What changed between the draft committee report and the plenary report

DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION

5 unchanged paragraphs

on the proposal for a regulation 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, and repealing Regulation (EU) 2018/956

(COM(2023)0088) – C9-0025/2023 – 2023/0042(COD))

(Ordinary legislative procedure: first reading)

The European Parliament,

– having regard to the Commission proposal to Parliament and the Council (COM(2023)0088),

Changed:– having regard to Article 294(2) and Article 192(1) of the Treaty on the Functioning of the European Union, pursuant to which the Commission submitted the proposal to Parliament (C9-0025/2023),(C90025/2023),

Change 1

Removed:– having regard to the proposal from the European Commission

Added:– having regard to the reasoned opinion submitted, within the framework of Protocol No 2 on the application of the principles of subsidiarity and proportionality, by the Italian Chamber of Deputies and the Italian Senate, asserting that the draft legislative act does not comply with the principle of subsidiarity,

Removed:– having regard to the reasoned opinion submitted, within the framework of Protocol No 2 on the application of the principles of subsidiarity and proportionality, by the Camera dei Deputati, asserting that the draft legislative act does not comply with the principle of subsidiarity,

Added:– having regard to the opinion of the European Economic and Social Committee of 12 July 2023,

Removed:– having regard to the reasoned opinion submitted, within the framework of Protocol No 2 on the application of the principles of subsidiarity and proportionality, by the Senato della Repubblica, asserting that the draft legislative act does not comply with the principle of subsidiarity,

Added:– after consulting the Committee of the Regions,

Removed:– having regard to the opinion of the European Economic and Social Committee of [date],

Removed:– having regard to the opinion of the Committee of the Regions of [date] ,

– having regard to Rules 59 and 40 of its Rules of Procedure,

Changed:– having regard to the opinions of the Committee on, Committee on Transport and Tourism and the Committee on Industry, Research and Energy

Changed:– having regard to the report of the Committee on the Environment, Public Health and Food Safety (A90000/2023),(A9-0313/2023),

4 unchanged paragraphs

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

2. Approves the joint statement by Parliament and the Council annexed to this resolution;

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

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

Change 2

Removed:Recital 2: (2) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the Union by 2050, and sets out a new strategy that aims to transform the Union into a fair and prosperous society with a modern, resource-efficient and competitive economy, where economic development is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.

Added:Recital 1: (1) Tackling climate and environmental-related challenges and reaching the objectives of the Paris Agreement, adopted in December 2015 under the United Nations Framework Convention on Climate Change (UNFCCC), are at the core of the Communication on the “European Green Deal”, adopted by the Commission on 11 December 201910. The necessity and value of the European Green Deal have only grown in light of the very severe effects of the COVID-19 pandemic on the health and economic well-being of the Union’s citizens and of the Russian aggression against Ukraine.

Removed:Recital 3: (3) The Union committed to reducing the Union’s economy-wide net greenhouse gas emissions by at least 55 % by 2030 below 1990 levels in the updated nationally determined contribution submitted to the UNFCCC Secretariat on 17 December 2020. The Council stated in its conclusions of 24 October 20221a that it stands ready, as soon as possible after the conclusions of the negotiations on the essential elements of ‘Fit for 55’ package, to update, as appropriate, the NDC of the EU and its Member States, in line with § 29 of the Glasgow Climate Pact to reflect how the final outcome of the essential elements of ‘Fit for 55’ package implements the EU headline target as agreed by the European Council in December 2020. / 1a Council conclusions on the Preparations for the 27th Conference of the Parties (COP27) of the United Nations Framework Convention on Climate Change (UNFCCC), 24 October 2022.

Added:Recital 2: (2) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the Union by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged and vulnerable groups, such as low-income households and persons, older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.

Removed:Recital 3 a (new): (3a) During COP26 in Glasgow, the Global Memorandum of Understanding on Zero-Emission Medium- and Heavy-Duty Vehicles was launched. To date, 25 countries including 10 Member States have already pledged to transition towards 100% zero-emission trucks and buses sales by 2040.

Added:Recital 3: (3) The Union committed to reducing the Union’s economy-wide net greenhouse gas emissions by at least 55 % by 2030 below 1990 levels in the updated nationally determined contribution submitted to the UNFCCC Secretariat on 17 December 2020. The Council stated in its conclusions of 24 October 20221a that it stands ready, as soon as possible after the conclusions of the negotiations on the essential elements of the ‘Fit for 55’ package, to update, as appropriate, the nationally determined contribution of the Union and its Member States, in line with paragraph 29 of the Glasgow Climate Pact. / 1a Council conclusions on the Preparations for the 27th Conference of the Parties (COP27) of the United Nations Framework Convention on Climate Change (UNFCCC), 24 October 2022.

Change 3

Changed:Recital 4: (4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council11 , the Union has enshrined in legislation the target of economy-wide climate neutrality aswithin soonthe asUnion possibleat andthe latest by 2050 at the latest, and the aim toof achieveachieving negative emissions thereafter.thereafter in legislation. That Regulation also establishes a binding Union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55 % below 1990 levels by 2030. That Regulation also establishedprovides that the Commission is to endeavourpropose toa alignUnion allintermediate futureclimate legislativetarget andfor budgetary2040, proposalsas withappropriate, at the objectiveslatest andwithin targetssix setmonths of the first global stocktake carried out inunder the Paris Agreement, and publish at the same time the projected indicative Union greenhouse gas budget for the 2030-2050 period, defined as the indicative total volume of net greenhouse gas emissions that Regulationare and,expected to be emitted in anythat caseperiod ofwithout non-alignment,putting provideat risk the reasonsUnion’s commitments under the Paris Agreement, as partwell as the methodology underlying that indicative budget. On 15 June 2023, the European Scientific Advisory Board published its scientific advice for the determination of an EU-wide 2040 climate target and a greenhouse gas budget for 2030-2050.11a / 11a European Scientific Advisory Board on Climate Change (2023). Scientific advice for the impactdetermination assessmentof accompanyingan thoseEU-wide proposals.2040 climate target and a greenhouse gas budget for 2030-2050.

Change 4

Changed:Recital 5: (5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector. Heavy-duty vehicles are currently responsible for more than a quarter of greenhouse gas emissions from road transport in the Union and for over 6% of Union's total greenhouse gas emissions, more than those from aviation or maritime transport. The EU’s Sustainable and Smart Mobility Strategy aims for a 90% reduction in the transport sector’s emissions by 2050, including hard-to-abate sectors like aviation and maritime transport. This requires additional reduction targets for sectors fit for decarbonisation, such as road transport before 2050. That transition should take into account the industrial and social challenges of that process to ensure employment and accessible mobility for all.

Change 5

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.

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.

Change 6

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.

Change 7

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.

Change 8

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.

Removed:Recital 12 a (new): (12a) Within 6 months of the 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 in 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: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 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 2028 review clause should assess the possibility of applying CO2 targets also for niche uses and uncertified vehicles.

Added: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.

Added: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.

Added: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: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: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.

Added: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.

Added:Recital 15 a (new): (15a) 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.

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.

Change 9

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.

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.

Recital 21 – paragraph 5: deleted

Change 10

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.

Change 11

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.

Change 12

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.

Added: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).

Added: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.