Explanatory Memorandum to COM(2021)556 - Amendment of 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles - Main contents
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This page contains a limited version of this dossier in the EU Monitor.
| dossier | COM(2021)556 - Amendment of 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light ... |
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| source | COM(2021)556  |
| date | 14-07-2021 |
1. CONTEXT OF THE PROPOSAL
• Reasons for and objectives of the proposal
The European Green Deal Communication1 launched a new growth strategy for the EU that aims to transform the EU into a fair and prosperous society, with a modern, resource-efficient and competitive economy. It reaffirms the Commission’s ambition to increase its climate targets and make Europe the first climate-neutral continent by 2050. Furthermore, it aims to protect the health and well-being of citizens from environment-related risks and impacts. The necessity and value of the European Green Deal have only grown in light of the very severe effects of the COVID-19 pandemic on the health and economic well-being of the Union’s citizens.
Tackling climate change is an urgent challenge. In line with the scientific findings of the Intergovernmental Panel on Climate Change (IPCC) Special Report global net-zero CO2 emissions need to be achieved around 2050, and neutrality for all other greenhouse gases later in the century. This urgent challenge requires the EU to step up its action and demonstrate global leadership by becoming climate neutral by 2050. This objective is set out in the Communication ‘A Clean Planet for all’ - A European strategic long-term vision for a prosperous, modern, competitive and climate-neutral economy’2.
Based on a comprehensive impact assessment, the Commission’s Communication of September 2020 on Stepping up Europe’s 2030 climate ambition3 proposed to raise the EU's ambition and put forward a comprehensive plan to increase the European Union’s binding target for 2030 towards at least 55% net emission reduction, in a responsible way. Raising the 2030 ambition now helps give certainty to policymakers and investors, so that decisions made in the coming years do not lock in emission levels inconsistent with the EU’s objective to be climate neutral by 2050. The 2030 target is in line with the Paris Agreement objective to keep the global temperature increase to well below 2°C and pursue efforts to keep it to 1.5°C.
The European Council endorsed the new EU binding target for 2030 at its meeting of December 20204. It also called on the Commission “to assess how all economic sectors can best contribute to the 2030 target and to make the necessary proposals, accompanied by an in-depth examination of the environmental, economic and social impact at Member State level, taking into account national energy and climate plans and reviewing existing flexibilities”.
To this end, the European Climate Law, as agreed with the co-legislators, will make the EU’s climate neutrality target legally binding, and raise the 2030 ambition by setting the target of at least 55% net emission reduction by 2030 compared to 1990.
In order to follow the pathway proposed in the European Climate Law, and deliver this increased level of ambition for 2030, the Commission has reviewed the climate and energy legislation currently in place that is expected to only reduce greenhouse gas emissions by 40% by 2030 and by 60% by 2050.
This ‘fit for 55’ legislative package, as announced in the Commission’s Climate Target Plan5, is the most comprehensive building block in the efforts to implement the ambitious new 2030 climate target, and all economic sectors and policies will need to make their contribution, including road transport.
Transport is the only sector where greenhouse gas (GHG) emissions have been on the rise. The GHG emissions from road transport are no exception. They represent almost 20% of total EU GHG emissions and have significantly increased since 1990. Air quality continues to be impacted by traffic and congestion, leading to increasing number of cities introducing low- and zero-emission zones restricting local access for vehicles with internal combustion engines and to certain Member States announcing the phase-out of sales of internal combustion engine cars.
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 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, especially in the face of international competition.
The Commission’s Strategy for Sustainable and Smart Mobility6 addresses the broader challenges of the transition to zero-emission mobility and sets out a roadmap for putting European transport firmly on the right track for a sustainable and smart future.
The Strategy’s accompanying Action Plan includes policies aimed, amongst others, at boosting the uptake of zero-emission vehicles and related infrastructure. The shift toward zero-emission vehicles will prevent pollution and improve the health of our citizens; this is also supporting the Zero Pollution Ambition of the European Green Deal, as articulated in the Zero Pollution Action Plan7.
The CO2 emission standards for passenger cars and light commercial vehicles are key drivers for reducing CO2 emissions in the sector, as shown in the Communication on Stepping up Europe’s 2030 climate ambition.
