What changed between the draft committee report and the plenary report

Removed:Recital 7: (7) The REPowerEU Communication13 outlined a plan to make the Union independent from Russian fossil fuels well before the end of this decade. The Communication highlights the importance, among others, of further increasing the efficiency and reducing fossil consumption in the transport sector, where electrification can be combined with the use of renewable hydrogen to replace fossil fuels.

Changed: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 zeroachieve aseconomy-wide soonclimate-neutrality asat possiblethe andvery latest by 2050 atas theset veryout latest,in butRegulation it(EU) should2021/1119, alsoalongside beother complementedinitiatives bythat otherwill initiativesbe aimingneeded atto acceleratingaccelerate a modal shift from road to rail and increasing rail freight.

Changed:Recital 10: (10) Against that9: background,(9) newThe strengthenedrevised CO2 emission reduction targetsrequirements should be set for new heavy-duty vehicles for the period 2030incentivise onwards,an andincreasing allshare newof heavy-dutyzero-emission vehicles putbeing deployed on the Union market aswhilst ofproviding 2040benefits shouldto beusers zero-emission.and Ambitiouscitizens targetsin willterms deliverof aair strongquality signaland toenergy acceleratesavings, theas uptakewell ofas zero-emissionensuring vehiclesthat oninnovation thein Unionthe market,automotive stimulatevalue innovationchain inand zero-emissionthe technologiesassociated inhigh-quality ajobs cost-efficientcan way,be ensuremaintained, Europeanas companiesthe maintainautomotive aindustry leadingremains positionone onof the global market, andpillars contributeof tothe reduceUnion theeconomy. runningZero-emission costsvehicles forcurrently transportinclude companies,battery whileelectric ensuringvehicles, thefuel-cell Unionand fulfilother itshydrogen-powered climatevehicles, and airtechnological pollutioninnovations objectives.are continuing.

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 in Europe, 275 000 premature deaths 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).

Added: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 12: (12) Regulation (EU) .../... of the European Parliament and of the Council on the deployment of alternative fuels infrastructure (AFIR) obliges Member States to ensure a minimum coverage of publicly accessible recharging and refuelling points dedicated to heavy-duty vehicles every 60 kilometres along the TEN-T core network, and every 100 kilometres along the TEN-T comprehensive network. This will lead to sufficient publicly accessible infrastructure network enabling the seamless use of zero-emission heavy-duty long-haul trucks across the Union, and give a strong signal to operators of public recharging and refuelling infrastructure and encourage private investment for additional infrastructure. Moreover, 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. Member States should also 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. All those initiatives will contribute to the necessary roll-out of recharging and refuelling infrastructure across the Union. / (deleted)

Added: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.

Changed: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 be amended withcease ato viewapply to only incentiviselow-emission zero-emissionheavy-duty vehicles as of 2025, to be aligned with current market developments, and to have itbe fully removed as of 2030.

Changed:Recital 25 a (new): (25a) CO2 emissions from vocational vehicles, such as garbage,garbage tipperstrucks, tipper trucks or concrete mixers,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.

Changed:Recital 25 b (new): (25b) CO2Due emissionsto fromthe smalltechnical lorriesreadiness withof athe maximumvehicle masssegment lowerand thanthe 5tneed andto mediumimprove air quality in cities, small lorries with a maximum mass lower than 7,4t5 whichtonnes cannotshould yetalso behave determinedto undermeet VECTO,the butCO2 theirtargets CO2set by this Regulation. AsCO2 emissions arefor beingthose vehicle sub-groups, cannot be determined yet for technical reasons under Regulation (EU) 2018/858 and2017/2400, their registrationsCO2 reportedemissions byas Memberdetermined Statesunder totype-approval theunder Commission.Regulation Zero-emission(EU) technologies715/2007 should be used for vehiclesthe underpurpose thatof segmentcalculating areaverage alreadyspecific matureCO2 andemissions cost-efficient.of Thatmanufacturers. segmentWhile includesthose manyvehicles urbansub-groups deliverydo trucksnot supplyingfall stores,under suchthe asmonitoring supermarketsand inreporting cities,obligations soof vehicle manufacturers, their decarbonisationnew willregistrations contributeare toreported theby improvementMember ofStates. urbanFor airthe quality.purpose Smallerof lorriesdetermining shouldthe thereforevehicle alsomileage beand subjectpayload tofactor theof samethose CO2vehicles, targets,they andshould be attributed to the respective sub-groups accordingas tolaid theirdown missionin profile,Annex mileageI. and1.4 payload.to this Regulation.

