Changes from plenary report to adopted text

RemovedDRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION

AddedP9_TA(2024)0153

Changedon the proposal for a regulation of the European Parliament and of the Council on type-approvalType-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7) and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009

Removed(COM(2022)0586 – C90375/2022 – 2022/0365(COD))

AddedCommittee on the Environment, Public Health and Food Safety

AddedPE746.876

AddedEuropean Parliament legislative resolution of 13 March 2024 on the proposal for a regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7) and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009 (COM(2022)0586 – C9-0375/2022 – 2022/0365(COD))

▸6 unchanged paragraphs

(Ordinary legislative procedure: first reading)

The European Parliament,

– having regard to the Commission proposal to Parliament and the Council (COM(2022)0586),

– having regard to Article 294(2) and Article 114 of the Treaty on the Functioning of the European Union, pursuant to which the Commission submitted the proposal to Parliament (C90375/2022),

– having regard to Article 294(3) of the Treaty on the Functioning of the European Union,

– having regard to the opinion of the European Economic and Social Committee of 27 April 2023,

Change 1

Removed– having regard to the opinion of the Committee of the Regions of xxx,

Added– having regard to the provisional agreement approved by the committee responsible under Rule 74(4) of its Rules of Procedure and the undertaking given by the Council representative by letter of 8 January 2024 to approve Parliament’s position, in accordance with Article 294(4) of the Treaty on the Functioning of the European Union,

Removed–– having regard to the opinion of the Committee on Industry, Research and Energy, the Committee on the Internal Market and Consumer Protection and the Committee on Transport and Tourism,

Removed– having regard to the report of the Committee on the Environment, Public Health and Food Safety (A9-0298/2023),

– having regard to Rule 59 of its Rules of Procedure,

Added– having regard to the opinion of the Committee on Industry, Research and Energy, the Committee on the Internal Market and Consumer Protection and the Committee on Transport and Tourism,

Added– having regard to the report of the Committee on the Environment, Public Health and Food Safety (A9-0298/2023),

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

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

3. Instructs its President to forward its position to the Council, the Commission and the national parliaments;

Change 2

RemovedRecital -1 (new): (-1) Decision (EU) 2022/591 of the European Parliament and of the Council1 on a General Union Environment Action Programme to 2030 lays down as one of the Union’s six thematic objectives for the period up to 31 December 2030 the pursuit of zero pollution, including in relation to harmful chemicals, in order to achieve a toxic-free environment, including for air, water and soil, as well as in relation to light and noise pollution, and protecting the health and well-being of people, animals and ecosystems from environment-related risks and negative impacts. / 1 Decision (EU) 2022/591 of the European Parliament and of the Council of 6 April 2022 on a General Union Environment Action Programme to 2030 (OJ L 114, 12.4.2022, p. 22).

AddedP9_TC1-COD(2022)0365

RemovedRecital -1 a (new): (-1a) The European Green Deal1a is the Union’s proposal to initiate a transition aiming to achieve, by 2050 at the latest, a climate-neutral, clean and circular economy, optimising resource management, minimising pollution while recognising the need for deeply transformative policies. The Union is also committed to the 2030 Agenda for Sustainable Development1b and its Sustainable Development Goals1c. The Sustainable and Smart Mobility Strategy adopted in December 20201d and the Zero Pollution Action Plan1e adopted in May 2021 specifically address transport pollution aspects of the European Green Deal. Other particularly relevant policies for this initiative include, for example, the Ambient Air Quality Directive (AAQD)1f, the New Industrial Strategy for Europe1g, CO2 emission standards for cars and vans1h and CO2 emissions targets for new heavy-duty vehicles1i. / 1a Communication from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee and the Committee of the Regions The European Green Deal; COM(2019) 640 final / 1b https://www.un.org/ga/search/view_doc.asp?symbol=A/RES/70/1⟪=E / 1c https://sdgs.un.org/goals / 1d COM(2020) 789 final / 1e COM(2021) 400 final / 1f Directive 2008/50/EC / 1g COM(2020) 102 final and COM(2021) 350 final / 1h COM/2021/556 / 1i COM(2023) 88 final

AddedPosition of the European Parliament adopted at first reading on 13 March 2024 with a view to the adoption of Regulation (EU) 2024/… of the European Parliament and of the Council on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7), amending Regulation (EU) 2018/858 of the European Parliament and of the Council and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009 of the European Parliament and of the Council, Commission Regulation (EU) No 582/2011, Commission Regulation (EU) 2017/1151, Commission Regulation (EU) 2017/2400 and Commission Implementing Regulation (EU) 2022/1362

RemovedRecital 1: (1) The internal market is an area in which the free movement of goods, persons, services and capital must be ensured. To that end Regulation (EU) 2018/858 of the European Parliament and of the Council43 introduced a comprehensive type-approval and market surveillance system for motor vehicles, trailers, and for systems, components and separate technical units intended for such vehicles and tyres for all vehicles.