The general objectives of this proposal are to contribute to achieving climate neutrality by 2050 and to this end, in line with the European Climate Law, to contribute to reaching at least 55% net greenhouse gas emission reductions by 2030 compared to 1990.
The proposal serves three specific objectives. The first is to contribute to the 2030 and 2050 climate objectives by reducing CO2 emissions from cars and light commercial vehicles.
Considering that the effect of the CO2 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 to consumers and citizens from a wider deployment of zero-emission vehicles. The key expected benefits concern not only improved air quality, in particular in cities. The CO2 emission performance standards trigger manufacturers to increase the supply of zero-emission vehicles, and with that increased supply consumers can benefit from more affordable zero-emission vehicle models and significant energy savings from the use of zero-emission vehicles, hence decreasing the total cost of ownership of such vehicles.
The third specific objective is to stimulate innovation in zero-emission technologies, thus strengthening the technological leadership of the automotive value chain and stimulating employment in the EU. While the automotive sector has been successful in developing and manufacturing advanced internal combustion engine vehicle technologies and marketing them world-wide, it needs to increasingly channel investments in zero-emission technologies. Within this global context, also the EU automotive chain must be a leading actor in the ongoing global transition towards zero-emission mobility. The proposal is technology neutral and will be accompanied by measures to boost zero-emission fuels and the charging infrastructure.
Additional co-benefits are expected to be the increased energy efficiency and energy security.
• Consistency with existing policy provisions in the policy area
This ‘fit for 55’ climate and energy package is a comprehensive step in overhauling Union legislation to align it with the EU’s increased climate ambition. All initiatives in the package are closely interlinked.
This legislative proposal on the CO2 emission standards for cars and light commercial vehicles is complementary to the other proposals made in the package and maintains consistency, in particular, with the following measures.
By ensuring a reduction of road transport emissions, the CO2 emission standards notably support Member States in meeting their targets under the Effort Sharing Regulation (EU) 2018/8428. Since they incentivise electrification of vehicles they contribute both to the energy efficiency objectives and by providing a complementary route to using renewable energy also to the renewables objective.
There are clear complementarities between the CO2 emission standards and the emissions trading for buildings and road transport. The CO2 emission standards address the supply of more fuel efficient and zero-emission vehicles, setting requirements on vehicle manufacturers with regard to their new vehicles fleets. The extension of emissions trading concerns the fuel use in the entire vehicle stock. It could increase both the demand for more fuel-efficient vehicles and for zero emission vehicles, thus facilitating the fulfilment of the CO2 efficiency objectives of the vehicle manufacturers.
The CO2 emission standards, supplying new zero-emission vehicles to the market, are also a complementary measure to the Renewable Energy Directive (EU) 2018/20019, which will decarbonise the production of electricity used in electric vehicles and incentivise the uptake of renewable and low carbon fuels for the combustion engine vehicles in the stock.
There are also important synergies between CO2 emission standards and a strengthened emissions trading system (ETS)10 and the Renewable Energy Directive. The emissions trading system and the Renewable Energy Directive will drive decarbonisation of the power generation, so that zero-emission vehicles, incentivised by the CO2 emission standards, are progressively powered by renewable energy sources thus achieving decarbonisation of full well-to-wheel emissions.
Finally, while the CO2 emission standards ensure the supply of zero-emission vehicles, the Alternative Fuels Infrastructure Directive 2014/94/EU11, which incentivises the rollout of recharging and refuelling infrastructure, is a necessary complementary instrument to address the market barrier on the deployment of infrastructure. This in turn is also incentivised by the Effort Sharing Regulation, which also incentivises Member States to take action in their road transport sectors.
A combination of energy taxation, investment in charging and refuelling infrastructure, new carbon pricing and updated CO2 standards leads to a balanced and cost-effective approach for the reduction of emissions from road transport, addressing market barriers and failures as well as providing investors certainty to invest in zero-emission technologies.
• Consistency with other Union policies
The proposals of the ‘fit for 55’ package are consistent with all EU actions and policies and help the EU achieve the increased 2030 target and a successful and just transition towards the 2050 climate neutrality, as stated by the Commission in the European Green Deal Communication.
