amendment list, 19 June 2026
Clean corporate vehicles
Document CJ46-AM-789892 · (COM(2025)0994 – 2025/0421(COD))
Committee on the Environment, Climate and Food Safety Committee on Transport and Tourism
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Text 1,347 paragraphs
Amendment 52
Markus Ferber
Proposal for a regulation
–
| Proposal for rejection | |
| The European Parliament rejects the Commission Proposal. |
Or. en
Justification
The Commission proposal is overly complex and bureaucratic. By introducing detailed and mandatory requirements for EU Member States and for different vehicle categories, it would impose a significant administrative burden at national and EU level.
In addition, the provisions on financial support set out in Article 4 interfere on Member States’ fiscal policies, particularly in relation to taxation , thereby raising substantial concerns regarding compliance with the principle of subsidiarity.
Amendment 53
Andreas Glück, Christine Singer, Engin Eroglu
Proposal for a regulation
Read the rest (1,335 paragraphs)
–
| Proposal for rejection | |
| The European Parliament rejects the Commission proposal. |
Or. en
Amendment 54
Alexandr Vondra, Ondřej Krutílek
Proposal for a regulation
–
| Proposal for rejection | |
| The European Parliament rejects the Commission proposal. |
Or. en
Amendment 55
Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrey Novakov, Sophia Kircher, Andrea Wechsler, Miriam Lexmann, Angelika Niebler, Gheorghe Falcă, Flavio Tosi
Proposal for a regulation
–
| Proposal for rejection | |
| The European Parliament rejects the Commission proposal. |
Or. en
Amendment 56
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Viktória Ferenc, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
–
| Proposal for rejection | |
| The European Parliament rejects the Commission proposal. |
Or. en
Amendment 57
Jacek Ozdoba
on behalf of the ECR Group
Alexandr Vondra, Jadwiga Wiśniewska, Anna Zalewska
Proposal for a regulation
–
| Proposal for rejection | |
| The European Parliament rejects the Commission proposal. |
Or. en
Amendment 58
Alexandr Vondra
on behalf of the ECR Group
Carlo Fidanza, Ondřej Krutílek
Proposal for a regulation
–
| Proposal for rejection | |
| The European Parliament rejects the Commission proposal.1. Considers that the proposal does not comply with the principle of proportionality, as set out in Article 5 TEU, insofar as it imposes obligations that go beyond what is necessary to achieve its objectives and fails to adequately take into account the diversity of economic, operational and infrastructure conditions across Member States and across different types of fleet users, including transport segments;2. Notes the absence of a sufficiently robust and sector-specific impact assessment on the economic burden that the proposal would place on companies across all corporate fleets, including SMEs, and underlines that obligations placed on Member States are likely to cascade down into direct or indirect obligations on fleet operators and service providers;3. Calls on the Commission to withdraw its proposal; Instructs its President to forward its position to the Council of the EU, the Commission and the national parliaments. |
Or. en
Justification
The proposal insufficiently reflects the operational realities of corporate fleet users, including road transport operators, and is not aligned with infrastructure availability, vehicle supply and SMEs’ economic conditions. Without a robust sector-specific impact assessment, obligations on Member States may cascade into de facto purchasing mandates, disproportionately affecting companies and raising concerns under Articles 16 and 17 of the Charter.
Amendment 59
Adrian-George Axinia
Proposal for a regulation
–
| Proposal for rejection | |
| The European Parliament rejects the Commission proposal; 1. The proposal insufficiently reflects the operational realities of corporate fleet users, including road transport operators, and is not aligned with infrastructure availability, vehicle supply and SMEs’ economic conditions. Without a robust sector-specific impact assessment, obligations on Member States may cascade into de facto purchasing mandates, disproportionately affecting companies and raising concerns under Articles 16 and 17 of the Charter.2. Points to the lack of a sufficiently thorough and sector-specific impact assessment addressing the financial burden the proposal would impose on companies operating corporate fleets of all sizes, including SMEs, and stresses that requirements placed on Member States are highly likely to flow down into direct or indirect compliance burdens for fleet operators and service providers; |
Or. en
Amendment 60
Adrian-George Axinia
Draft legislative resolution
Paragraph 2
| Draft legislative resolution | Amendment |
| 2. Calls on the Commission to refer the matter to Parliament again if it replaces, substantially amends or intends to substantially amend its proposal; | 2. Calls on the Commission to withdraw its proposal; |
Or. en
Amendment 61
Carlo Fidanza
Draft legislative resolution
Paragraph 2
| Draft legislative resolution | Amendment |
| 2. Calls on the Commission to refer the matter to Parliament again if it replaces, substantially amends or intends to substantially amend its proposal; | 2. Calls on the Commission to withdraw its proposal and replace it with: |
| - Commission guidelines on the decarbonisation of corporate fleets; | |
| - a structured exchange of best practices between Member States; | |
| - targeted financial incentives and technical support measures; | |
| - recommendations aimed at improving enabling conditions, including recharging and refuelling infrastructure, grid readiness, permitting procedures and access to financing. Such an approach should support the greening of corporate fleets while fully respecting the diversity of national market conditions, infrastructure readiness, taxation systems and operational realities across Member States. |
Or. en
Amendment 62
Flavio Tosi
Proposal for a regulation
Title 1
| Text proposed by the Commission | Amendment |
|---|---|
| Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on clean corporate vehicles (Text with EEA relevance) | Proposal for a DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on clean corporate vehicles (Text with EEA relevance) |
Or. en
Justification
This proposal should rely on indicative rather than mandatory national targets, as well as national plans and measures designed and implemented by Member States, including in areas closely linked to national fiscal, infrastructure and industrial policy choices. Such a framework is more appropriately established through a Directive, which better respects the principles of subsidiarity and proportionality while allowing Member States the flexibility to achieve common objectives in light of national circumstances.
Amendment 63
Carlo Fidanza
Proposal for a regulation
Title 1
| Text proposed by the Commission | Amendment |
|---|---|
| Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on clean corporate vehicles (Text with EEA relevance) | Proposal for a DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on clean corporate vehicles (Text with EEA relevance) |
Or. en
Justification
The proposal should rely on indicative, not mandatory, national targets, plans and measures designed by Member States, notably in fiscal, infrastructure and industrial policy. A Directive better respects subsidiarity and proportionality, allowing flexibility in light of national circumstances. The reliance on national implementation confirms that a directly applicable Regulation is not required. More generally, given the significant differences across Member States, including regarding leasing models and economic conditions, a non-binding framework based on guidance, incentives and technical support would represent a more proportionate and effective approach than binding Union legislation.
Amendment 64
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 1
| Text proposed by the Commission | Amendment |
|---|---|
| (1) Road transport is the dominant transport mode in the Union, accounting in 2023 for 52.6 % of total freight transport activity and 81.2 % of passenger transport activity, while being responsible for 22.6 % of the Union greenhouse gas emissions and 35 % of its NOx emissions. | deleted |
Or. en
Amendment 65
Anja Arndt, Marc Jongen, Volker Schnurrbusch, Ivan David
Proposal for a regulation
Recital 1 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (1a) CO₂ is not a traditional local air pollutant such as nitrogen oxides, particulate matter or carbon monoxide, but rather a natural component of the atmosphere and is treated as a greenhouse gas under EU law. Measures to reduce CO₂ emissions can have significant effects on businesses, industrial value creation, property use, mobility and competitiveness. Such measures must therefore be underpinned by a transparent impact assessment, be proportionate and deliver demonstrable additional benefits in terms of achieving the intended climate targets. |
Or. de
Justification
The economic and social implications of climate protection measures means they must undergo a rigorous proportionality assessment and have clearly demonstrated benefits.
