What changed between the adopted text of 21 Nov 2023 and the adopted text of 10 Apr 2024

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

Added:– after consulting the Committee of the Regions,

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

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

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

Removed:Recital 10: (10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market, stimulate innovation in zero-emission technologies in a cost-efficient way, give the necessary signal to accelerate the deployment of charging and refuelling infrastructure across the Union, ensure the long-term competitiveness of the Union industry on a global market, and contribute to reduce the running costs for transport companies, while ensuring the Union fulfils its climate and air pollution objectives.

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

Removed:Recital 11 – paragraph 1: The updated New Industrial Strategy14 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway takes particular heed of small and medium-sized enterprizes in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions and on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at the European and national level to boost the affordability of zero-emission vehicles are also being addressed in the pathway. This could, for example, include the possibility for Member States to use the proposed Social Climate Fund to assist micro-enterprises in the purchasing of zero-emission trucks and lorries. Particular attention should be also given to the impact that this transition will have on SMEs along the supply chain.

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

Removed:Recital 12: (12) Commercial vehicles are essential tools for the movement of goods and people. Factors such as the cost of zero-emission vehicles, the availability of charging infrastructure, the need to preserve and fasten innovation, and the impact of carbon pricing measures are critical to achieving more ambitious CO2 reduction goals. Regulation (EU) .../... of the European Parliament and of the Council on the deployment of alternative fuels infrastructure (AFIR) sets a minimum coverage of publicly accessible recharging and refuelling points dedicated to heavy-duty vehicles. Several Member States have already announced they will go beyond those minimum requirements, and several European truck manufacturers have created joint ventures to install and operate public charging networks across Europe. Strengthened CO2 standards should incentivise additional investments from operators of recharging and refuelling infrastructure. Member States should be provided with sufficient support in that context, in particular from EU funding instruments, and be encouraged to include in their revised national policy frameworks measures to support the deployment of recharging and refuelling infrastructure in depots, logistic centres and warehouses. The deployment of recharging and refuelling infrastructure is equally important in private locations, such as in private depots and at logistic centres. Additional measures should also be taken to reduce the duration of permit granting process for recharging i…

Added:P9_TC1-COD(2023)0042

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

Added:Position of the European Parliament adopted at first reading on 10 April 2024 with a view to the adoption of Regulation (EU) 2024/… of the European Parliament and of the Council amending Regulation (EU) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, amending Regulation (EU) 2018/858 and repealing Regulation (EU) 2018/956

Removed:Recital 13 a (new): (13 a) While the strengthened CO2 reduction targets will accelerate the uptake of zero-emission vehicles, a significant part of the stock of heavy-duty vehicles on the roads will remain internal combustion engine vehicles for a long time. With an emission reduction target of 90%, the share of new heavy-duty vehicles placed on the market that are not zero-emission is projected to be around 15% in 2040, while the total fleet on the roads in 2040 is projected to consist of 65% internal combustion engine vehicles. In order for this part of the fleet to contribute to the achievement of the Union´s climate targets, further innovation and an accelerated uptake of sustainable renewable fuels is essential. Existing Union policies and legal instruments, in particular the Renewable Energy Directive and the EU Emission Trading System, will promote the decarbonisation of transport fuels, with the aim of phasing out fossil fuels. The Commission should further develop a coherent framework of incentives for advanced biofuels and biogas and renewable fuels of non-biological origin in all relevant sectors including this part of the heavy-duty vehicles fleet. That framework should address barriers to the uptake and supply in a comprehensive way, taking into account the demand across economic sectors, in the context of the overall efforts to reach the Union´s climate targets. Building on the objectives for biomethane in the RePowerEU plan, the Commission should also address how the scale-up of t…

Added:(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2024/1610.)

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

Removed:Recital 15: (15) Due to the heterogeneous structure of the total truck fleet, some room should be given in the short term to account for particular niche uses. This may include uses such as vehicles for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. The review clause should assess the possibility of applying CO2 targets also for niche uses and uncertified vehicles.

Removed:Amendments 85, 124 and 133

Removed:Recital 15 a (new)

Removed:Amendment: (15 a) CO2-neutral fuels, such as biogas, biofuels or synthetic fuels can contribute to significant CO2 reductions and improvement of air quality already today, and play a key role in the transition. At the same time, they can be part of the solution in the future in cases where an electric or hydrogen truck is impossible or difficult.