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. That minimum share should reach 100% by 2030.

Added:Recital 25 c (new): (25c) 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 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. 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).

Added: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.

Changed: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 vehicles that consumemore lessefficient energy,vehicles, the Commission should also investigate as part of the 2028 review the impacts of setting minimum energy efficiency thresholds for new zero-emission heavy-duty vehicles placed on the Union market.

Changed: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:All sectors of the economy are expected to contribute to achieving the Union’s climate-neutrality objective and its intermediate climate targets. HDVs currently represent 28% of CO2 emissions from EU road transport, and 6% of total EU economy-wide GHG emissions. Without ambitious action on greenhouse gas emission reductions in road transport, including HDVs, higher emission reductions would be needed in other sectors, in particular in sectors where decarbonisation is more challenging.

Changed: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)"'(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, 4t4 tonnes as laid down in Table 1.1.1a of Annex I;'I;'"

Removed:CO2 emissions from small lorries with a maximum mass lower than 5t and medium lorries with a maximum mass lower than 7.4t which cannot yet be determined under VECTO, but their CO2 emissions are being determined under Regulation (EU) 2018/858 and their registrations reported by Member States to the Commission. Zero-emission technologies for vehicles under this segment are already mature and cost-efficient. This segment includes many urban delivery trucks supplying stores like supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality. Smaller lorries should therefore also be subject to the same CO2 targets, and be attributed to the respective sub-groups according to their mission profile, mileage and payload.

Changed: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;’;7a’;

Removed:The word ‘manufacturer’ is used throughout the Regulation and should therefore be defined to ensure legal certainty. This definition should be aligned with new Article 7a detailing the conditions under which vehicles are attributed to manufacturers.

Added:Regulation EU 2019/1242

Added:Article 1 – paragraph 1 – point 3 – point g, Article 3 – paragraph 1 – point 11 – point a: (a) until 31 December 2034, 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; as of 1 January 2035, a heavy-duty motor vehicle without an internal combustion engine, or with an internal combustion engine that emits less than 1gCO2/(t.km) or 1gCO2/(p.km) as determined in accordance with Article 9 of Regulation (EU) 2017/400;

Added:Regulation EU 2019/1242

Changed:Article 1 – paragraph 1 – point 3 – point g, Article 3 – paragraph 1 – point 11 – point a:b (a)a (new): (ba) until 31 December 2029, a heavy-duty motor vehicle of category N2 with a maximum mass lower than 7, 4 tonnes without an internal combustion engine, or with an internal combustion engine that emits less than 1gCO2/(t.km)3 gCO2/(t.km) as determined in accordance with Regulation (EU) 2018/858 if no CO2 emissions have been determined according to Regulation (EU) 2017/2400; as of 1 January 2030, a heavy-duty motor vehicle of category N2 with a maximum mass lower than 7, 4 tonnes without an internal combustion engine, or 1gCO2/(p.km)with an internal combustion engine that emits less than 1 gCO2/(t.km) as determined in accordance with ArticleRegulation 9(EU) of2018/858 if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;

Removed:The change of definition of a zero-emission vehicle is not justified by any element of the impact assessment. After the adoption of the proposal, the Commission informally explained that this last-minute change has been introduced in view of covering hydrogen dual-fuel engines. Yet the main company commercialising those vehicles already claimed in the past that they could comply with the current 1 gCO2/kWh threshold. For the reasons above, the Rapporteur sees no justification for the proposed amendment to the definition of zero-emission vehicles. The unit has been changed to gCO2/(t.km) to correspond to the unit used in VECTO.