The ‘fit for 55’ package, the Next Generation EU and the Multiannual Financial Framework for 2021-2027 will help achieving the twin green and digital transitions that Europe is aiming for. The combination of these policies will address the economic crisis and accelerate the shift to a clean and sustainable economy, linking climate action and economic growth. The initiatives of the package are also consistent with the Union policies on a clean and circular economy, sustainable and smart mobility and the Zero Pollution Action Plan. If no ambitious action is taken to achieve zero-emission road transport, other sectors of the economy would have to contribute more to the overall EU emission reduction targets.
As announced in its Communication Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery12, the Commission will engage together with public authorities, stakeholders and social partners in a co-creation process to identify the green and digital transition pathways that will support the scale-up of the manufacturing of zero-emission vehicles, the rapid deployment of alternative fuels infrastructure and the associated up- and re-skilling of workers.
This initiative is also consistent with the EU’s policy for research and innovation. Support to the development of zero-emission technologies will also be foreseen under the EU’s Framework Programme for Research and Innovation, and in particular through Horizon Europe partnerships.
In addition, to reinforce consistency across policies, and as announced in its Communication Better regulation: Joining forces to make better laws13, the Commission is improving its better regulation guidelines to ensure that all its initiatives comply with the ‘do no significant harm’ principle thus abiding by the obligations set under the European Climate Law.
2. LEGAL BASIS, SUBSIDIARITY AND PROPORTIONALITY
• Legal basis
The legal basis for this proposal is Article 192 of the Treaty of the Functioning of the European Union (TFEU). In accordance with Article 191 and 192(1) TFEU, the European Union shall contribute to the pursuit, inter alia, of the following objectives: preserving, protecting and improving the quality of the environment; promoting measures at international level to deal with regional or worldwide environmental problems, and in particular combating climate change. Based on Article 192 of the TFEU, the Union has already adopted policies to address CO2 emissions from cars and light commercial vehicles through Regulation (EC) 443/2009 and Regulation (EU) 510/2011, which were repealed and replaced by Regulation (EU) 2019/631, in force since 1 January 2020.
• Subsidiarity (for non-exclusive competence)
Climate change is a trans-boundary problem, which cannot be solved by national or local action alone. Coordination of climate action must be taken at European level and, where possible, at global level. EU action is justified on grounds of subsidiarity as set out in Article 5 of the Treaty of the European Union. Since 1992, the European Union has worked to develop joint solutions and drive forward global action to tackle climate change. More specifically, action at EU level will provide for cost effective delivery of the 2030 and long-term emission reduction objectives while ensuring fairness and environmental integrity. Articles 191 to 193 of the TFEU confirm and specify EU competencies in the area of climate change.
In light of the emission reduction target for 2030, and in the perspective of the climate neutrality objective to be achieved by 2050, stronger EU action is needed to ensure a sufficiently high contribution of the road transport sector.
Although initiatives at the national, regional and local level can create synergies, alone they will not be sufficient. Lack of coordinated EU action via the strengthening of CO2 emission standards would translate into a risk of market fragmentation due to the diversity of national schemes, differing ambition levels and design parameters. On their own, individual Member States would also represent too small a market to achieve the same level of results, therefore, an EU wide approach is needed to drive industry level changes and to create economies of scale.
• Proportionality
This proposal complies with the proportionality principle because it does not go beyond what is necessary in order to achieve the Union’s objectives of reducing greenhouse gas emissions in a cost-effective manner, while ensuring fairness and environmental integrity.
The Climate Law agreed by the European Parliament and the Council has endorsed an overall economy-wide and domestic reduction in greenhouse gas emissions of at least 55% below 1990 levels by 2030 and climate neutrality by 2050. This proposal covers a significant proportion of those greenhouse gas emissions and avoids the need for more ambitious emission reductions in other sectors, where decarbonisation is more challenging. It revises the existing CO2 emission standards for cars and light commercial vehicles in order to achieve this objective.