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

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

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

Removed:Recital 21 – paragraph 4: As for certain vehicle groups, which are type-approved, CO2 emissions are not determined yet for technical reasons, these vehicles do not have to meet the CO2 targets set by this Regulation. These are for example special purpose vehicles, such as mobile cranes, carriers of hydraulic multi-equipment or exceptional load transport vehicles, off-road vehicles, such as certain vehicles used for mining, forestry and agricultural purposes, as well as other vehicles with non-standard axle configurations such as vehicles with more than 4 axles or more than 2 driven axles, and small buses with a maximum mass lower than 7,5 t.

Removed:Recital 21 – paragraph 5: deleted

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

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

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

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

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

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

Removed:Recital 28: (28) The zero-emission factor should last be applied for the reporting period of the year 2029, because it is no longer considered necessary after that time as an incentive to promote the market entrance of zero-emission vehicles.

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

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

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

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 1, Article 1 – paragraph 1: 1. This Regulation establishes CO2 emissions performance requirements for new heavy-duty vehicles that contribute to achieving the Union's climate-neutrality objective and its intermediate Union climate targets as laid down in Regulation (EU) 2021/111923a, Member States’ targets as laid down in Regulation (EU) 2018/84223, and the objectives of the Paris Agreement24 and to ensure the proper functioning of the internal market. / 23a Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1).

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 3 – point c a (new), Article 3 – paragraph 1 – point 8: (ca) point (8) is replaced by the following: / "'(8) 'vehicle sub-group' means a grouping of vehicles as defined in point 1 of Annex I, that are characterised by a common and distinctive set of technical criteria relevant for determining the CO2 emissions and fuel consumption of those vehicles, taking into account the attribution of small and medium lorries with a maximum mass lower than 7, 4 tonnes as laid down in Table 1.1.1a of Annex I;'"

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 3 – point e, Article 3 – paragraph 1 – point 10: (e) point (10) is replaced by the following: / '(10) 'manufacturer' means the person or body to which the vehicles registered in a given period have been attributed in accordance with Article 7a’;

Removed:Regulation 2019/1242

Removed:Article 1 – paragraph 1 – point 3 – point g, Article 3 – paragraph 1 – point 11 – point a: (a) a heavy-duty motor vehicle without an internal combustion engine, or with an internal combustion engine that emits less than 3gCO2/(t.km) or 1gCO2/(p.km) as determined in accordance with Article 9 of Regulation (EU) 2017/2400;

Removed:Regulation EU 2019/1242

Removed:Article 1 – paragraph 1 – point 3 – point g, Article 3 – paragraph 1 – point 11 – point b: (b) until 31 December 2034, a heavy-duty motor vehicle without a combustion engine or with a combustion engine emitting not more than 3gCO2/kWh or 3gCO2/km as determined in accordance with Regulation (EC) No 595/2009 or 715/2007 of the European Parliament and of the Council, respectively, if no CO2 emissions have been determined according to Regulation (EU) 2017/2400; as of 1 January 2035, a heavy-duty motor vehicle without a combustion engine or with a combustion engine emitting not more than 1gCO2/kWh or 1gCO2/km as determined in accordance with Regulation (EC) No 595/2009 or 715/2007 of the European Parliament and of the Council, respectively, if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;

Removed:Amendments 87 and 135

Removed:Article 1 – paragraph 1 – point 3 – point i

Removed:Regulation (EU) 2019/1242

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

Removed:Amendment: (23 a) ‘CO2 neutral fuel’ means all fuels defined by Directive (EU) 2018/2001 where the emissions of the fuel in use (eu) can be taken to be net zero, meaning for instance that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use (eu) is of biogenic origin and/or has been captured, so avoiding being emitted as CO2 into the atmosphere, or has been captured from ambient air. Those fuels shall include renewable and/or synthetic fuels, such as biofuel, biogas, biomass fuel, renewable liquid and gaseous transport fuel of non- biological origin (RFNBO) or a recycled carbon fuel (RCF). Other fuels not listed in Directive (EU) 2018/2001 may fall within the meaning of CO2 neutral fuel provided that they meet those criteria and the sustainability criteria of that Directive and associated delegated acts. A mixture of two or more CO2 neutral fuels shall be considered to be a CO2 neutral fuel.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 3 – point i, Article 3 – paragraph 1 – point 23 b (new): (23b) ‘Extra Heavy Combination lorry’ or ‘EHC lorry’ means a category N3 vehicle suitable for usage in a vehicle combination and meeting all the following -design and construction criteria: / (a) equipped with a coupling device; / (b) having three axles or more; / (c) with an engine rated power of at least 400 kW; / (d) designed with a technically permissible maximum mass of the combination of more than 60 tonnes;