Added(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2024/1257.)

RemovedThis Regulation should apply to all tyres and not only to those tyres in Euro 7 vehicles.

RemovedRecital 2 a (new): (2a) A successful transition to zero-emission mobility requires an integrated approach and the right enabling environment to stimulate innovation and maintain the Union's technological leadership in this sector. This includes public and private investments in research and innovation, the increasing supply of zero- and low-emission vehicles, the roll-out of recharging and refuelling infrastructure, integration into the energy systems, as well as the sustainable materials supply and sustainable production, re-use and recycling of batteries in Europe. It requires coherent action at Union, national, regional and local levels.

RemovedRecital 2 b (new): (2b) In order to support the transition towards clean mobility while reindustrialising Europe and supporting citizens, it is essential to keep the prices of private and commercial vehicles affordable for citizens and businesses. This will help maintain quality of life, industrial competitiveness and innovation, support job creation and skill development in the sector.

RemovedRecital 2 c (new): (2c) A socially acceptable and just transition towards zero-emission mobility should be ensured. It is important, therefore, to take into account the social effects of such transition throughout the whole automotive value chain and to address proactively the implications on employment. Targeted programmes at Union, national and regional levels, such as the development of just transition plans for automotive dependent regions are to be developed in the framework of the Just Transition Mechanism for the re-skilling, up-skilling and redeployment of workers, as well as education and job-seeking initiatives in adversely affected communities and regions, in close dialogue with the social partners and competent authorities. As part of that transition, women's employment, as well as equal opportunities in this sector, should be strengthened.

RemovedRecital 4: (4) The technical requirements for the type-approval of motor vehicles, engines and replacement parts with regard to emissions (‘emission type-approval’) are currently set out in two Regulations that apply to emission type-approval for light-duty and heavy-duty vehicles respectively, i.e. Regulation (EC) No 715/2007 of the European Parliament and of the Council (‘Euro 6’)44 and Regulation (EC) No 595/2009 of the European Parliament and of the Council (‘Euro VI’)45.

RemovedRecital 5: (5) Incorporating the requirements laid down in Regulation (EC) No 715/2007 and Regulation (EC) No 595/2009 into a single Regulation should ensure internal coherence of the system of emission type-approvals for both light and heavy-duty vehicles, while allowing for different emission limits and testing rules and conditions for such vehicles.

RemovedRecital 7: (7) It is also necessary to reduce complexity, administrative and implementation costs for manufacturers and authorities and to ensure effective and efficient implementation of the Euro emission standards. Simplification is achieved by eliminating different application dates for the limits and tests, by eliminating multiple and complex emission tests where such tests are not needed, by referring to standards under existing UN Regulations where applicable, and by ensuring a streamlined and consistent set of procedures and tests for the various phases of the emission type-approval.

RemovedRecital 8: (8) In order to ensure that the emissions for both light and heavy duty vehicles are limited in real life, testing vehicles in real conditions of use which are statistically relevant, with a minimum set of restrictions, boundaries and other driving requirements is required. This on-road testing should be based on normal driving and exclude biased driving.

RemovedRecital 10: (10) Regulations (EC) No 715/2007 and (EC) No 595/2009 require that vehicles respect the emission limits for a specified period of time, which does not correspond anymore to the average lifetime of vehicles. It is therefore appropriate to lay down durability requirements that reflect the expected lifetime of vehicles1a and their standard usage across the Union in light of differences between Member States. This is of particular importance to buyers of second hand vehicles who expect the vehicle to emit as much as it did when it was first placed on the market. / 1a European Automobile Manufacturers' Association (ACEA) “Vehicles in Use, Europe 2022.

RemovedRecital 10 a (new): (10a) Member States are encouraged to develop and implement strategies for incentivising fleet renewal, with the aim of facilitating a progressive transition of the European fleet towards vehicles with reduced emissions, contributing to a cleaner and more sustainable transport ecosystem.

RemovedRecital 11: (11) There are now technologies available and used widely worldwide that limit evaporative emissions of volatile organic compounds during the use, parking and refuelling of a vehicle with petrol fuel. As these technologies are already proven and cost-effectively implemented in other markets and regions, it is therefore appropriate for the Union to align with other markets by setting the emission limits for such volatile organic compounds at a lower level and to introduce emission limits for the refuelling phase.

