, taking into account the monitoring data reported pursuant to this Regulation and the technical characteristics referred to in Article 12(1) of Regulation (EU) 2017/2400. Those implementing acts shall be adopted in accordance with the examination procedure set out in Article 16(2) of this Regulation.
Article 12 Real-world CO 2 emissions and energy consumption
1. The Commission shall monitor and assess the real-world representativeness of the CO 2 emissions and energy consumption values determined within the framework of Regulation (EC) No 595/2009. Furthermore, the Commission shall regularly collect data on the real-world CO 2 emissions and energy consumption of heavy-duty vehicles using on-board fuel and/or energy consumption monitoring devices, starting with new heavy-duty vehicles registered from the date of application of the measures referred to in point (b) of Article 5c of Regulation (EC) No 595/2009. The Commission shall ensure that the public is informed of how that representativeness evolves over time. The Commission shall process the data received under the first subparagraph of this paragraph to create an anonymised and aggregated dataset, including per manufacturer, for the purposes of paragraph 1. The vehicle identification numbers shall be used only for the purpose of that data processing and shall not be retained longer than needed for that purpose. 3. In order to prevent the real-world emissions gap from growing, the Commission shall, not later than two years and five months following the date of application of the measures referred to in point (b) of Article 5c of Regulation (EC) No 595/2009, assess how fuel and energy consumption data may be used to ensure that the vehicle CO 2 emission and energy consumption values determined pursuant to that Regulation remain representative of real-world emissions over time for each manufacturer. The Commission shall monitor and report annually on how the gap referred to in the first subparagraph evolves, and shall, with a view to preventing an increase in that gap, assess, in 2027, the feasibility of a mechanism to adjust the manufacturer’s average specific CO 2 emissions as of 2030, and, if appropriate, submit a legislative proposal to put such a mechanism in place. 4. The Commission shall adopt, by means of implementing acts, the detailed procedure for collecting and processing the data referred to in paragraph 2 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2).
Article 13 Verification of the CO 2 emissions of heavy-duty vehicles in-service
1. Manufacturers shall ensure that the CO 2 emission and fuel consumption values recorded in the customer information file referred to in Article 9(4) of Regulation (EU) 2017/2400 correspond to the CO 2 emissions from and fuel consumption of heavy-duty vehicles in-service as determined in accordance with that Regulation. 2. Following the entry into force of the procedures referred to in paragraph 4, type-approval authorities shall verify, for those manufacturers to which they have granted a licence to operate the simulation tool in accordance with Regulation (EC) No 595/2009 and its implementing measures, on the basis of appropriate and representative vehicle samples, that the CO 2 emission and fuel consumption values recorded in the customer information files correspond to the CO 2 emissions from and fuel consumption of heavy-duty vehicles in-service as determined in accordance with that Regulation and its implementing measures, while considering, inter alia, using available data from on-board fuel and/or energy consumption monitoring devices. Type-approval authorities shall also verify the presence of any strategies on board or relating to the sampled vehicles that artificially improve the vehicle’s performance in the tests performed or in the calculations made for the purpose of certifying the CO 2 emissions and fuel consumption by, inter alia, using data from on-board fuel and/or energy consumption monitoring devices. 3. Where a lack of correspondence of CO 2 emission and fuel consumption values which cannot be attributed to a malfunctioning of the simulation tool, or the presence of any strategies artificially improving a vehicle’s performance, is found as a result of the verifications performed pursuant to paragraph 2, the responsible type-approval authority shall, in addition to taking the necessary measures set out in Chapter XI of Regulation (EU) 2018/858, ensure that the customer information files, the certificates of conformity and the individual approval certificates are corrected, as the case may be. 4. The Commission shall determine, by means of implementing acts, the procedures for performing the verifications referred to in paragraph 2 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). The Commission is empowered, prior to adopting the implementing acts referred to in the first subparagraph, to adopt a delegated act in accordance with Article 17, in order to supplement this Regulation by setting out the guiding principles and criteria for defining the procedures referred to in the first subparagraph.