• Choice of the instrument
The proposal provides for an amendment of Regulation (EU) 2019/631 and a Regulation is therefore the only appropriate legal instrument. Considering that Regulation (EU) 2019/631 was the result of a recent recast and that the amendments proposed only concern a limited number of provisions, a new recast and/or replacement of the existing Regulation is not considered appropriate.
3. RESULTS OF EX-POST EVALUATIONS, STAKEHOLDER CONSULTATIONS AND IMPACT ASSESSMENTS
• Ex-post evaluations/fitness checks of existing legislation
For most elements of the Regulation, the conclusions of the 2015 evaluation study14 reflected in the 2017 impact assessment15 remain valid. Some new obligations that were introduced in Regulation (EU) 2019/631 have not been evaluated, taking into account that they are either not yet applicable or have not yet been fully implemented. This concerns, in particular, the new 2025 and 2030 EU fleet-wide targets and the incentive mechanism for zero- and low-emission vehicles. However, a revision is necessary in order to bring the Regulation in line with the ambitions of the European Green Deal, the strengthened emission reduction targets of the European Climate Law and recent market developments. These changes were subject to an impact assessment.
• Stakeholder consultations
In order to collect evidence and ensure greater transparency, the Commission organised a public consultation for each of the proposals from 13 November 2020 to 5 February 2021. A detailed summary and the results of the public consultation are presented in Annex 2 to the Impact Assessment for this proposal.
Moreover, the Inception Impact Assessment was published on 29 October 2020 during 4 weeks.
Contents
- More precisely, for the purpose of this proposal, the Commission sought feedback from in particular the following stakeholders:
- - Member States (national, regional authorities)
- - Vehicle manufacturers
- - Component and materials suppliers
- - Energy suppliers
- - Vehicle purchasers (private, businesses, fleet management companies)
- - Drivers associations
- - Environmental, transport and consumer NGOs
- - Social partners
- In addition to the public consultation and the feedback on the inception impact assessment, feedback was also sought through the following means:
- The main outcomes can be summarised as follows:
- Improvements, as recommended by the Board, have been incorporated in the final version. This concerns the following:
More precisely, for the purpose of this proposal, the Commission sought feedback from in particular the following stakeholders:
In addition to the public consultation and the feedback on the inception impact assessment, feedback was also sought through the following means:
- Meetings with relevant industry associations representing vehicle manufacturers, components and materials suppliers, energy suppliers;
- Bilateral meetings with Member State authorities, vehicle manufacturers, suppliers, social partners and NGOs;
- Position papers submitted by stakeholders or authorities in the Member States.
The majority of industry respondents, public authorities and other stakeholders supported the objective of ‘reducing CO2 emissions from cars and vans to implement the 55% target by 2030 and 2050 climate neutrality objective’, while citizens had mixed views on this. The objective of ‘strengthening competitiveness, industrial leadership, innovation and stimulating employment in the EU automotive value chain’ and ‘reducing total costs of ownership for consumers’ received most support.
Concerning target levels, the consultation reflected mixed views on the future target stringency, where the industry showed some support for stricter targets as of 2030, NGOs stricter targets from 2025 onwards, public authorities overall support stricter targets, while citizens had mixed views. As regards the timing of targets, industry supported setting targets every five years, while other stakeholders had mixed views in this regard. Vehicle price, limited driving range and the availability of infrastructure were considered particularly important barriers to the market uptake of zero- and low-emission vehicles. The replies were mixed as regards the need for the incentive mechanism, and vehicle types to be supported. As for the possible introduction of a mechanism for the accounting of renewable- and low-carbon fuels in CO2 target compliance, the consultation reflected mixed views.
• Collection and use of expertise
For the quantitative assessment of the economic, social and environmental impacts, the Impact Assessment has built on a range of scenarios developed for the PRIMES model. This analysis was complemented by applying other modelling tools, such as GEM-E3 and E3ME and the JRC DIONE model.
Monitoring data on GHG emissions and other characteristics of the new light-duty vehicle fleet was sourced from the annual monitoring data as reported by Member States and collected by the European Environment Agency (EEA) under Regulation (EU) 2019/631.
Further information was gathered through service contracts commissioned from external contractors.