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4, Article 3a – paragraph 1 – introductory part: 1. The average CO2 emissions of the Union fleet of new heavy-duty motor vehicles, other than special purpose, off-road and off-road special purpose vehicles shall be reduced by the following percentages compared to the average CO2 emissions of the reporting period of the year 2019:

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4, Article 3a – paragraph 2: 2. To these CO2 emission targets, the vehicle sub-groups have to contribute as laid down in point 4.3. of Annex I, taking into account the attribution of non-certified vehicles as laid down in Table 1.1.1a of Annex I.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4, Article 3 a– paragraph 3 a (new): Article 3a / 3 a. Heavy-duty vehicles that are not attributed to one of the sub-groups in point 1.1 of Annex I shall be taken into account for assessing the compliance of manufacturers with the provisions of the reduction targets set out in paragraph 1, in accordance with point 1.1.1a of Annex I.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4, Article 3a a (new): Article 3aa / Additional measures to support the transition to zero-emission vehicles in the Union market / By ... [6 months from the date of entry into force of this Regulation], the Commission shall adopt a delegated act in accordance with Article 17 to harmonise the type-approval rules for vehicles with internal combustion engines converted to zero-emission vehicles as defined under this Regulation, in order to allow for series approval. The Commission shall also assess the introduction of a rule for calculating the CO2 equivalents of combustion engine vehicles converted to zero emission vehicles in the context of the application of this Regulation.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4, Article 3a b (new): Article 3ab / Additional measures to support the demand for zero-emission heavy-duty vehicles in the Union market / By 30 June 2024, the Commission shall present a legislative proposal to the European Parliament and to the Council to increase the share of zero-emission heavy-duty motor vehicles owner or leased by large fleet operators. The proposal shall include binding zero-emission mandates on large fleet operators, while taking into account regional disparities and the level of deployment of charging and refuelling infrastructure.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4, Article 3b – paragraph 2 – subparagraph 1: Member States may submit to the Commission a request to exclude from the obligation under this Article a limited share of the vehicles referred to in point 4.2 of Annex I registered in each reporting period, where this is justified by substantial investments in biomethane refuelling infrastructure by local authorities that were made or decided before the date of entry into force of this Regulation with a view to meeting the Member State’s target under Directive (EU) 2019/1161. To qualify for such an exemption, vehicles shall be fuelled by biomethane produced from a virtuous waste treatment process, such as treatment of manure, urban waste and urban wastewater, which shall be guaranteed by certificates of origin. The Commission shall grant that exemption where it concludes that the conditions laid down in this paragraph and in the delegated act referred to in the second subparagraph are fulfilled. Such exemptions shall cease by 1 January 2035.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4, Article 3b – paragraph 2 – subparagraph 2: The Commission is empowered to adopt delegated acts in accordance with Article 17 to define the maximum share of vehicles that a Member State can exclude, and the type of information a Member State shall submit to be granted the exclusion referred to in the previous paragraph.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4, Article 3c – title: Ensuring sustainable and resilient supply chains for urban buses through public procurement procedures

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4, Article 3c – paragraph 1: 1. Contracting authorities or contracting entities shall, when contracting for the purchase, lease, rent or hire-purchase of vehicles referred to in Article 3b or of the related charging infrastructure, take account of the energy and environmental impacts of those vehicles over their lifetime, as well as of the security of supply related to those vehicles and their spare parts. They shall do so by including criteria for the sustainability and the security of supply contribution of the tender, in compliance with relevant international law.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4, Article 3c – paragraph 2 – point c: (c) the current and estimated future availability of essential spare parts for the functioning of the equipment subject to the tender;