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

Added:Article 1 – paragraph 1 – point 3 – point i, Article 3 – paragraph 1 – point 23 a (new): (23a) ‘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:Idem

Removed:Article 1 – paragraph 1 – point 3 – point g, Article 3 – paragraph 1 – point 11 – point b a (new): (ba) a heavy-duty motor vehicle of category N2 with a maximum mass lower than 7, 4t without an internal combustion engine, or with an internal combustion engine that emits less than 1gCO2/(t.km) as determined in accordance with Regulation (EU) 2018/858 if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;

Added: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:CO2 emissions from small lorries with a maximum mass lower than 5t and medium lorries with a maximum mass lower than 7.4t which cannot yet be determined under VECTO, but their CO2 emissions are being determined under Regulation (EU) 2018/858 and their registrations reported by Member States to the Commission. Zero-emission technologies for vehicles under this segment are already mature and cost-efficient. This segment includes many urban delivery trucks supplying stores like supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality. Smaller lorries should therefore also be subject to the same CO2 targets, and be attributed to the respective sub-groups according to their mission profile, mileage and payload.

Removed:Article 1 – paragraph 1 – point 4, Article 3 a – 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 shall be reduced by the following percentages compared to the average CO2 emissions of the reporting period of the year 2019:

Added:Article 1 – paragraph 1 – point 4, Article 3a – paragraph 1 – point c: (c) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by 70 %,

Removed:CO2 emissions from vocational vehicles, such as garbage, tippers or concrete mixers, 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. As they mostly operates in cities, vocational vehicles also significantly impact urban air quality. Those vehicles should therefore also be subject to CO2 emissions reduction targets.

Changed:Article 1 – paragraph 1 – point 4, Article 3 a3a – paragraph 12: –2. pointTo b:these (b)CO2 foremission alltargets, the vehicle sub-groups forhave theto reportingcontribute periodsas laid down in point 4.3. of Annex I, taking into account the yearsattribution 2030of tonon-certified 2034vehicles byas 65laid %,down in Table 1.1.1a of Annex I.

Removed:The targets proposed by the Commission will not be enough to achieve the Union's climate neutrality objective, taking into account the fair share that road transport should contribute to achieving that objective.

Removed:Article 1 – paragraph 1 – point 4, Article 3 a – paragraph 1 – point c: (c) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by 95 %,

Added: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:The targets proposed by the Commission will not be enough to achieve the Union's climate neutrality objective, taking into account the fair share that road transport should contribute to achieving that objective.

Removed:Article 1 – paragraph 1 – point 4, Article 3 a – paragraph 1 – point d: (d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 100%.

Added: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:The targets proposed by the Commission will not be enough to achieve the Union's climate neutrality objective, taking into account the fair share that road transport should contribute to achieving that objective.

Removed:Article 1 – paragraph 1 – point 4, Article 3 a – 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.

Added: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:CO2 emissions from small lorries with a maximum mass lower than 5t and medium lorries with a maximum mass lower than 7.4t which cannot yet be determined under VECTO, but their CO2 emissions are being determined under Regulation (EU) 2018/858 and their registrations reported by Member States to the Commission. Zero-emission technologies for vehicles under this segment are already mature and cost-efficient. This segment includes many urban delivery trucks supplying stores like supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality. Smaller lorries should therefore also be subject to the same CO2 targets, and be attributed to the respective sub-groups according to their mission profile, mileage and payload.