Amendment 66
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 2
| Text proposed by the Commission | Amendment |
|---|---|
| (2) The Communication of the Commission on ‘The European Green Deal’3 and Regulation (EU) 2021/1119 of the European Parliament and of the Council4 set out the steps towards climate-neutrality by 2050 and the need to reduce transport greenhouse gas emissions by 90% by 2050, relative to 1990. The Industrial Action Plan for the European automotive sector5 and the Clean Industrial Deal6 outline the importance of the automotive sector for European Union industrial competitiveness and show the need for action on corporate vehicles. | deleted |
| 3 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’ of 11 December 2019, COM(2019) 640 final. | |
| 4 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, ELI: http://data.europa.eu/eli/reg/2021/1119/oj). | |
| 5 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – Industrial Action Plan for the European automotive sector, COM(2025) 95 final, 5.3.2025, CELEX: 52025DC0095. | |
| 6 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – The Clean Industrial Deal: A joint roadmap for competitiveness and decarbonisation, COM/2025/85 final, 26.2.2025, CELEX: 52025DC0085. |
Or. en
Amendment 67
Kai Tegethoff, Virginijus Sinkevičius
Proposal for a regulation
Recital 2
| Text proposed by the Commission | Amendment |
|---|---|
| (2) The Communication of the Commission on ‘The European Green Deal’3 and Regulation (EU) 2021/1119 of the European Parliament and of the Council4 set out the steps towards climate-neutrality by 2050 and the need to reduce transport greenhouse gas emissions by 90% by 2050, relative to 1990. The Industrial Action Plan for the European automotive sector5 and the Clean Industrial Deal6 outline the importance of the automotive sector for European Union industrial competitiveness and show the need for action on corporate vehicles. | (2) The Communication of the Commission on ‘The European Green Deal’3 and Regulation (EU) 2021/1119 of the European Parliament and of the Council4 set out the steps towards climate-neutrality by 2050 and the need to reduce transport greenhouse gas emissions by 90% by 2050, relative to 1990. The Industrial Action Plan for the European automotive sector5 and the Clean Industrial Deal6 outline the importance of the automotive sector for European Union industrial competitiveness and show that accelerating the uptake of zero-emission vehicles in corporate fleets will benefit the European automotive industry and will further reduce transport emissions. The Communication of the Commission entitled ‘AccelerateEU - Affordable and Secure Energy throuh Accelerated Action’ highlights the dangers of Europe’s dependency on fossil fuel imports and makes the case for accelerating the transition to e-mobility as a structural pathway to lower our dependence on oil in road transport and reduce energy bills for consumers and companies. |
| 3 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’ of 11 December 2019, COM(2019) 640 final. | 3 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’ of 11 December 2019, COM(2019) 640 final. |
| 4 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, ELI: http://data.europa.eu/eli/reg/2021/1119/oj). | 4 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, ELI: http://data.europa.eu/eli/reg/2021/1119/oj). |
| 5 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – Industrial Action Plan for the European automotive sector, COM(2025) 95 final, 5.3.2025, CELEX: 52025DC0095. | 5 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – Industrial Action Plan for the European automotive sector, COM(2025) 95 final, 5.3.2025, CELEX: 52025DC0095. |
| 6 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – The Clean Industrial Deal: A joint roadmap for competitiveness and decarbonisation, COM/2025/85 final, 26.2.2025, CELEX: 52025DC0085. | 6 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – The Clean Industrial Deal: A joint roadmap for competitiveness and decarbonisation, COM/2025/85 final, 26.2.2025, CELEX: 52025DC0085. |
Or. en
Amendment 68
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Flavio Tosi, Sunčana Glavak, Angelika Niebler, Letizia Moratti
Proposal for a regulation
Recital 2
| Text proposed by the Commission | Amendment |
|---|---|
| (2) The Communication of the Commission on ‘The European Green Deal’3 and Regulation (EU) 2021/1119 of the European Parliament and of the Council4 set out the steps towards climate-neutrality by 2050 and the need to reduce transport greenhouse gas emissions by 90% by 2050, relative to 1990. The Industrial Action Plan for the European automotive sector5 and the Clean Industrial Deal6 outline the importance of the automotive sector for European Union industrial competitiveness and show the need for action on corporate vehicles. | (2) The Communication of the Commission on ‘The European Green Deal’3 and Regulation (EU) 2021/1119 of the European Parliament and of the Council4 set out the steps towards climate-neutrality by 2050 and the need to reduce transport greenhouse gas emissions by 90% by 2050, relative to 1990. The Industrial Action Plan for the European automotive sector5 and the Clean Industrial Deal6 outline the importance of the automotive sector for European Union industrial competitiveness and show the need for action on corporate vehicles. As stated in the Draghi Report, “decarbonisation and competitiveness are not conflicting goals”. The transition towards lower-emission mobility should therefore preserve the competitiveness of the European automotive industry, respect the principle of technological neutrality and take into account affordability for consumers and fleet operators. |
| 3 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’ of 11 December 2019, COM(2019) 640 final. | 3 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’ of 11 December 2019, COM(2019) 640 final. |
| 4 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, ELI: http://data.europa.eu/eli/reg/2021/1119/oj). | 4 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, ELI: http://data.europa.eu/eli/reg/2021/1119/oj). |
| 5 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – Industrial Action Plan for the European automotive sector, COM(2025) 95 final, 5.3.2025, CELEX: 52025DC0095. | 5 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – Industrial Action Plan for the European automotive sector, COM(2025) 95 final, 5.3.2025, CELEX: 52025DC0095. |
| 6 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – The Clean Industrial Deal: A joint roadmap for competitiveness and decarbonisation, COM/2025/85 final, 26.2.2025, CELEX: 52025DC0085. | 6 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – The Clean Industrial Deal: A joint roadmap for competitiveness and decarbonisation, COM/2025/85 final, 26.2.2025, CELEX: 52025DC0085. |
Or. en
Amendment 69
Li Andersson
Proposal for a regulation
Recital 2
| Text proposed by the Commission | Amendment |
|---|---|
| (2) The Communication of the Commission on ‘The European Green Deal’3 and Regulation (EU) 2021/1119 of the European Parliament and of the Council4 set out the steps towards climate-neutrality by 2050 and the need to reduce transport greenhouse gas emissions by 90% by 2050, relative to 1990. The Industrial Action Plan for the European automotive sector5 and the Clean Industrial Deal6 outline the importance of the automotive sector for European Union industrial competitiveness and show the need for action on corporate vehicles. | (2) The Communication of the Commission on ‘The European Green Deal’3 and Regulation (EU) 2021/1119 of the European Parliament and of the Council4 set out the steps towards climate-neutrality by 2050 and the need to reduce transport greenhouse gas emissions by 90% by 2050, relative to 1990. The Communication of the Commission on the ‘Sustainable and Smart Mobility Strategy’ calls for decisive action to shift more activity towards more sustainable transport modes. The Industrial Action Plan for the European automotive sector5 and the Clean Industrial Deal6 outline the importance of the automotive sector for European Union industrial competitiveness and show the need for action on corporate vehicles. |
| 3 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’ of 11 December 2019, COM(2019) 640 final. | 3 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’ of 11 December 2019, COM(2019) 640 final. |
| 4 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, ELI: http://data.europa.eu/eli/reg/2021/1119/oj). | 4 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, ELI: http://data.europa.eu/eli/reg/2021/1119/oj). |
| 5 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – Industrial Action Plan for the European automotive sector, COM(2025) 95 final, 5.3.2025, CELEX: 52025DC0095. | 5 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – Industrial Action Plan for the European automotive sector, COM(2025) 95 final, 5.3.2025, CELEX: 52025DC0095. |
| 6 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – The Clean Industrial Deal: A joint roadmap for competitiveness and decarbonisation, COM/2025/85 final, 26.2.2025, CELEX: 52025DC0085. | 6 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions – The Clean Industrial Deal: A joint roadmap for competitiveness and decarbonisation, COM/2025/85 final, 26.2.2025, CELEX: 52025DC0085. |
Or. en
Justification
This Regulation should explicitly reference key EU urban mobility policies like the Sustainable Urban Mobility Framework (SUMF) and the Smart and Sustainable Mobility Strategy. These frameworks recognise ZEVs while promoting active and public transport to reduce congestion and improve air quality. For many urban trips, shifting to these alternative modes is more efficient than simply replacing internal combustion cars, making this Regulation essential for local mobility planning and urban liveability.