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4, Article 3c – paragraph 2 a (new): 2a. The tender’s contribution to the sustainability shall be assessed, inter alia, based on: / (a) environmental sustainability going beyond the minimum requirements provided for in applicable legislation, in particular for the recycling and sourcing of batteries; / (b) the energy efficiency of the vehicles; / (c) the potential to reduce the use of natural resources and materials, for instance by retrofitting existing vehicles to zero-emission powertrains.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4, Article 3c – paragraph 3: 3. In accordance with Article 3b, the tender’s contribution to sustainability shall be given a weighting of between 15 to 35% of the award criteria, and the tender's contribution to security of supply shall also be given a weighting of between 15 to 40% of the award criteria. This is without prejudice of the application of Article 41(3) of Directive 2014/23/EU, Article 67(5) of Directive 2014/24/EU or Article 82(5) of Directive 2014/25/EU with a view to giving a higher weighting to those criteria.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4, Article 3c – paragraph 3 a (new): 3a. The proportion of the products or tenders originating in third countries, as determined in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council, may not exceed 50% of the tender’s value.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 4 a (new), Article 3 d (new): (4a) the following Article is inserted: / ‘Article 3d / Zero-Emission HDVs Forum / By ... [6 months after the date of entry into force of this Regulation] and each year thereafter, the Commission shall convene a ‘Zero-Emission HDVs Forum’, which shall be composed of representatives from public charging stations operators, electricity transmission system operators, long-haul transporters, urban logistic operators, public transport operators, civil society organisations and independent think tanks, Member States and manufacturers, in order to work together on the effective and cost-efficient roll-out of recharging and refuelling infrastructure in view of the increased CO2 emissions reduction target set out in this Regulation.'

Removed:Amendments 92, 108 and 138

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

Removed:Regulation (EU) 2019/1242

Removed:Article 4a (new)

Removed:Amendment: (5 a) the following Article is inserted: / 'Article 4a / Methodology for registration of heavy-duty vehicles running exclusively on CO2 neutral fuels / Following consultation with stakeholders, at the latest by ... [one year from the date of the entry into force of the amending Regulation], the Commission shall develop a methodology for registering heavy-duty vehicles running exclusively on CO2 neutral fuels for compliance purposes in conformity with Union law and with the Union’s climate-neutrality objective.'

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 6 – point a, Article 5 – paragraph 1 – subparagraph 2: The zero-emission and low-emission factor shall take into account the number and the CO2 emissions of all zero- and low-emission heavy-duty vehicles of category N in the manufacturer’s fleet.;

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 6 – point b, Article 5 – paragraph 3: 3. For the reporting periods from 2025 to 2029 the zero- and low-emission factor shall only take into account the number and the CO2 emissions of all zero-emission heavy-duty vehicles of category N in the manufacturer's fleet, and shall be determined on the basis of a 8 % benchmark in accordance with point 2.3.2 of Annex I;

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 8, Article 6a – paragraph 1 – subparagraph 1 – point c: (c) for transfers of zero-emission vehicles between manufacturers not belonging to a group of connected manufacturers, or for transfers of existing vehicles that have been retrofitted to be zero-emission vehicles: the number of zero-emissions vehicles transferred to a manufacturer must not exceed 5 % of all its new heavy-duty vehicles registered in a given reporting period.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 9 – point b a (new), Article 7 – paragraph 1 – subparagraph 2: (ba) in paragraph 1, the second subparagraph is replaced by the following: / "Emission credits shall be acquired in the reporting periods of the years 2019 to 2039, and shall be taken into account only for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of any of the five years following the year during which they have been acquired . However, where the emission credits have been acquired in the reporting periods of the years 2019 to 2024, they shall be taken into account only for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of the reporting period of the year 2025."

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 9 – point d, Article 7 – paragraph 1 – subparagraph 4: Emission debts acquired in the reporting periods of the years 2025 to 2039 shall, where applicable, be carried over from one reporting period to the next reporting period. However, any remaining emission debts shall be cleared in the reporting periods of the year 2029, 2034 and 2039.;

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 16, Article 13c – paragraph 1 – subparagraph 2: The register shall be publicly available with the exception of data entries listed in point 3.2. of Annex V.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 17, Article 14 – paragraph 1 – point a: (a) the criteria defining vehicle sub-groups set out in point 1.1, including adding separate subgroups for EHC lorries;