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 13 Verification of the CO 2 emissions of heavy-duty vehicles in-service):
1. Manufacturers shall ensure that the CO 2 emission and fuel consumption values recorded in the customer information file referred to in Article 9(4) of Regulation (EU) 2017/2400 correspond to the CO 2 emissions from and fuel consumption of heavy-duty vehicles in-service as determined in accordance with that Regulation. 2. Following the entry into force of the procedures referred to in paragraph 4, type-approval authorities shall verify, for those manufacturers to which they have granted a licence to operate the simulation tool in accordance with Regulation (EC) No 595/2009 and its implementing measures, on the basis of appropriate and representative vehicle samples, that the CO 2 emission and fuel consumption values recorded in the customer information files correspond to the CO 2 emissions from and fuel consumption of heavy-duty vehicles in-service as determined in accordance with that Regulation and its implementing measures, while considering, inter alia, using available data from on-board fuel and/or energy consumption monitoring devices. Type-approval authorities shall also verify the presence of any strategies on board or relating to the sampled vehicles that artificially improve the vehicle’s performance in the tests performed or in the calculations made for the purpose of certifying the CO 2 emissions and fuel consumption by, inter alia, using data from on-board fuel and/or energy consumption monitoring devices. 3. Where a lack of correspondence of CO 2 emission and fuel consumption values which cannot be attributed to a malfunctioning of the simulation tool, or the presence of any strategies artificially improving a vehicle’s performance, is found as a result of the verifications performed pursuant to paragraph 2, the responsible type-approval authority shall, in addition to taking the necessary measures set out in Chapter XI of Regulation (EU) 2018/858, ensure that the customer information files, the certificates of conformity and the individual approval certificates are corrected, as the case may be. Where the data in the customer information files, the certificates of conformity and the individual approval certificates cannot be corrected under Regulation (EU) 2018/858, the responsible type-approval authority shall issue a statement of correction with the corrected data. It shall transmit that statement to the Commission and the parties concerned. 4. The Commission shall determine, by means of implementing acts, the procedures for performing the verifications referred to in paragraph 2 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). The Commission is empowered, prior to adopting the implementing acts referred to in the first subparagraph, to adopt a delegated act in accordance with Article 17, in order to supplement this Regulation by setting out the guiding principles and criteria for defining the procedures referred to in the first subparagraph.
Article 14 Amendments to Annexes I and II
2. Where the type-approval procedures laid down in Regulation (EC) No 595/2009 and its implementing measures are modified by amendments other than those referred to in points (b) and (c) of paragraph 1 of this Article in such a way that the level of the CO 2 emissions of the representative vehicles defined pursuant to this paragraph increase or decrease by more than 5 g CO 2 /km, the Commission shall, in accordance with point (b) of the first subparagraph of Article 11(2), apply an adjustment factor to the reference CO 2 emissions that is to be calculated in accordance with the formula set out in point 2 of Annex II. 3. The Commission shall, by means of implementing acts, establish a methodology for defining one or more representative vehicles of a vehicle sub-group, including their statistical weightings, on the basis of which the adjustment referred to in paragraph 2 of this Article shall be determined, taking into account the monitoring data reported pursuant to Regulation (EU) 2018/956 and the technical characteristics of the vehicles listed in Article 12(1) of Regulation (EU) 2017/2400. Those implementing acts shall be adopted in accordance with the examination procedure set out in Article 16(2) of this Regulation.