Amendment 70
Anja Arndt, Marc Jongen, Volker Schnurrbusch, Ivan David
Proposal for a regulation
Recital 2 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (2a) The classification of a vehicle as ‘clean’ must not be based solely on the absence of local exhaust emissions. The decisive factor must be its full life-cycle impacts, including vehicle production, battery manufacture, raw material extraction, energy generation, electricity mix, fuel supply, use, maintenance, recycling and end-of-life treatment. Under Article 7(a) of Regulation (EU) 2019/631, the Commission is required to develop a common Union methodology for assessing and consistently reporting the full life-cycle CO₂ emissions of passenger cars and light commercial vehicles. Until such time as this methodology has been established, applied and integrated into the impact assessment for this Regulation, no powertrain technology may be given preferential or prejudicial treatment by regulatory means. A regulation that favours battery-electric and other so-called zero-emission vehicles even before this methodology is applied prejudges the outcome of the assessment and runs counter to evidence-based legislation, technology neutrality and the principle of proportionality. |
Or. de
Justification
The Commission must not introduce any technology-specific quota until such time as the life-cycle methodology it is required to provide has been finalised and implemented. Exhaust emissions do not fully reflect the actual environmental impact of vehicles.
Amendment 71
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 3
| Text proposed by the Commission | Amendment |
|---|---|
| (3) Regulations (EU) 2019/631 (7 ) and (EU) 2019/1242 of the European Parliament and of the Council (8 ) set CO2 emissions performance requirements for new road transport vehicles, in order to contribute to achieving the Union's target of reducing its greenhouse gas emissions. Directive 2009/33/EC of the European Parliament and of the Council (9 ) sets national targets for the share of clean vehicles in public procurement on each Member State’s territory, over two five-year periods. It applies to all procurement of vehicles by a contracting authority or contracting entity. | deleted |
| 7 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13, ELI: http://data.europa.eu/eli/reg/2019/631/oj). | |
| 8 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202, ELI: http://data.europa.eu/eli/reg/2019/1242/oj). | |
| 9 Directive 2009/33/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of clean road transport vehicles in support of low-emission mobility (OJ L 120, 15.5.2009, p. 5, ELI: http://data.europa.eu/eli/dir/2009/33/oj). |
Or. en
Amendment 72
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Sunčana Glavak, Angelika Niebler
Proposal for a regulation
Recital 3
| Text proposed by the Commission | Amendment |
|---|---|
| (3) Regulations (EU) 2019/631 (7 ) and (EU) 2019/1242 of the European Parliament and of the Council (8 ) set CO2 emissions performance requirements for new road transport vehicles, in order to contribute to achieving the Union's target of reducing its greenhouse gas emissions. Directive 2009/33/EC of the European Parliament and of the Council (9 ) sets national targets for the share of clean vehicles in public procurement on each Member State’s territory, over two five-year periods. It applies to all procurement of vehicles by a contracting authority or contracting entity. | (3) Regulations (EU) 2019/631 (7 ) and (EU) 2019/1242 of the European Parliament and of the Council (8 ) set CO2 emissions performance requirements for new road transport vehicles, in order to contribute to achieving the Union's target of reducing its greenhouse gas emissions. The ongoing review of this framework is considering additional regulatory flexibilities to facilitate compliance with this target while preserving industrial competitiveness and supporting a technology-neutral transition towards lower-emission mobility. Therefore, consistency with the introduced approach providing flexibility, technological neutrality and preserving competitiveness should be ensured. Directive 2009/33/EC of the European Parliament and of the Council (9 ) sets national targets for the share of clean vehicles in public procurement on each Member State’s territory, over two five-year periods. It applies to all procurement of vehicles by a contracting authority or contracting entity. |
| 7 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13, ELI: http://data.europa.eu/eli/reg/2019/631/oj). | 7 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13, ELI: http://data.europa.eu/eli/reg/2019/631/oj). |
| 8 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202, ELI: http://data.europa.eu/eli/reg/2019/1242/oj). | 8 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202, ELI: http://data.europa.eu/eli/reg/2019/1242/oj). |
| 9 Directive 2009/33/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of clean road transport vehicles in support of low-emission mobility (OJ L 120, 15.5.2009, p. 5, ELI: http://data.europa.eu/eli/dir/2009/33/oj). | 9 Directive 2009/33/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of clean road transport vehicles in support of low-emission mobility (OJ L 120, 15.5.2009, p. 5, ELI: http://data.europa.eu/eli/dir/2009/33/oj). |
Or. en
Amendment 73
Anja Arndt, Marc Jongen, Volker Schnurrbusch, Ivan David
Proposal for a regulation
Recital 3 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (3a) Commercial vehicles do not constitute a niche market, but rather one of the key procurement markets in the European economy. Intervention in this segment affects not only individual fleet decisions, but also the entire market structure: manufacturers’ production planning, model ranges, leasing rates, residual values, second-hand car markets, vehicle availability, charging and grid infrastructure, as well as companies’ investment decisions. A politically mandated quota artificially moves demand away from internal combustion engines on to battery-powered and low-emission vehicles, regardless of whether the market, infrastructure, electricity prices, user profiles, vehicle supply and operational requirements can support this shift. This risks creating imbalances on both the supply and demand sides, in particular supply bottlenecks, rising prices, higher leasing rates, losses in residual value, the prolonged use of older vehicles, and the crowding out of market-based investment decisions. |
Or. de
Justification
The regulation concerns one of the most important channels of demand in the European car market. It therefore has a direct effect on manufacturers, suppliers, the leasing market, second-hand car prices and business investment.