Removed:Article 1 – paragraph 1 – point 4, Article 3 b – paragraph 2: deleted / (deleted)

Added: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:The proposed exemption is not justified by any element of the impact assessment. Since the zero-emission vehicle target applies only to urban buses, the Rapporteur sees no reasonable cases where such target would be unachievable.

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

Added: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:Article 1 – paragraph 1 – point 4, Article 3 c – 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.

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

Changed:Article 1 – paragraph 1 – point 4, Article 3 c3c – paragraph 2 a1: (new):1. 2a.Contracting Theauthorities tender’sor contributioncontracting toentities theshall, sustainabilitywhen shallcontracting befor assessed,the interpurchase, alia,lease, basedrent on:or /hire-purchase (a)of environmentalvehicles sustainabilityreferred goingto beyondin theArticle minimum3b requirementsor providedof forthe inrelated applicablecharging legislation,infrastructure, intake particularaccount forof the recyclingenergy and sourcingenvironmental impacts of batteries;those /vehicles (b)over thetheir energylifetime, efficiencyas well as of the vehicles; /security (c)of thesupply potentialrelated to reducethose thevehicles useand oftheir naturalspare resourcesparts. andThey materials,shall fordo instanceso by retrofittingincluding existingcriteria vehiclesfor tothe zero-emissionsustainability powertrains.and the security of supply contribution of the tender, in compliance with relevant international law.

Removed:Article 1 – paragraph 1 – point 4, Article 3 c – paragraph 3: 3. In accordance with Article 3b, the tender’s contribution to sustainability shall be given a weighting of between 15 to 40% 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;

Added: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:Article 1 – paragraph 1 – point 4, Article 3 c – 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, shall not exceed 50% of the tender’s value.

Added: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: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 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.'

Added: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:Ambitious CO2 reduction targets will send the necessary signal to all actors to invest in zero-emission technologies, roll-out the necessary charging and refuelling infrastructure, and where relevant, update the electricity grid capacity. In particular, the AFIR Regulation will be up for review in 2026, with a special report on the needed infrastructure for HDVs by mid-2024. A “Zero-Emission HDVs Forum” ensure all actors work together on the effective and cost-efficient roll-out of recharging and refuelling infrastructure in view of the increased ambition of this Regulation.

Added: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.

Added:Regulation (EU) 2019/1242

Added: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.'

Added:Regulation (EU) 2019/1242

Removed:It should be clarified that the incentive mechanism only includes vehicles of category N, as specified in point 2.3.2 of Annex I, as it is the case under the current Regulation.

Changed: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 158 % benchmark in accordance with point 2.3.2 of Annex I;

Removed:Manufacturers have already announced serial production of zero-emission trucks in 2024. It is estimated that announcement by manufacturers should lead to an increase in the share of zero-emission vehicles in total HDV of around 7% by 2025, and of more than 50% by 2030 on average, and up to 70% for individual manufacturers. The benchmark system should therefore be reviewed to ensure it continues rewarding those manufacturers that are doing better than the average.

Changed:Article 1 – paragraph 1 – point 8, Article 6 a6a – paragraph 1 – subparagraph 1–1 – 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.

Changed: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"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.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.’;2025."

Removed:Under the current Regulation, the lifetime of credits and debts is limited to 5 years. While the Commission maintains a validity period of maximum 5 years for debts after 2030, it allows credits to be accumulated and used over a period of up to 15 years, thereby risking locking-in manufacturers in a low-ambition scenario.

Removed:Article 1 – paragraph 1 – point 11 – point a, Article 8 – paragraph 1 – point a: Deleted

Added: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:To ensure a deterrent effect, excess CO2 emissions premium should always exceeds the average marginal costs of the technologies needed to meet the CO2 emissions targets, as recognised in Article 15(2), point (i) of Regulation (EU) 2019/1242. The impact assessment does not provide any justification of a potential decrease of the marginal costs of the technologies needed to meet the revised CO2 emissions targets. Logically, those marginal costs should even increase with the level of ambition. Therefore, the minimum should be to keep the current levels.