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Article 15 Review and report
1. By 31 December 2022, the Commission shall submit a report to the European Parliament and to the Council on the effectiveness of this Regulation, on the CO 2 emissions reduction target and the level of the incentive mechanism for zero- and low-emission heavy-duty vehicles applicable from 2030, on setting CO 2 emissions reduction targets for other types of heavy-duty vehicles, including trailers, buses and coaches, and vocational vehicles, and on the introduction of binding CO 2 emissions reduction targets for heavy-duty vehicles for 2035 and 2040 onwards. The 2030 target shall be assessed in accordance with the European Union commitments under the Paris Agreement. 3. The report referred to in paragraph 1 shall, where appropriate, be accompanied by a legislative proposal to amend this Regulation. 4. As part of the evaluation pursuant to Article 15(5) of Regulation (EU) 2019/631, the Commission shall evaluate the possibility to assign the revenues from the excess CO 2 emissions premiums to a specific fund or a relevant programme, with the objective of ensuring a just transition towards a climate-neutral economy as referred to in Article 4.1 of the Paris Agreement, in particular to support re-skilling, up-skilling and other skills training and reallocation of workers in the automotive sector in all affected Member States, in particular in the regions and the communities most affected by the transition. The Commission shall, if appropriate, submit a legislative proposal to that effect by 2027 at the latest. 5. The Commission shall, not later than 2023, evaluate the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full life-cycle CO 2 emissions of new heavy-duty vehicles that are placed on the Union market. The Commission shall transmit that evaluation, including where appropriate proposals for follow-up measures, such as legislative proposals, to the European Parliament and to the Council.
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 15 Review):
1. By 31 December 2027, the Commission shall review the effectiveness and impact of this Regulation, in particular as regards the objective of climate neutrality at the latest by 2050, and submit a report to the European Parliament and to the Council with the results of that review. In that report, the Commission shall particularly assess: (a) the number of registrations of zero-emission heavy-duty vehicles in Member States; (b) the progress in the deployment of public and private alternative fuels recharging and refuelling infrastructure for heavy-duty vehicles covered by this Regulation, as well as the existence of infrastructural constraints in third countries on the operation of newly EU-registered heavy-duty vehicles outside the Union; (c) the impact 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; special emphasis shall be placed on the impact on peripheral Member States and on the impact on the transport of perishable goods; (d) whether the continuation of the exemption set out in Article 6b for manufacturers producing few vehicles is still justified; (e) the impact of establishing minimum energy-efficiency thresholds for new zero-emission heavy-duty vehicles placed on the Union market; (f) the level of the excess CO 2 emissions premium, to ensure that it exceeds the average marginal costs of the technologies needed to meet the CO 2 emissions reduction targets; (h) any specific constraints in complying with Article 3d(1) due to socio-economic cost benefits in view of specific territorial morphology or meteorological circumstances, as well as recent investments in biomethane already made by public authorities; (i) the role of a carbon correction factor in the transition towards zero-emission mobility in the heavy-duty vehicles sector; (j) the role of a methodology for registering heavy-duty vehicles running exclusively on CO 2 neutral fuels, in conformity with Union law and with the Union climate-neutrality objective; (k) whether the creation of new vehicle sub-groups for EHC lorries has led to an undue increase in engine rated power; (l) the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full lifecycle CO 2 emissions of new heavy-duty vehicles that are placed on the Union market; (m) options to consider zero-emission heavy-duty vehicles which have been retrofitted from conventional heavy-duty vehicles previously registered, for the purposes of compliance assessment under this Regulation. That report shall, where appropriate, be accompanied by a legislative proposal to amend this Regulation. 2. 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 heavy-duty vehicles sector and the appropriate framework of measures, including financial incentives, to achieve that deployment. Based on that analysis, the Commission shall, where appropriate, make additional legislative proposals or shall make recommendations to the Member States.
Article 16 Committee procedure
1. The Commission shall be assisted by the Climate Change Committee referred to in point (a) of Article 44(1) of Regulation (EU) 2018/1999 of the European Parliament and of the Council ( 5 ). That committee shall be a committee within the meaning of Regulation (EU) No 182/2011. 2. Where reference is made to this paragraph, Article 5 of Regulation (EU) No 182/2011 shall apply. 3. Where the committee delivers no opinion, the Commission shall not adopt the draft implementing act and the third subparagraph of Article 5(4) of Regulation (EU) No 182/2011 shall apply.