RemovedRecital 11 a (new): (11a) For the control of refuelling emissions, on-board refuelling vapour recovery has been implemented in other markets and regions for more than 15 years with a demonstrated vapour control efficiency. On-board refuelling vapour recovery requires no annual maintenance or inspections to maintain a higher level of refuelling vapour control efficiency while remaining compatible with the current Stage II petrol stations.

RemovedRecital 12: (12) Non-exhaust emissions consist of particles emitted by tyres and brakes of vehicles. Emissions from tyres is estimated to be the largest source of microplastics to the environment. As shown in the Impact Assessment, it is expected that by 2050, non-exhaust emissions will constitute up to 90% of all particles emitted by road transport, because exhaust particles will diminish due to vehicle electrification. Those non-exhaust emissions should therefore be measured and limited. The Commission should conduct a review before the end of 2025 for the measurement of tyre abrasion and define abrasion limits based on state-of-the-art methods in the event that uniform provisions have not been established which refer to the work on tyre abrasion done at UN WP.29 by mid-2026. The Commission should ensure that the UN WP.29 achieves its objectives in a timely manner, reflecting a high level of ambition based on solid scientific and technical grounds. The review should be accompanied by a legislative proposal for vehicles with traction batteries, including plugin hybrids and battery electric vehicles, to adopt tyre abrasion limits compatible with the Union’s objective to reduce microplastics released into the environment by 30% by 2030 and based on state-of-the-art abrasion rates.

RemovedRecital 14: (14) Vehicles with traction batteries, including plugin hybrids and battery electric vehicles, contribute to the decarbonisation of the road transport sector. In order to gain and increase consumer trust in such vehicles, they should be performant and durable. It is therefore important to require that traction batteries retain a good part of their initial capacity after many years of use. That is of particular importance to buyers of second hand electric vehicles to ensure that the vehicle will continue to perform as expected. Monitors of the battery state-of-health should therefore be required for all vehicles that use traction batteries. In addition minimum performance requirements for battery durability of passenger cars and light commercial vehicles should be introduced, taking into account the UN Global Technical Regulation 2247.

RemovedRecital 14 a (new): (14a) OBM, OBFCM or SOH devices use data generated by the vehicle to monitor its compliance with this Regulation. That same data should be shared according to the Data Act to the vehicle users and their service providers so that the vehicle users can benefit from advice and recommendations on how to limit the vehicle’s emissions, its energy consumption and extend its battery-life through improved use of the vehicle.

RemovedEURO 7 represents the opportunity to guarantee access to data generated by the vehicle regarding its emissions, energy consumption, battery state of health to third parties for all vehicles equipped with OBM, OBFCM or SOH devices. Only access to the input data of these devices can guarantee innovative service offers to users and contribute to the development of more sustainable technologies.

RemovedRecital 15: (15) Tampering of vehicles to remove or deactivate parts of the pollution control systems is a well-known problem. Such practice leads to uncontrolled emissions and should be prevented, including through action to deter the advertising, sale and installation of tampering devices, and sanctioned. Tampering of the odometer leads to false mileage and hampers the proper in-service control of a vehicle. It is therefore of the utmost importance to guarantee the highest possible security protection of those systems, complete with security certificates and appropriate anti-tampering protection to ensure that neither pollution control systems nor the vehicle odometer can be tampered with.

RemovedRecital 15 a (new): (15a) To prevent anti-tampering measures from unduly hampering competition, this Regulation and its secondary Legislation should maintain the possibility of independent operators to develop, distribute, install and activate aftermarket replacement parts. Therefore, manufacturers should ensure access by independent operators to the strictly necessary information, tools and processes for development and installation of such replacement parts.

RemovedRecital 16: (16) Sensors installed on vehicles are already used today to detect anomalies on emissions and trigger related repairs through the on-board diagnostic (OBD) system. The OBD system currently in use, however, does not detect accurately or timely the malfunctions and neither does it sufficiently and timely urge repairs. As a result, it is possible that vehicles emit much more than they are allowed to do. The sensors used up to now for OBD can also be used to monitor and control the exhaust emission behaviour of the vehicles on a continuous basis via an on-board monitoring (OBM) system. The OBM will also warn the user to perform repairs of the engine or the pollution control systems when these are needed. It is therefore appropriate to require that such a system is installed and to regulate its technical requirements. The inducement of measures implied by those systems should not lead to endangering of road safety or limiting mobility.

RemovedIn order to prevent issues related to road safety, it must be explicitly ensured that mechanisms causing abrupt halting of the vehicle are not possible.

RemovedRecital 17: (17) An up-to-date environmental vehicle passport (EVP) should be made available for consumers to receive up to date information throughout the lifetime of the vehicle such as fuel consumption, state of health of batteries, emission limits, periodic technical inspections results and roadworthiness data and other relevant information.