Removed:Article 1 – paragraph 1 – point 11 – point b, Article 8 – paragraph 1 – point b: Deleted

Added: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:To ensure a deterrent effect, excess CO2 emissions premium should always exceeds the average marginal costs of the technologies needed to meet the CO2 emissions targets, as recognised in Article 15(2), point (i) of Regulation (EU) 2019/1242. The impact assessment does not provide any justification of a potential decrease of the marginal costs of the technologies needed to meet the revised CO2 emissions targets. Logically, those marginal costs should even increase with the level of ambition. Therefore, the minimum should be to keep the current levels.

Added:Editorial correction

Removed:Article 1 – paragraph 1 – point 16, Article 13 b – paragraph 1 – subparagraph 3: Deleted

Added: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:Even if exempted from CO2 targets, small producing manufacturers should still report the emissions of their vehicles to the Commission. This would also allow those emissions to be publicly accessible in the central register referred to in Article 13c, and thereby ensure public scrutiny, in particular on whether the share of those emissions remain marginal in comparison with total EU HDVs emissions.

Changed:Article 1 – paragraph 1 – point 18, Article 15 – paragraph 1: 1. The Commission shall, innot 2028,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 assessassess: / (i) the impactsnumber of establishingregistrations minimumof energyzero-emission efficiencyheavy-duty thresholdsvehicles forin newMember zero-emissionStates; / (ii) the progress made in deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles placedin onMember States; / (iii) strictly for the Unionpurpose market,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 ensuringMember thatStates; special/ purpose,(iv) off-roadimpacts on employment, especially on micro, small and off-roadmedium-sized specialenterprises vehicles(SMEs), arethe subjecteffectiveness of measures to CO2support emissionsretraining reductionand targets.upskilling Itof shallthe alsoworkforce, assessand 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 by 2050 at the latest as set out in Regulation (EU) 2021/1119.b…

Removed:CO2 emissions from vocational vehicles, such as garbage, tippers or concrete mixers, 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. As they mostly operates in cities, vocational vehicles also significantly impact urban air quality. Those vehicles should therefore be included under the CO2 reduction targets.

Added:Regulation (EU) 2019/1242

Removed:CO2 emissions from small lorries with a maximum mass lower than 5t and medium lorries with a maximum mass lower than 7.4t which cannot yet be determined under VECTO, but their CO2 emissions are being determined under Regulation (EU) 2018/858 and their registrations reported by Member States to the Commission. Zero-emission technologies for vehicles under this segment are already mature and cost-efficient. This segment includes many urban delivery trucks supplying stores like supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality. Smaller lorries should therefore also be subject to the same CO2 targets, and be attributed to the respective sub-groups according to their mission profile, mileage and payload.

Added:Article 1 – paragraph 1 – point 18, Article 15 – paragraph 1 a (new) – 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:In view of on-going and expected market developments, only zero-emission vehicles should be incentivised as of 2025.

Removed:In view of on-going and expected market developments, only zero-emission vehicles should be incentivised as of 2025.

Removed:In view of on-going and expected market developments, only zero-emission vehicles should be incentivised as of 2025.

Removed:In view of on-going and expected market developments, only zero-emission vehicles should be incentivised as of 2025.

Removed:It should be specified that only vehicles of category N are included in the ZLEV factor, in line with the current Regulation.

Added: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:The targets proposed by the Commission will not be enough to achieve the Union's climate neutrality objective, taking into account the fair share that road transport should contribute to achieving that objective.

Added:This amendment corrects a typo, the definition of reportCO2_v_mp of Annex III should refer to the completed vehicle only. The CO2 emissions of primary vehicles are not corrected for their passenger numbers, since all primary vehicles of a given sub-group are simulated with the same passenger numbers. This is also visible from the definitions of the CO2p_v_mp in point 2.1 of Annex I, which does not refer to Annex III for a correction.