Article 17 Exercise of the delegation
1. The power to adopt delegated acts is conferred on the Commission subject to the conditions laid down in this Article. 2. The power to adopt delegated acts referred to in Article 11(2), the second subparagraph of Article 13(4) and Article 14(1) shall be conferred on the Commission for a period of five years from 14 August 2019. The Commission shall draw up a report in respect of the delegation of power not later than nine months before the end of the five-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension not later than three months before the end of each period. 3. The delegation of power referred to in Article 11(2), the second subparagraph of Article 13(4) and Article 14(1) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated act already in force. 4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. 5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council. 6. A delegated act adopted pursuant to Article 11(2), the second subparagraph of Article 13(4) and Article 14(1) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and to the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.
Amendment rationale: CONTEXT OF THE PROPOSAL Reasons for and objectives of the proposal As one of the key elements of the European Green Deal , which sets the Commission’s commitment to tackling climate and environmental-related challenges, t he European Climate Law enshrines in legislation the EU's commitment to reach the climate neutrality target by 2050 and raise the intermediate ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990. This is in line with the EU’s commitment to global climate action under the Paris Agreement. The crisis linked to the invasion of Ukraine by Russia makes the case to reduce EU dependency on fossil fuel even stronger, as highlighted in the REPowerEU plan , setting out actions to save energy, diversify supply, substitute fossil fuels and carry out smart investments and reforms in all economic sectors. Road transport, in particular, is responsible for one fifth of the total greenhouse gas emissions in the EU, and its emissions show an increasing trend. The case for moving to zero-emission mobility becomes even stronger and clearer in view of reducing as quickly as possible EU energy dependency, considering that road transport is also responsible for one third of all final energy consumed in the EU. In this respect, the REPowerEU Plan underlines the need to enhance energy savings and efficiencies in the transport sector and accelerate the transition towards zero-emission vehicles combining electrification and fossil-free hydrogen to replace fossil fuels. In order to deliver on these increased climate targets, in July 2021 the Commission adopted a comprehensive package of consistent policy proposals as part of the 'Fit for 55' package ’ . . Transport is also responsible for more than two thirds of all NOx emissions and accounts for a significant proportion (around 10 % or more) of the total emissions of other pollutants. Road transport, in particular, continues to account for a significant proportion of emissions of all the main air pollutants (with the exception of SO x ). Without further measures, this sector will not provide a sufficient contribution to the climate and zero pollution objectives for 2030 and 2050 and to reduce EU energy dependency. The policy scenarios that underpin the Climate target Plan and the Fit for 55 package show that increased ambition will be necessary for the reduction of CO 2 emissions from HDVs, alongside policies to improve the freight transport systems, including modal shift. The heavy-duty vehicle (HDV) sector is responsible for more than a quarter of GHG emissions from road transport in the EU and for over 6% of total EU GHG emissions. In 2019, GHG emissions from HDVs were 44% and 37% higher than emissions from total aviation and maritime transport respectively Overall the automotive industry is of key importance for the EU economy and accounts for over 7% of the EU's GDP. It provides jobs - directly or indirectly, in manufacturing, sales, maintenance, construction and transport and transport services - to 14.6 million Europeans. The EU is among the world's biggest producers of motor vehicles and demonstrates technological leadership in this sector. EU automotive investment in R&D amounts to €60.9 billion annually. The importance of the heavy-duty sector within the automotive industry is significant, with many major production sites for heavy-duty vehicles in the EU. While the number of annually produced new heavy-duty vehicles in the EU of about 500 000 units is significantly smaller than the number of cars, the value added per unit produced is significantly higher for heavy-duty vehicles. The automotive sector is undergoing a significant structural transformation, including changes in clean and digital technologies, in particular the shift from internal combustion engines towards zero- and low-emission technologies, as well as increasingly connected vehicles. The ambition should be to empower the automotive sector to continue