Amendment 74
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 4
| Text proposed by the Commission | Amendment |
|---|---|
| (4) Each year, around 10 million new cars and 1.5 million new vans are registered in the Union. Around 60% of cars, and around 90 % of the vans, are corporate vehicles registered by legal entities. Those include various types of vehicles and use cases, among others: vehicles registered by leasing and rental companies; company cars provided as benefit-in-kind for company employees; vehicles used by hauliers, taxi, ride-hailing, and car-sharing companies to provide mobility and logistics services; vehicles used for own account, the cars used to drive a company’s management to meetings, or the distribution vehicles; showroom and test vehicles available at vehicle dealerships. | deleted |
Or. en
Amendment 75
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
Proposal for a regulation
Recital 4
| Text proposed by the Commission | Amendment |
|---|---|
| (4) Each year, around 10 million new cars and 1.5 million new vans are registered in the Union. Around 60% of cars, and around 90 % of the vans, are corporate vehicles registered by legal entities. Those include various types of vehicles and use cases, among others: vehicles registered by leasing and rental companies; company cars provided as benefit-in-kind for company employees; vehicles used by hauliers, taxi, ride-hailing, and car-sharing companies to provide mobility and logistics services; vehicles used for own account, the cars used to drive a company’s management to meetings, or the distribution vehicles; showroom and test vehicles available at vehicle dealerships. | (4) Each year, around 10 million new cars and 1.5 million new vans are registered in the Union. Around 60% of cars, and around 90 % of the vans, are corporate vehicles registered by legal entities. Those include various types of vehicles and use cases, among others: vehicles registered by leasing and rental companies; company cars provided as benefit-in-kind for company employees; vehicles used by hauliers, taxi, ride-hailing, and car-sharing companies to provide mobility and logistics services; vehicles used for own account, the cars used to drive a company’s management to meetings, or the distribution vehicles; showroom and test vehicles available at vehicle dealerships. Certain categories of corporate vehicles, in particular vehicles registered by short-term vehicle rental operators, as well as those registered by leasing, hire-purchase, rental or consumer finance companies, present specific operational and market characteristics, including client structure being often SMEs, seasonal demand patterns and cross-border mobility requirements. Those characteristics distinguish them from other corporate fleet segments and therefore should be excluded from the scope of this regulation. |
Or. en
Amendment 76
Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 4
| Text proposed by the Commission | Amendment |
|---|---|
| (4) Each year, around 10 million new cars and 1.5 million new vans are registered in the Union. Around 60% of cars, and around 90 % of the vans, are corporate vehicles registered by legal entities. Those include various types of vehicles and use cases, among others: vehicles registered by leasing and rental companies; company cars provided as benefit-in-kind for company employees; vehicles used by hauliers, taxi, ride-hailing, and car-sharing companies to provide mobility and logistics services; vehicles used for own account, the cars used to drive a company’s management to meetings, or the distribution vehicles; showroom and test vehicles available at vehicle dealerships. | (4) Each year, around 10 million new cars are registered in the Union. Around 60% of cars are corporate vehicles registered by legal entities. Those include various types of vehicles and use cases, among others: vehicles registered by leasing and rental companies; company cars provided as benefit-in-kind for company employees; vehicles used by hauliers, taxi, ride-hailing, and car-sharing companies to provide mobility and logistics services; vehicles used for own account, the cars used to drive a company’s management to meetings, or the distribution vehicles; showroom and test vehicles available at vehicle dealerships. |
Or. fr
Amendment 77
Anja Arndt, Marc Jongen, Volker Schnurrbusch, Ivan David
Proposal for a regulation
Recital 4 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4a) The European motor industry is a key industry for the Union. It encompasses manufacturers, suppliers, mechanical engineering firms, workshops, leasing companies, the retail sector, research, development, logistics and numerous regional value chains. It has already come under considerable pressure from CO₂ fleet regulations, the de facto phasing-out of new registrations of internal combustion engine vehicles from 2035, high energy prices, increasing international competition, weak demand in certain electric vehicle segments, dependence on raw materials and regulatory uncertainty. An additional regulation that, for political reasons, pushes large parts of corporate demand towards a specific technology may exacerbate existing pressures, distort investment decisions, jeopardise suppliers, put jobs at risk and drive industrial value creation out of the Union. This Regulation must therefore not be applied until such time as its impact on production, employment, supply chains, location decisions, vehicle prices, residual values, second-hand car markets and competitiveness has been fully assessed and is being continuously monitored. |
Or. de
Justification
The Regulation compounds the existing burdens facing the automotive industry. It must not lead to further deindustrialisation, job losses or strategic misallocations of resources.
Amendment 78
Daniel Attard
Proposal for a regulation
Recital 4 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4a) In tourism-dependent island economies, rental fleets, taxis and mobility service providers play a central role in economic activity and connectivity. The transition towards zero-emission vehicles in those sectors should therefore be supported through targeted financial instruments, infrastructure deployment and dedicated transition periods where justified by objective market constraints. |
Or. en
Amendment 79
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 5
| Text proposed by the Commission | Amendment |
|---|---|
| (5) Due to the high share of corporate vehicles in new vehicle registrations, and their specific characteristics in terms of vehicle operations, measures targeting corporate vehicles have significant potential to accelerate the uptake of zero- and low-emission vehicles and the reduction of road transport emissions in the Union. However, that potential is currently underexploited. Corporate vehicles are responsible for a comparatively higher share of emissions compared to private vehicles, due to their generally higher yearly mileage, as is the case for example for some corporate fleets such as taxi and ride-hailing. A higher share of zero- and low-emission vehicles in those high-mileage fleets would result in high real-world fuel savings and emission reductions compared to current trends. | deleted |
Or. en
Amendment 80
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 5
| Text proposed by the Commission | Amendment |
|---|---|
| (5) Due to the high share of corporate vehicles in new vehicle registrations, and their specific characteristics in terms of vehicle operations, measures targeting corporate vehicles have significant potential to accelerate the uptake of zero- and low-emission vehicles and the reduction of road transport emissions in the Union. However, that potential is currently underexploited. Corporate vehicles are responsible for a comparatively higher share of emissions compared to private vehicles, due to their generally higher yearly mileage, as is the case for example for some corporate fleets such as taxi and ride-hailing. A higher share of zero- and low-emission vehicles in those high-mileage fleets would result in high real-world fuel savings and emission reductions compared to current trends. | (5) Due to the high share of corporate vehicles in new vehicle registrations, and their specific characteristics in terms of vehicle operations, measures targeting corporate vehicles have significant potential to accelerate the uptake of zero- and low-emission vehicles and the reduction of road transport emissions in the Union. However, that potential is currently underexploited. Corporate vehicles are responsible for a comparatively higher share of emissions compared to private vehicles, due to their generally higher yearly mileage, as is the case for example for some corporate fleets such as taxi and ride-hailing. A higher share of zero- and low-emission vehicles in those high-mileage fleets would result in high real-world fuel savings and emission reductions compared to current trends. However, those measures should not cause the cost of renewing fleets to increase disproportionately for companies, nor should they jeopardise the competitiveness of the European transport and logistics sector. They will also require the industrial realities, the electrification possibilities and the economic and operational constraints specific to the different segments making up the corporate vehicle sector to be taken into account. |
Or. fr
Amendment 81
Dario Tamburrano
Proposal for a regulation
Recital 5
| Text proposed by the Commission | Amendment |
|---|---|
| (5) Due to the high share of corporate vehicles in new vehicle registrations, and their specific characteristics in terms of vehicle operations, measures targeting corporate vehicles have significant potential to accelerate the uptake of zero- and low-emission vehicles and the reduction of road transport emissions in the Union. However, that potential is currently underexploited. Corporate vehicles are responsible for a comparatively higher share of emissions compared to private vehicles, due to their generally higher yearly mileage, as is the case for example for some corporate fleets such as taxi and ride-hailing. A higher share of zero- and low-emission vehicles in those high-mileage fleets would result in high real-world fuel savings and emission reductions compared to current trends. | (5) Due to the high share of corporate vehicles in new vehicle registrations, and their specific characteristics in terms of vehicle operations, measures targeting corporate vehicles have significant potential to accelerate the uptake of zero- and low-emission vehicles and the reduction of road transport emissions in the Union. However, that potential is currently underexploited. Corporate vehicles are responsible for a comparatively higher share of emissions compared to private vehicles, due to their generally higher yearly mileage, as is the case for example for some corporate fleets such as taxi and ride-hailing. A higher share of zero- and low-emission vehicles in those high-mileage fleets would result in high real-world CO2 and fuel savings, as well as reduction in particulate matter harmful to environment and human health and emission reductions compared to current trends. Τhe faster turnover of corporate zero-emission vehicles into the second-hand market can contribute to improving the affordability and accessibility of zero-emission mobility solutions for low- and middle-income households and other transport users relying on the second-hand vehicle market. |
Or. en
Amendment 82
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 5
| Text proposed by the Commission | Amendment |
|---|---|
| (5) Due to the high share of corporate vehicles in new vehicle registrations, and their specific characteristics in terms of vehicle operations, measures targeting corporate vehicles have significant potential to accelerate the uptake of zero- and low-emission vehicles and the reduction of road transport emissions in the Union. However, that potential is currently underexploited. Corporate vehicles are responsible for a comparatively higher share of emissions compared to private vehicles, due to their generally higher yearly mileage, as is the case for example for some corporate fleets such as taxi and ride-hailing. A higher share of zero- and low-emission vehicles in those high-mileage fleets would result in high real-world fuel savings and emission reductions compared to current trends. | (5) Due to the high share of corporate vehicles in new vehicle registrations, their quicker transfer to the second-hand market, and their specific characteristics in terms of vehicle operations, measures targeting corporate vehicles have significant potential to accelerate the uptake of zero-emission vehicles and the reduction of road transport emissions and air pollution in the Union, while making zero-emission vehicles more affordable for middle- and low-income households. However, that potential is currently underexploited. Corporate vehicles are responsible for a comparatively higher share of emissions compared to private vehicles, due to their generally higher yearly mileage, as is the case for example for some corporate fleets such as taxi and ride-hailing. A higher share of zero-emission vehicles in those high-mileage fleets would result in high real-world fuel savings and emission reductions compared to current trends. |
Or. en
Amendment 83
Carlo Fidanza
Proposal for a regulation
Recital 5
| Text proposed by the Commission | Amendment |
|---|---|
| (5) Due to the high share of corporate vehicles in new vehicle registrations, and their specific characteristics in terms of vehicle operations, measures targeting corporate vehicles have significant potential to accelerate the uptake of zero- and low-emission vehicles and the reduction of road transport emissions in the Union. However, that potential is currently underexploited. Corporate vehicles are responsible for a comparatively higher share of emissions compared to private vehicles, due to their generally higher yearly mileage, as is the case for example for some corporate fleets such as taxi and ride-hailing. A higher share of zero- and low-emission vehicles in those high-mileage fleets would result in high real-world fuel savings and emission reductions compared to current trends. | (5) Due to the high share of corporate vehicles in new vehicle registrations, and their specific characteristics in terms of vehicle operations, measures targeting corporate vehicles have significant potential to accelerate the uptake of zero- and low-emission vehicles and the reduction of road transport emissions in the Union. However, that potential is currently underexploited. Corporate vehicles are responsible for a comparatively higher share of emissions compared to private vehicles, due to their generally higher yearly mileage. A higher share of zero- and low-emission vehicles in high-mileage fleets would result in high real-world fuel savings and emission reductions compared to current trends. |
Or. en
Justification
Vehicles used for taxi and ride-hailing are, in the large majority, registered by individual drivers and SMEs, which the Directive deliberately leaves outside scope. Naming these services in a recital invites Member States to direct measures at a segment the operative provisions do not reach.