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 18, Article 15 – paragraph 1: 1. The Commission shall, not later than 31 December 2027, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. In that report, the Commission shall in particular assess: / (i) the number of registrations of zero-emission heavy-duty vehicles in Member States; / (ii) the progress made in deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States; / (iii) strictly for the purpose of this Regulation, considerations of heavy-duty vehicles and vehicle combinations taking into account weights and dimensions applicable to national transport, for example modular and intermodal concepts, while also assessing possible transport safety and efficiency aspects, intermodal, environmental, infrastructural and rebound effects as well as the geographical situation of Member States; / (iv) impacts on employment, especially on micro, small and medium-sized enterprises (SMEs), the effectiveness of measures to support retraining and upskilling of the workforce, and the importance of an economically viable and socially fair transition towards zero-emission road mobility; / (v) whether the continuation of the exemption for manufacturers producing few vehicles set out in Article 6b of this Regulation is still justified with a view to achieving a balance between Union-wide greenhouse gas emissions and removals across all sectors within the Union at the latest b…

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 18, Article 15 – paragraph 1 – point ix: (ix) the report assessing the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full lifecycle CO2 emissions of new heavy-duty vehicles that are placed on the Union market referred to in paragraph 2;

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 18, Article 15 – paragraph 2 a (new): 2a. The Commission shall by 31 December 2026 publish a report assessing the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full lifecycle CO2 emissions of new heavy-duty vehicles that are placed on the Union market. The Commission shall submit that report to the European Parliament and to the Council.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 18, Article 15 – paragraph 2 b (new): 2b. As part of the report referred to in paragraph 1, the Commission shall assess whether the creation of new sub-groups for EHC lorries have led to unduly increase of the engine rated power. If the Commission concludes that all or some of the reported engine power ratings were unduly increased, it shall adopt a delegated act in accordance with Article 17 to amend the criteria laid down in Article 3(1), point (24).

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 18, Article 15 – paragraph 2 c (new): 2c. The Commission shall assess the role of sustainable renewable fuels in the transition towards climate neutrality, including in the heavy-duty vehicles sector. Separately from the review referred to in paragraph 1, and as part of a broader strategy for the deployment of such fuels, the Commission shall by 31 December 2025 present a report to the European Parliament and to the Council with a comprehensive analysis of the need to further incentivise the uptake of advanced biofuels and biogas and renewable fuels of non-biological origin in the sector and the appropriate framework of measures, including financial incentives, to achieve this. Based on that analysis, the Commission shall, if appropriate, make additional legislative proposals or shall make recommendations to the Member States.

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 19 – point a, Article 17 – paragraph 2: The power to adopt delegated acts referred to in Article 3b(2), Article 3e, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13e(4), Article 13f(2), Article 14(1) and Article 15(3) shall be conferred on the Commission for a period of five years from [OP, please insert the date of entry into force of this Regulation].;

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 19 – point b, Article 17 – paragraph 3: The delegation of power referred to in Article 3b(2), Article 3e, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13e(4), Article 13f(2), Article 14(1) and Article 15(3) may be revoked at any time by the European Parliament or by the Council.;

Removed:Regulation (EU) 2019/1242

Removed:Article 1 – paragraph 1 – point 19 – point c, Article 17 – paragraph 6: (c) in paragraph (6), “Article 11(2), the second subparagraph of Article 13(4) and Article 14(1)” is replaced by the following: “Article 3b(2), Article 3e, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13f(2), Article 14(1) and Article 15(3)”;

Removed:Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 1: x is 0,08

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

Removed:Amendment: Vin is the total number of newly registered zero-emission heavy-duty vehicles in the sub-groups sg = 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH

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

Removed:Amendment: deleted

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

Removed:Amendment: deleted

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

Removed:Amendment: deleted

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

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

Removed:Annex III – point 1 – paragraph 2: are the CO2 emissions in g/km of the new heavy-duty vehicle v determined for a mission profile mp and reported in accordance with Articles 13a and 13b;

Removed:Regulation (EU) 2019/1242

Removed:Annex IV, Annex IV – part A – paragraph 1 – point n a (new): (n a) the technically permissible maximum mass of the combination for a category N3 truck in an extra heavy combination (EHC) referred to in Article 3, point (24), as specified in entry 16.4 of the certificate of conformity or individual vehicle approval certificate;

Removed:Regulation (EU) 2019/1242

Removed:Annex IV, Annex IV – part A – paragraph 1 – point n b (new): (n b) engine maximum net power as specified in entry 27.1. of the certificate of conformity or individual vehicle approval certificate;