• Impact assessment
The Impact Assessments for the different initiatives of the ‘fit for 55’ legislative package are based on integrated modelling scenarios that reflect the interaction of different policy instruments on economic operators, in order to ensure complementarity, coherence and effectiveness in achieving the 2030 and 2050 climate ambition.
The impact assessment accompanying this proposal complements the analysis conducted in the 2020 impact assessment supporting the 2030 Climate Target Plan16. This formed the analytical basis to set the objective of at least net 55% reduction in GHG emissions by 2030 compared to 1990 and the climate neutral objective of 2050.
Moreover, the Impact Assessment accompanying this proposal has been prepared and developed in line with the applicable Better Regulation guidance, and the Regulatory Scrutiny Board issued a positive opinion on 19 April 2021.
Improvements, as recommended by the Board, have been incorporated in the final version. This concerns the following:
- Clarification of the reasons for revising the existing Regulation (EU) 2019/631 and the coherence and proportionality with regard to other linked legislative initiatives;
- Further demonstration of the feasibility of the high-level reduction target and clarification of the trade-offs between the three target options;
- Additional information provided on the impacts of the preferred options on competiveness, innovation and smooth sector transition;
- Incorporation of the stakeholders views in the analysis.
Policy options
The impact assessment has analysed policy options grouped into three topics, which are to address the identified problems and achieve the policy objectives.
CO2 emission targets for cars and vans (levels, timing, modalities);
As regards the target levels, the options considered cover three trajectories up to 2040, also reflecting that the objective is to achieve a reduction in road transport emissions of 90% by 2050, taking into account that cars are on the roads on average between 10 to 15 years.
In order to contribute to the overall 2030 increased ambition level and the 2050 climate neutrality objective, the preferred option is to significantly strengthen the CO2 EU fleet-wide targets for both cars and light commercial vehicles as of 2030. This will provide for the necessary steer to accelerate the supply to the market of zero-emission vehicles, bring benefits for vehicle users as well as stimulate innovation and technological leadership, while limiting the costs increase for manufacturers.
As regards the timing for tightening the targets, the preferred option is to maintain the regulatory approach of setting targets decreasing in 5-year steps and not more frequently in order to provide for sufficient flexibility for manufacturers to manage this transition. In order to take into account the development cycles in the automotive sector, it is therefore appropriate to maintain the target levels set for 2025.
The possible revenues from excess emissions premiums would remain part of the general EU budget. The other options considered would significantly increase the administrative burden while not directly benefitting the automotive sector in its transition.
The possibility for both EU and non-EU based small volume manufacturers (i.e. those responsible for between 1 000 and 10 000 new car registrations or 1 000 and 22 000 new van registrations in a calendar year) to be granted a derogation target would be removed from 2030 onwards, thereby improving the effectiveness and coherence of the legislation. The choice of the date gives the manufacturers concerned lead-time to programme and adapt to the new regulatory requirements, and is consistent with the date of application of the strengthened targets. Manufacturers responsible for less than 1 000 new vehicle registrations per calendar year continue to be exempt.
specific incentives for zero- and low-emission vehicles (ZLEV);
Different options were considered as regards the incentive mechanism for ZLEV, both as regards the type of mechanism and the type of vehicles it should cover. The preferred option is to remove as of 2030 the ZLEV incentive scheme both for cars and light commercial vehicles as the market uptake of ZLEVs will be driven by the stricter CO2 targets applicable from that date, which will require manufacturers to deploy significantly more zero-emision vehicles. This would also simplify the legislation and avoid the risk of undermining its effectiveness.
a mechanism to take into account the potential contribution of renewable and low-carbon fuels for the purpose of target compliance assessment.
In this respect, two options were considered: either a carbon correction factor or a crediting scheme. However, the preferred option is not to include such an accounting mechanism, as this would blur the responsibilities of different players to reach the targets, undermine the effectiveness and efficiency of the legislation and increase the administrative burden and complexity. Promoting the use of renewable and low-carbon fuels will be done through the revision of the Renewable Energy Directive, the emissions trading system and the Energy Taxation Directive.
• Regulatory fitness and simplification
In line with the Commission’s commitment to Better Regulation, the proposal has been prepared inclusively, based on transparency and continuous engagement with stakeholders.