Amendment 84
Li Andersson
Proposal for a regulation
Recital 5
| Text proposed by the Commission | Amendment |
|---|---|
| (5) Due to the high share of corporate vehicles in new vehicle registrations, and their specific characteristics in terms of vehicle operations, measures targeting corporate vehicles have significant potential to accelerate the uptake of zero- and low-emission vehicles and the reduction of road transport emissions in the Union. However, that potential is currently underexploited. Corporate vehicles are responsible for a comparatively higher share of emissions compared to private vehicles, due to their generally higher yearly mileage, as is the case for example for some corporate fleets such as taxi and ride-hailing. A higher share of zero- and low-emission vehicles in those high-mileage fleets would result in high real-world fuel savings and emission reductions compared to current trends. | (5) Due to the high share of corporate vehicles in new vehicle registrations, and their specific characteristics in terms of vehicle operations, measures targeting corporate vehicles have significant potential to accelerate the uptake of zero- emission vehicles and the reduction of road transport emissions in the Union. However, that potential is currently underexploited. Corporate vehicles are responsible for a comparatively higher share of emissions compared to private vehicles, due to their generally higher yearly mileage, as is the case for example for some corporate fleets such as taxi and ride-hailing. A higher share of zero-emission vehicles in those high-mileage fleets would result in high real-world fuel savings and emission reductions compared to current trends. |
Or. en
Justification
While CO₂ standards already mandate that 90% of new cars and vans must be zero-emission by 2035 therefore, including low-emission vehicles like hybrids in the Regulation is counterproductive. Not only do these vehicles underperform in real-world emissions and flood the second-hand market, but the original rationale for proposing this specific regulation was precisely to assist carmakers in achieving their CO₂ targets more efficiently. Such legislation would allow manufacturers to meet these regulatory requirements significantly faster and with greater certainty than low-emission alternatives, effectively combining climate objectives with industrial competitiveness. The Regulation’s scope should be limited strictly to Zero-Emission Vehicles (ZEVs). This requires amending Recital 12 and the Annex to remove "low emission vehicles" from combined targets, ensuring the 69% EU goal applies exclusively to ZEVs and deleting redundant minimum targets.
This strict alignment avoids policy contradictions, strengthens global leadership, reduces fuel imports, and secures investment for a fair transition.
Amendment 85
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Sunčana Glavak, Angelika Niebler
Proposal for a regulation
Recital 5
| Text proposed by the Commission | Amendment |
|---|---|
| (5) Due to the high share of corporate vehicles in new vehicle registrations, and their specific characteristics in terms of vehicle operations, measures targeting corporate vehicles have significant potential to accelerate the uptake of zero- and low-emission vehicles and the reduction of road transport emissions in the Union. However, that potential is currently underexploited. Corporate vehicles are responsible for a comparatively higher share of emissions compared to private vehicles, due to their generally higher yearly mileage, as is the case for example for some corporate fleets such as taxi and ride-hailing. A higher share of zero- and low-emission vehicles in those high-mileage fleets would result in high real-world fuel savings and emission reductions compared to current trends. | (5) Due to the high share of corporate vehicles in new vehicle registrations, and their specific characteristics in terms of vehicle operations, measures targeting corporate vehicles have significant potential to support the uptake of zero- and low-emission vehicles and the reduction of road transport emissions in the Union. Corporate vehicles are responsible for a comparatively higher share of emissions compared to private vehicles, due to their generally higher yearly mileage, as is the case for example for some corporate fleets such as taxi and ride-hailing. A higher share of zero- and low-emission vehicles in those high-mileage fleets would result in high real-world fuel savings and emission reductions compared to current trends. |
Or. en
Amendment 86
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 5 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (5a) The implementation of overly ambitious targets, without an adequate prior impact assessment and without taking into account the industrial realities, geopolitical constraints and strategic dependencies it implies, combined with regulatory instability, an increased tax burden, an increasing scarcity of purchase support schemes and investment in infrastructure, and supply chain disruptions, has contributed to a drop of around 20 % in new vehicle sales on the European market since 2019. Those targets have therefore contributed to the European vehicle fleet ageing by around an additional year since 2019. That slowdown in the rate of a fleet of around 250 million vehicles being renewed with cleaner vehicles has had an adverse effect on the reduction of CO2 emissions. |
Or. fr
Amendment 87
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. A higher share of zero- and low-emission corporate vehicles would therefore significantly enhance their swift availability in the second-hand market, making it more affordable for citizens and businesses to replace other more CO2 emitting and polluting technologies with zero- and low-emission vehicles. | deleted |
Or. en
Amendment 88
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. A higher share of zero- and low-emission corporate vehicles would therefore significantly enhance their swift availability in the second-hand market, making it more affordable for citizens and businesses to replace other more CO2 emitting and polluting technologies with zero- and low-emission vehicles. | deleted |
Or. en
Amendment 89
Carlo Fidanza
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. A higher share of zero- and low-emission corporate vehicles would therefore significantly enhance their swift availability in the second-hand market, making it more affordable for citizens and businesses to replace other more CO2 emitting and polluting technologies with zero- and low-emission vehicles. | (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. However, this has not been the case for battery electric vehicles due to constantly falling residual values leading to significantly longer vehicle holding times. |
| A well-functioning second-hand market for zero-emission vehicles depends on affordable and accessible maintenance and repair services. Supporting cost-effective repair, maintenance and battery servicing by independent operators contributes to improved residual values, lower total cost of ownership and increased confidence among corporate and private buyers. | |
| By the way, the uptake of a second-hand market for zero-emission vehicles shall also be promoted within this Directive. |
Or. en
Justification
Low residual values and high repair costs remain key barriers to EV uptake, especially due to battery replacement and specialised labour costs. Better access to cost-effective repair, maintenance and battery servicing would lower total cost of ownership, strengthen confidence in used EVs and support a viable second-hand ZEV market, thereby improving affordability and demand.