RemovedRecital 18: deleted

RemovedRecital 19: (19) Emissions from vehicles sold by small volume manufacturers constitute an insignificant part of emissions in the Union. Some flexibility may therefore be allowed in some of the requirements for such manufacturers. Small volume manufacturers should therefore be able to substitute certain tests during type-approval with declarations of compliance, while ultra-small volume manufacturers should be allowed to use laboratory tests based on statistically relevant real-driving cycles.

RemovedRecital 20 a (new): (20a) Whilst the term ‘State of Health’ (SOH) is commonly applied to refer to the health of a battery at a given point in its life, this term is not commonly defined and is determined through a variety of different methodologies: the ‘State of Certified Energy’ (SOCE) and the ‘State of Certified Range’ (SOCR). Both metrics represent a percentage of the certified battery energy or electric range remaining at a given point in time.

RemovedRecital 21: (21) In order to ensure uniform conditions for the implementation of this Regulation and in order to supplement it, both implementing powers in accordance with Regulation (EU) No 182/2011 and power to adopt delegated acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be conferred on the Commission in relation to obligations of manufacturers as part of type-approval and procedures, test and methodologies to be applied for declaration of conformity, conformity of production check, in-service conformity-check and environmental vehicle passport (EVP);; options of vehicles; requirements, tests, methods and corrective measures related to durability of vehicles, systems, components and separate technical units, as well as registration and communication capabilities of OBM systems, including for the purpose of periodic technical inspections and roadworthiness checks; requirements and information to be provided for multistage vehicles as well as procedures to determine the CO2 value for these multistage vehicles; technical elements, administrative and documentation requirements for emission type-approval, checks and inspections and market surveillance checks, as well as reporting obligations, in-service conformity and conformity of production checks; methods and tests to (i) measure exhaust emissions in the lab and on the road, including random but statistically relevant RDE test cycles, the use of portable emissions measurement systems f…

RemovedRecital 22: (22) In order to amend or supplement, as appropriate, non-essential elements of this Regulation, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of test conditions based on data collected when testing Euro 7 vehicles, brakes or tyres; test requirements, in particular taking into account technical progress and data collected when testing Euro 7 vehicles; setting out brake particle emission limits and abrasion limits for tyre types as well as minimum performance requirements of batteries and durability multipliers based on data collected when testing Euro 7 vehicles and setting out special rules for small volume manufacturers for vehicles of categories M2, M3, N2, N3, It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making51 . In particular, in order to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.

RemovedRecital 22 a (new): (22a) The Union is a signatory to the United Nations Economic Commission for Europe (UNECE) Agreement established on March 20, 1958. That agreement pertains to the standardisation of technical specifications for wheeled vehicles, their associated equipment, and components that can be installed on or used with wheeled vehicles. Additionally, it lays down the conditions for mutual recognition of approvals granted based on these specifications. The requirements laid down in this Regulation should, where appropriate, align with the standards laid out in the UNECE Regulations or any subsequent amendments to this Regulation, where available, particularly in relation to limits on brake particle emissions, limits on tyre types regarding abrasion, and the establishment of minimum performance criteria for batteries.

RemovedRecital 25: (25) It is important to grant Member States, national type-approval authorities and economic operators enough time to prepare for the application of the new rules introduced by this Regulation and its secondary legislation. The date of application should therefore be deferred. While for light duty vehicles the date of application should be as soon as technically and economically possible, for heavy duty vehicles and trailers the date of application may be further delayed , since the transition to zero-emission vehicles will be longer for heavy duty vehicles.

RemovedRecital 26: (26) Since the objectives of this Regulation, namely to lay down harmonised rules on the administrative and technical requirements for the type-approval of vehicles of categories M and N, and of systems, components and separate technical units, and on market surveillance of such vehicles, systems, components and separate technical units, with respect to emissions, as well as pursuing the high levels of environmental and health protection, cannot be sufficiently achieved by the Member States, but can rather, by reason of their scale and effects, be better achieved at Union level, the Union may adopt measures in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives,

RemovedArticle 1 – paragraph 2: 2. This Regulation, in addition, lays down rules for the initial emission type approval, conformity of production, in-service conformity, market surveillance, the durability of pollution control systems and traction batteries, on-board monitoring systems, security provisions to limit tampering and cybersecurity measures, and the accurate determination of CO2 and pollutant emissions, electric range, fuel and energy consumption and energy efficiency.

RemovedArticle 1 – paragraph 2 a (new): 2a. This Regulation also establishes common technical requirements and administrative provisions for the abrasion emission type-approval and market surveillance of newly manufactured tyres. These are to be considered as complimentary to the tyre technical requirements and administrative provisions of Regulation (EU) 2019/2144.