Compared to the current Regulation, the proposal is not expected to increase the administrative costs caused by the legislation. In addition, it is not increasing the complexity of the legal framework.
Two of the existing provisions, i.e. the ZLEV “bonus” incentive mechanism and the small volume derogation, are proposed to be removed from 2030 onwards, which should contribute to the simplification of the legislation. At the same time, the regulatory system will continue to provide for flexibilities intended to lower the compliance cost for manufacturers.
No changes in the compliance monitoring regime or in the level of the excess emissions premium are proposed. The proposal will therefore neither increase administrative costs for manufacturers and competent national authorities nor enforcement costs for the Commission.
• Fundamental rights
The proposal respects the fundamental rights and observes the principles recognised in particular by the Charter of Fundamental Rights of the European Union17. In particular, it contributes to the objective of a high level of environmental protection in accordance with the principle of sustainable development as laid down in Article 37 of the Charter of Fundamental Rights of the European Union.
4. BUDGETARY IMPLICATIONS
The collection, reporting and processing of different datasets are essential elements of the implementation and enforcement of the CO2 emission performance standards which are further extended or adjusted in this proposal. These datasets include data for target compliance purposes, for the verification of the CO2 emissions of vehicles in-service and data for assessing the representativeness of the type approval procedure as compared to real world CO2 emissions. In view of the important legal effects linked to those datasets, considerable efforts are needed to ensure their correctness and reliability for which further resources would be required within the Commission. A detailed breakdown of the budgetary implications is set out in the Financial Statement.
5. OTHER ELEMENTS
• Implementation plans and monitoring, evaluation and reporting arrangements
A well-established system is in place for monitoring the implementation of Regulation (EU) 2019/631. Member States annually report the CO2 emissions and mass of all newly registered cars and vans to the Commission. Manufacturers have the opportunity to notify to the Commission errors in this provisional data. In addition, from 2022, data on real-world fuel and energy consumption of cars and vans will be reported to the Commission by manufacturers and Member States’ competent authorities.
The Commission, supported by the European Environment Agency (EEA), publishes every year the final monitoring data of the preceding calendar year including the manufacturer specific performance against the CO2 targets. The legislation will continue to rely on this well-established monitoring and compliance framework. From 2022 onwards, a comparison between the type approval and real world CO2 emissions data will be published by the Commission also with the support of the EEA.
• Detailed explanation of the specific provisions of the proposal
Article 1(1): Amendment to Article 1 – Subject matter and objectives
In paragraph 5 of Article 1, the EU fleet-wide CO2 targets for new passenger cars and new light commercial vehicles, which are applicable from 2030 onwards are revised. A new paragraph 5a is added, setting out the EU fleet-wide targets applying from 2035.
In order to take into account the change in type approval test procedure, i.e. from the New European Test Cycle (NEDC) to the Worldwide Harmonised Light Vehicle Test Procedure (WLTP), the EU fleet-wide targets are expressed as percentage reductions compared to the 2021 starting point. This starting point is determined on the basis of the average of the specific emission targets for 2021, where, in order to avoid an undue increase in the level of the starting point, the emission values used as input to the calculation are those measured during the WLTP, instead of the emission values declared by the manufacturers. The 2021 starting point will be published by the Commission by 31 October 2022.
The zero- and low-emission vehicles’ incentive set out in paragraph 7 is deleted from 2030 onwards. An adjustment of the date in paragraph 6 is also necessary for that purpose.
Article 1(2): Amendment to Article 2 – Scope
Paragraph 1 of Article 2 is amended in order to replace references to Directive 2007/46/EC18 (type approval framework Directive), which was repealed from 1 September 2020, by references to the type approval framework Regulation (EU) 2018/85819 which applies since that date.
Due to the change in structure between the repealed Directive and the new Regulation, the amendments are necessary in order to ensure precision in the legal references.
Article 1(3): Amendment to Article 3 – Definitions
In paragraph 1 of Article 3, the amendment aligns the definitions with those of the type approval legislation and removes the definition of footprint and payload as those terms are no longer relevant for the implementation of the Regulation.