Amendment 90
Zala Tomašič
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. A higher share of zero- and low-emission corporate vehicles would therefore significantly enhance their swift availability in the second-hand market, making it more affordable for citizens and businesses to replace other more CO2 emitting and polluting technologies with zero- and low-emission vehicles. | (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. However, this has not been the case for battery electric vehicles due to constantly falling residual values leading to significantly longer vehicle holding times. |
Or. en
Justification
Over the past three years or so leasing and rental companies have steadily increased their holding period for battery electric vehicles (BEVs) due to continuously falling residual values. When residual values continuously decrease, this negatively impacts the cost of ownership of the vehicle with leasing and rental companies having to (significantly) extend leasing and rental holding periods which slows the rate of injection of BEVs into the second-hand market and reduces new BEV sales.
Amendment 91
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. A higher share of zero- and low-emission corporate vehicles would therefore significantly enhance their swift availability in the second-hand market, making it more affordable for citizens and businesses to replace other more CO2 emitting and polluting technologies with zero- and low-emission vehicles. | (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. A higher share of zero- and low-emission corporate vehicles would therefore significantly enhance their swift availability in the second-hand market, making it more affordable for citizens and businesses to replace other more CO2 emitting and polluting technologies with zero- and low-emission vehicles. Nevertheless, the decrease in the residual value of electric vehicles, linked in particular to uncertainties around battery durability, is likely to increase the length of time companies keep their vehicles and limit the dynamism of the second-hand market. Thus, in view of the fact that the transfer of electric vehicles to private individuals is one of the main foundations of this legislation in order to electrify the existing fleet, it will be necessary to ensure the actual emergence of a second-hand electric vehicle market by focusing on the residual value of second-hand electric vehicles. To that end, the regular evaluation of this legislation every two years and, if necessary, its revision should take into account studies on the second-hand electric vehicle market and assess its ability to create real demand. |
Or. fr
Amendment 92
Dario Tamburrano
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. A higher share of zero- and low-emission corporate vehicles would therefore significantly enhance their swift availability in the second-hand market, making it more affordable for citizens and businesses to replace other more CO2 emitting and polluting technologies with zero- and low-emission vehicles. | (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. A higher share of zero- and low-emission corporate vehicles would therefore significantly enhance their swift availability in the second-hand market, making it more affordable for citizens and businesses to replace other more CO2 emitting and polluting technologies with zero- and low-emission vehicles. To strengthen consumer trust and support the development of the second-hand zero-emission vehicle market, reliable and transparent information concerning the state of health (SOH) of the electric vehicle’s battery should be made easily accessible to end-users at no additional cost, in accordance with Regulation (EU) 2023/1542. |
Or. en
Amendment 93
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. A higher share of zero- and low-emission corporate vehicles would therefore significantly enhance their swift availability in the second-hand market, making it more affordable for citizens and businesses to replace other more CO2 emitting and polluting technologies with zero- and low-emission vehicles. | (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. A higher share of zero-emission corporate vehicles would therefore significantly enhance their swift availability in the second-hand market, making it more affordable for citizens and businesses, included self-employed workers, to replace other more CO2 emitting and polluting technologies with zero-emission vehicles. |
Or. en
Amendment 94
Li Andersson
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. A higher share of zero- and low-emission corporate vehicles would therefore significantly enhance their swift availability in the second-hand market, making it more affordable for citizens and businesses to replace other more CO2 emitting and polluting technologies with zero- and low-emission vehicles. | (6) Corporate vehicles also generally reach the second-hand market much faster than private vehicles; in particular, rental vehicles are often resold within a year, and leasing vehicles which are often resold after three to five years. A higher share of zero-emission corporate vehicles would therefore significantly enhance their swift availability in the second-hand market, making it more affordable for citizens and businesses to replace other more CO2 emitting and polluting technologies with zero-emission vehicles. |
Or. en
Amendment 95
Dario Tamburrano
Proposal for a regulation
Recital 6 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (6a) Reliable and transparent information concerning the state of health of electric vehicle batteries is essential for consumer trust, to develop the second-hand market and to achieve circularity objectives. Since methodologies for independent assessment and verification continue to evolve, future Union action may be necessary to ensure harmonised and interoperable approaches across the Union. Manipulation or misrepresentation of electric vehicle battery state of health information may undermine consumer trust and the development of the second-hand zero-emission vehicle market. |
Or. en
Amendment 96
Li Andersson
Proposal for a regulation
Recital 6 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (6a) The Communication of the Commission on the New EU Urban Mobility Framework states that public and private organisations such as companies, hospitals, schools or tourist attractions should be encouraged to develop mobility management plans and actions that promote low- and zero-emission means of mobility such as public transport, active mobility or shared mobility. |
Or. en
Amendment 97
Daniel Attard
Proposal for a regulation
Recital 6 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (6a) In order to ensure an equitable transition across the Union, policies supporting the uptake of zero-emission vehicles should facilitate the development of a functioning second-hand vehicle market. Particular attention should be given to smaller and peripheral Member States, where the availability of affordable second-hand zero-emission vehicles remains limited. |
Or. en
Justification
Smaller and peripheral markets depend heavily on second-hand vehicle flows. Without adequate second-hand availability, the transition risks creating unequal access to clean mobility solutions across Member States.
Amendment 98
Daniel Attard
Proposal for a regulation
Recital 6 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (6b) The transition towards low- and zero-emission vehicles should not negatively affect the availability of right-hand drive vehicle models or affordable vehicle categories in Member States relying on such configurations. Manufacturers and market operators should ensure adequate market access to zero-emission vehicles in both left-hand and right-hand drive configurations |
Or. en
Justification
Certain Member States face structural supply limitations linked to reduced production volumes for right-hand drive vehicles. The transition should not reduce access to affordable clean vehicles in these markets.