and strengthen its leadership in the technologies of the future. The HDV CO 2 emission standards are key drivers for reducing CO 2 emissions in the sector. The general objective of this proposal is to provide new emission standards to reduce CO 2 emissions and contribute to the shift to zero-emission mobility in the broader context of increased EU climate ambition by 2030 and EU climate neutrality by 2050. The proposal serves three specific objectives. The first is to reduce CO 2 emissions from heavy-duty vehicles cost-effectively , in line with the EU climate goals while contributing to improving EU energy security . Considering that the effect of the HDV CO 2 emission standards on the reduction of emissions from the stock of vehicles is not immediate, and considering the dynamics of the fleet renewal, early action is important to ensure the achievement of the long-term objective. The second specific objective is to provide benefits for European transport operators and users, most of which are SMEs, resulting from a wider deployment of more energy-efficient vehicles . The HDV CO 2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles so that consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from their use, hence decreasing the total cost of ownership of such vehicles. The third specific objective is to strengthen the EU’s industrial technological and innovation leadership by channelling investments into zero-emission technologies . While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them worldwide, it needs to increasingly channel investments in zero-emission technologies to become a leading actor in the ongoing global transition towards zero-emission mobility.
Revised version (Article 17 Exercise of the delegation):
1. The power to adopt delegated acts is conferred on the Commission subject to the conditions laid down in this Article. 2. The power to adopt delegated acts referred to in Article 3d(3), Article 13(4), second subparagraph, Article 13d(2), Article 13f(2) and Article 14(1), (2) and (3) shall be conferred on the Commission for a period of five years from 26 June 2024. e Commission shall draw up a report in respect of the delegation of power not later than nine months before the end of the five-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension not later than three months before the end of each period. 3. The delegation of power referred to in Article 3d(3), Article 13(4), second subparagraph, Article 13d(2), Article 13f(2) and Article 14(1), (2) and (3) may be revoked at any time by the European Parliament or by the Council. decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated act already in force. 4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. 5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council. 6. A delegated act adopted pursuant to Article 3d(3), Article 13(4), second subparagraph, Article 13d(2), Article 13f(2) and Article 14(1), (2) and (3) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and to the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. at period shall be extended by two months at the initiative of the European Parliament or of the Council.
Article 19 Amendments to Regulation (EU) 2018/956
Regulation (EU) 2018/956 is amended as follows: (2) in Article 4, paragraph 1 is replaced by the following: ‘1. Starting from 1 January 2019, Member States shall monitor the data specified in Part A of Annex I relating to new heavy-duty vehicles registered for the first time in the Union. By 30 September each year, starting in 2020, the competent authorities of the Member States shall report those data of the previous reporting period of 1 July to 30 June to the Commission in accordance with the reporting procedure set out in Annex II. With regard to 2019, the data reported by 30 September 2020 shall include data monitored from 1 January 2019 to 30 June 2020. Data relating to new heavy-duty vehicles that were registered previously outside the Union shall not be monitored and reported, unless that registration was made less than three months before registration in the Union.’; (3) in Article 5, paragraph 1 is replaced by the following: ‘1. From the starting years set out in point 1 of Part B of Annex I, manufacturers of heavy-duty vehicles shall monitor the data specified in point 2 of Part B of Annex I, for each new heavy-duty vehicle. By 30 September each year, from the starting years set out in point 1 of Part B of Annex I, manufacturers of heavy-duty vehicles shall report those data for each new heavy-duty vehicle with a date of simulation falling within the preceding reporting period of 1 July to 30 June to the Commission in accordance with the reporting procedure set out in Annex II. With regard to 2019, manufacturers shall report the data for each new heavy-duty vehicle with a date of simulation falling within the period 1 January 2019 to 30 June 2020. The date of simulation shall be the date reported in accordance with data entry 71 in point 2 of Part B of Annex I.’;
Article 21 Entry into force
This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union