Article 1 i: Amendment to Article 4 – Specific emissions targets
A sub-paragraph is added to paragraph 1 of Article 4, in which a safeguard is introduced to avoid that the calculation of the manufacturer’s specific emission targets under certain conditions would result in a negative target. Where that situation would occur, the specific emission target should be set to 0 g CO2/km.
Article 1(5): Amendment to Article 7 – Monitoring and reporting of average emissions
A new paragraph 6a is inserted which provides the Commission, as part of the verification of the provisional monitoring data, with the possibility to request type approval authorities and manufacturers to issue a statement of correction in those cases where the type approval documentation or the certificate of conformity cannot be corrected under the type approval legislation, such as where the incorrect data relates to a type approval which is no longer valid.
Paragraph 11, which provides for the reporting of data concerning vehicles of category M2 and N2, is deleted, as those vehicle categories fall within the scope of Regulation (EU) 2018/95620 on the monitoring and reporting of CO2 emissions from and fuel consumption of new heavy-duty vehicles.
Article 1(6): Amendment to Article 10 – Derogations for certain manufacturers
In paragraph 2 of Article 10, the possibility for manufacturers responsible for between 1 000 and 10 000 new passenger cars or between 1 000 and 22 000 new light commercial vehicles in a calendar year to apply for a derogation from the specific emission targets is removed from 2030 onwards. Manufacturers responsible for less than 1 000 new vehicle registrations per calendar year continue to be exempt.
Article 1(7): Amendment to Article 13 – Verification of the CO2 emissions of vehicles in-service
In paragraph 3 of Article 13, a provision is added providing the Commission with the possibility to request a type approval authority to issue a statement of correction in case corrections cannot be made to the type approval documentation or certificates of conformity under the relevant type approval legislation, e.g. due to their validity having expired.
Article 1(8): Amendment to Article 14 – Adjustment of M0 and TM0 values
In paragraph 2 of Article 14, the legal basis is corrected to provide for an amendment of Annex I, which is consistent with current practice, replacing the current wording which refers to a Regulation supplementing Regulation (EU) 2019/631.
Article 1(9): New Article 14a – Progress Report
A new Article 14a is added in order to set out the obligation for the Commission to report on the progress towards zero-emission road mobility and assess the need for possible additional measures to facilitate the transition.
Article 1(10): Amendment to Article 15 – Review and report
In paragraph 1 of Article 15, a review of Regulation (EU) 2019/631 is foreseen for 2026, whilst paragraphs 2 to 5, which listed a number of elements to be considered for the current review, are deleted.
A new paragraph 9 is added in order to provide a legal basis for amending the specific emission target calculation formulae in Part B of Annex I, where this is necessary in order to take into account the specific procedure applicable for light commercial vehicles that are type approved in multiple stages. I.e. this refers to the procedure applicable when a vehicle is manufactured by more than one manufacturer and the responsibility for the CO2 emissions of the completed vehicle is attributed to the manufacturer of the base vehicle. In order to provide that manufacturer with planning certainty, a specific procedure applies for how to determine the CO2 emissions and the mass of such multi-stage light commercial vehicles. The Commission is empowered to determine the procedure for multi-stage vehicles and may in case of a revision of that procedure also have to adjust the specific emission target calculation formulae.
Article 1(11): Amendment to Article 17 – Exercise of the delegation
A reference to the new Article 15(9) is added to paragraphs 2, 3 and 6 of Article 17.
Article 1(12): Amendments to Annex I
Part A of Annex I, relating to passenger cars, is amended to reflect the amendments to Article 1. This includes adjusting the formulae for calculating the EU fleet-wide targets for 2030 and setting the formulae for 2035 as well as the annual specific emission targets for each manufacturer, and removing the application of the zero- and low-emission vehicle (ZLEV) factor from 2030 onwards.
Part B of Annex I, relating to light commercial vehicles, is amended similarly to Part A, with the additional adjustment of the formulae for determining the slope values required for calculating the annual specific emission targets. This adjustment is made in order to ensure a fair distribution of the reduction burden between manufacturers of lighter light commercial vehicles and those manufacturing heavier vehicles of that category.