Amendment 99
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. However, those measures are not sufficient and fragmented across Member States, while support for high-emission vehicles still continues to be provided in many instances across the Union. This situation does not ensure a level playing field nor support the necessary level of new zero- and low-emission vehicles registrations across the Union, hampering the single market integration in terms of both supply and use of zero- and low-emission vehicles. Furthermore, insufficiently coordinated national action risks hindering fleets operating across borders and limits the efficient allocation of zero- and low-emission vehicles in the internal market, increases information cost for key transport actors and hinders cost-effective implementation of fleet transitions towards zero emissions. A coherent measure to stimulate the uptake of zero- and low-emission vehicles at Union level is therefore necessary. | deleted |
Or. en
Amendment 100
Jacek Ozdoba
on behalf of the ECR Group
Jadwiga Wiśniewska, Anna Zalewska
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. However, those measures are not sufficient and fragmented across Member States, while support for high-emission vehicles still continues to be provided in many instances across the Union. This situation does not ensure a level playing field nor support the necessary level of new zero- and low-emission vehicles registrations across the Union, hampering the single market integration in terms of both supply and use of zero- and low-emission vehicles. Furthermore, insufficiently coordinated national action risks hindering fleets operating across borders and limits the efficient allocation of zero- and low-emission vehicles in the internal market, increases information cost for key transport actors and hinders cost-effective implementation of fleet transitions towards zero emissions. A coherent measure to stimulate the uptake of zero- and low-emission vehicles at Union level is therefore necessary. | (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. Member States should retain flexibility to determine the most appropriate mix of fiscal, regulatory and market-based measures in accordance with the principles of subsidiarity and technological neutrality. Any transition should take account of vehicle affordability, business competitiveness and the needs of small and medium-sized enterprises. The pace of fleet renewal depends on adequate charging and refuelling infrastructure, grid capacity and consumer demand. Enhanced exchange of best practices and voluntary cooperation between Member States should therefore be prioritised while preserving national competences over taxation and transport policies. |
Or. en
Amendment 101
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Sunčana Glavak, Angelika Niebler
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. However, those measures are not sufficient and fragmented across Member States, while support for high-emission vehicles still continues to be provided in many instances across the Union. This situation does not ensure a level playing field nor support the necessary level of new zero- and low-emission vehicles registrations across the Union, hampering the single market integration in terms of both supply and use of zero- and low-emission vehicles. Furthermore, insufficiently coordinated national action risks hindering fleets operating across borders and limits the efficient allocation of zero- and low-emission vehicles in the internal market, increases information cost for key transport actors and hinders cost-effective implementation of fleet transitions towards zero emissions. A coherent measure to stimulate the uptake of zero- and low-emission vehicles at Union level is therefore necessary. | (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. These experiences demonstrate that well-designed national incentives and fiscal frameworks can effectively support and foster the uptake of zero- and low-emission vehicles while taking into account national market conditions and infrastructure readiness. Member States should therefore have sufficient flexibility to establish non-binding measures tailored to their own economic, industrial and mobility realities in accordance with the principle of subsidiarity. The transition of corporate fleets should primarily be driven at national level through appropriate incentives and enabling conditions adapted to national circumstances. A mechanism of exchange of best practices between Members States could be established to support those efforts. |
Or. en
Amendment 102
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. However, those measures are not sufficient and fragmented across Member States, while support for high-emission vehicles still continues to be provided in many instances across the Union. This situation does not ensure a level playing field nor support the necessary level of new zero- and low-emission vehicles registrations across the Union, hampering the single market integration in terms of both supply and use of zero- and low-emission vehicles. Furthermore, insufficiently coordinated national action risks hindering fleets operating across borders and limits the efficient allocation of zero- and low-emission vehicles in the internal market, increases information cost for key transport actors and hinders cost-effective implementation of fleet transitions towards zero emissions. A coherent measure to stimulate the uptake of zero- and low-emission vehicles at Union level is therefore necessary. | (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles, local requirements for urban mobility services and the deployment of charging infrastructure, provide useful guidance for the design and implementation of measures taken by Member States. However, those measures are not sufficient and fragmented across Member States, while support for high-emission vehicles or electric vehicles produced outside the European Union still continues to be provided in many instances across the Union. A coherent measure to stimulate the uptake of zero- and low-emission vehicles at Union level, while fully taking into account the industrial, economic and commercial realities specific to the different segments of the automotive market, is therefore necessary. The effective implementation of the transition requires investments that are commensurate with the objectives pursued, at both Union and Member State level. The development of accessible charging infrastructure tailored to the needs of companies, in particular at the main mobility hubs, including stations, airports, logistics hubs and car parks, remains an essential condition for the uptake of zero- and low-emission vehicles. |
Or. fr
Amendment 103
Zala Tomašič
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. However, those measures are not sufficient and fragmented across Member States, while support for high-emission vehicles still continues to be provided in many instances across the Union. This situation does not ensure a level playing field nor support the necessary level of new zero- and low-emission vehicles registrations across the Union, hampering the single market integration in terms of both supply and use of zero- and low-emission vehicles. Furthermore, insufficiently coordinated national action risks hindering fleets operating across borders and limits the efficient allocation of zero- and low-emission vehicles in the internal market, increases information cost for key transport actors and hinders cost-effective implementation of fleet transitions towards zero emissions. A coherent measure to stimulate the uptake of zero- and low-emission vehicles at Union level is therefore necessary. | (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles and roll-out of recharging and alternative refuelling infrastructure provide useful guidance for the design and implementation of measures taken by Member States while national measures such as binding fleet purchase and renewal targets have actually slowed down zero- and low-emission vehicle uptake. However, those measures are not sufficient and fragmented across Member States. This situation does not ensure a level playing field. A coherent measure to stimulate the uptake of zero- and low-emission vehicles based on best practice guidance at Union level is therefore necessary. |
Or. en
Justification
Justification: Investment into the charging infrastructure has been a key enabler for more ZLEV uptake while other measures that are promoted in the draft report, especially fleet purchase targets on companies as implemented in France have had a detrimental effect on EV uptake and the automotive industry by shrinking the overall corporate vehicle market. Corporate vehicles are purchased by companies at a national market level and not on a cross-border basis, due to national registration requirements.
Amendment 104
Carlo Fidanza
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. However, those measures are not sufficient and fragmented across Member States, while support for high-emission vehicles still continues to be provided in many instances across the Union. This situation does not ensure a level playing field nor support the necessary level of new zero- and low-emission vehicles registrations across the Union, hampering the single market integration in terms of both supply and use of zero- and low-emission vehicles. Furthermore, insufficiently coordinated national action risks hindering fleets operating across borders and limits the efficient allocation of zero- and low-emission vehicles in the internal market, increases information cost for key transport actors and hinders cost-effective implementation of fleet transitions towards zero emissions. A coherent measure to stimulate the uptake of zero- and low-emission vehicles at Union level is therefore necessary. | (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles and roll-out of recharging and alternative refuelling infrastructure, provide useful guidance for the design and implementation of measures taken by Member States while national measures such as binding fleet purchase and renewal targets have actually slowed down zero- and low-emission vehicle uptake. However, those measures are not sufficient and fragmented across Member States. This situation does not ensure a level playing field. A coherent measure to stimulate the uptake of zero- and low-emission vehicles based on best practice guidance at Union level is therefore necessary. |
Or. en
Justification
Investment into the charging infrastructure has been a key enabler for more ZLEV uptake while other measures that are promoted in the draft report, especially fleet purchase targets on companies as implemented in several Member States have had a detrimental effect on EV uptake and the automotive industry by shrinking the overall corporate vehicle market. Corporate vehicles are purchased by companies at a national market level and not on a cross-border basis, due to national registration requirements.
Amendment 105
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. However, those measures are not sufficient and fragmented across Member States, while support for high-emission vehicles still continues to be provided in many instances across the Union. This situation does not ensure a level playing field nor support the necessary level of new zero- and low-emission vehicles registrations across the Union, hampering the single market integration in terms of both supply and use of zero- and low-emission vehicles. Furthermore, insufficiently coordinated national action risks hindering fleets operating across borders and limits the efficient allocation of zero- and low-emission vehicles in the internal market, increases information cost for key transport actors and hinders cost-effective implementation of fleet transitions towards zero emissions. A coherent measure to stimulate the uptake of zero- and low-emission vehicles at Union level is therefore necessary. | (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, affordable leasing schemes, accelerated depreciation schemes for zero-emission vehicles and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. However, those measures are not sufficient and fragmented across Member States, while support for high-emission vehicles still continues to be provided in many instances across the Union. In 2023, up to 42 billion euros of taxpayers’ money were spent to subsidise the use of high-emission corporate vehicles in the five biggest EU countries alone1a. This situation does not ensure a level playing field nor support the necessary level of new zero-emission vehicles registrations across the Union, hampering the single market integration in terms of both supply and use of zero-emission vehicles. Furthermore, insufficiently coordinated national action risks hindering fleets operating across borders and limits the efficient allocation of zero-emission vehicles in the internal market, increases information cost for key transport actors and hinders cost-effective implementation of fleet transitions towards zero emissions. Moreover, the continued failure to conclude the reform of Council Directive 2003/96/EC hampers the ability of Member States to put in place fiscal regimes in line with the decarbonisation of the transport sector. A coherent measure to stimulate the uptake of zero-emission vehicles at Union level is therefore necessary. |
| 1a Company car fossil fuel subsidies in Europe, ERM 2024 |
Or. en
Amendment 106
Merja Kyllönen
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. However, those measures are not sufficient and fragmented across Member States, while support for high-emission vehicles still continues to be provided in many instances across the Union. This situation does not ensure a level playing field nor support the necessary level of new zero- and low-emission vehicles registrations across the Union, hampering the single market integration in terms of both supply and use of zero- and low-emission vehicles. Furthermore, insufficiently coordinated national action risks hindering fleets operating across borders and limits the efficient allocation of zero- and low-emission vehicles in the internal market, increases information cost for key transport actors and hinders cost-effective implementation of fleet transitions towards zero emissions. A coherent measure to stimulate the uptake of zero- and low-emission vehicles at Union level is therefore necessary. | (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, bonus-malus systems, leasing schemes, long-term rental with purchase option, salary conversion, fleet renewal targets, accelerated depreciation schemes for zero- and low-emission vehicles, roll-out of recharging and alternative refuelling infrastructure and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. However, those measures are not sufficient and fragmented across Member States, while support for high-emission vehicles and fossil fuels still continues to be provided in many instances across the Union. In 2023, public subsidies to fossil fuels in the Union amounted to EUR 111 billion. This situation does not ensure a level playing field nor support the necessary level of new zero-emission vehicles registrations across the Union, hampering the single market integration in terms of both supply and use of zero-emission vehicles. Furthermore, the continued failure to conclude the reform of Council Directive 2003/96/EC1a hampers the ability of Member States to put in place fiscal regimes in line with the decarbonisation of the transport sector. Furthermore, insufficiently coordinated national action risks hindering fleets operating across borders and limits the efficient allocation of zero- and low-emission vehicles in the internal market, increases information cost for key transport actors and hinders cost-effective implementation of fleet transitions towards zero emissions. A coherent measure to stimulate the uptake of zero- and low-emission vehicles at Union level is therefore necessary. Furthermore, it is important to ensure that this initiative does not result in additional obligations for local authorities or public procurement entities. The Clean Vehicles Directive already lays down rules for vehicle and transport service procurements by public procurement entities and therefore should not create regulatory overlaps. |
Or. en
Justification
Imposing additional obligations on local authorities or public procurement entities under this regulation would therefore create unnecessary overlap, weaken legal clarity and risk disproportionate administrative burdens without contributing to the proposal’s core objective.
Amendment 107
Li Andersson
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets. Those good practices, in particular targeted reforms of company-car taxation, accelerated depreciation schemes for zero- and low-emission vehicles and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. However, those measures are not sufficient and fragmented across Member States, while support for high-emission vehicles still continues to be provided in many instances across the Union. This situation does not ensure a level playing field nor support the necessary level of new zero- and low-emission vehicles registrations across the Union, hampering the single market integration in terms of both supply and use of zero- and low-emission vehicles. Furthermore, insufficiently coordinated national action risks hindering fleets operating across borders and limits the efficient allocation of zero- and low-emission vehicles in the internal market, increases information cost for key transport actors and hinders cost-effective implementation of fleet transitions towards zero emissions. A coherent measure to stimulate the uptake of zero- and low-emission vehicles at Union level is therefore necessary. | (7) Several Member States have put in place incentives and support schemes to accelerate the transition to zero-emission vehicles in corporate fleets and shift towards more sustainable transport modes. Those good practices, in particular targeted reforms of company-car taxation, tax incentives for the purchase and leasing of company bicycles, including electric bicycles and cargo bicycles, accelerated depreciation schemes for zero-emission vehicles and local requirements for urban mobility services, provide useful guidance for the design and implementation of measures taken by Member States. However, those measures are not sufficient and fragmented across Member States, while support for high-emission vehicles still continues to be provided in many instances across the Union. This situation does not ensure a level playing field nor support the necessary level of new zero-emission vehicles registrations and other sustainable mobility solutions, such as active mobility or public transport, across the Union, hampering the single market integration in terms of both supply and use of zero-emission vehicles and other sustainable mobility solutions. Furthermore, insufficiently coordinated national action risks hindering fleets operating across borders and limits the efficient allocation of zero-emission vehicles and other sustainable mobility solutions in the internal market, increases information cost for key transport actors and hinders cost-effective implementation of fleet transitions towards zero emissions. A coherent measure to stimulate the uptake of zero-emission vehicles and other sustainable mobility solutions at Union level is therefore necessary. |
Or. en
Amendment 108
Dario Tamburrano
Proposal for a regulation
Recital 7 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (7a) Continued support for low-emission vehicles risks locking-in fossil fuel dependency and delaying investments in zero-emission technologies. |
Or. en
Amendment 109
Jacek Ozdoba
on behalf of the ECR Group
Jadwiga Wiśniewska, Anna Zalewska
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) A Union-level legal instrument to stimulate demand for zero- and low-emission vehicles in corporate markets should provide the necessary certainty for investments in increased production capacity in these technologies, contributing to the competitiveness of the Union automotive sector in the context of a rapidly evolving global market. | (8) Currently, 60% of investments in the automotive sector come from only three Member States. Consequently, a Union-level legal instrument that fosters the competitiveness of the Union in the automotive sector and involves all Member States is necessary, especially in a context of a rapidly evolving global market. |
Or. en
Amendment 110
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) A Union-level legal instrument to stimulate demand for zero- and low-emission vehicles in corporate markets should provide the necessary certainty for investments in increased production capacity in these technologies, contributing to the competitiveness of the Union automotive sector in the context of a rapidly evolving global market. | (8) A Union-level legal instrument to stimulate demand for zero- and low-emission vehicles in corporate markets should provide the necessary certainty for investments in increased production capacity in these technologies, while taking into account the need to preserve the economic viability of the operators directly concerned, such as rental companies, or indirectly concerned, such as SMEs and microenterprises that use leasing or rentals. The transition to low- and zero-emission fleets should be implemented gradually and in an economically sustainable manner to avoid disproportionate burdens for market participants, contributing to the competitiveness of the Union automotive sector in the context of a rapidly evolving global market. |
Or. fr
Amendment 111
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Sunčana Glavak, Angelika Niebler
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) A Union-level legal instrument to stimulate demand for zero- and low-emission vehicles in corporate markets should provide the necessary certainty for investments in increased production capacity in these technologies, contributing to the competitiveness of the Union automotive sector in the context of a rapidly evolving global market. | (8) A Union-level approach to stimulate demand for zero- and low-emission vehicles in corporate markets should provide the necessary certainty for investments in increased production capacity in these technologies, contributing to the competitiveness of the Union automotive sector in the context of a rapidly evolving global market and prevent factory relocations outside the Union, plant closures, job losses and the erosion of the Union's industrial base and sovereignty. |
Or. en
Amendment 112
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) A Union-level legal instrument to stimulate demand for zero- and low-emission vehicles in corporate markets should provide the necessary certainty for investments in increased production capacity in these technologies, contributing to the competitiveness of the Union automotive sector in the context of a rapidly evolving global market. | deleted |
Or. en
Amendment 113
Dario Tamburrano
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) A Union-level legal instrument to stimulate demand for zero- and low-emission vehicles in corporate markets should provide the necessary certainty for investments in increased production capacity in these technologies, contributing to the competitiveness of the Union automotive sector in the context of a rapidly evolving global market. | (8) A Union-level legal instrument to stimulate demand for zero- and low-emission vehicles in corporate markets should provide the necessary certainty for investments in increased production capacity in these technologies, contributing to the competitiveness of the Union automotive sector in the context of a rapidly evolving global market, while preventing deindustrialisation, factory relocations and job losses in the Union. |
Or. en
Amendment 114
Li Andersson
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) A Union-level legal instrument to stimulate demand for zero- and low-emission vehicles in corporate markets should provide the necessary certainty for investments in increased production capacity in these technologies, contributing to the competitiveness of the Union automotive sector in the context of a rapidly evolving global market. | (8) A Union-level legal instrument to stimulate demand for zero-emission vehicles and other sustainable mobility solutions in corporate markets should provide the necessary certainty for investments in increased production capacity in these technologies, contributing to the competitiveness of the Union automotive sector in the context of a rapidly evolving global market. |
Or. en
Amendment 115
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) A Union-level legal instrument to stimulate demand for zero- and low-emission vehicles in corporate markets should provide the necessary certainty for investments in increased production capacity in these technologies, contributing to the competitiveness of the Union automotive sector in the context of a rapidly evolving global market. | (8) A Union-level legal instrument to stimulate demand for zero-emission vehicles in corporate markets should provide the necessary certainty for investments in increased production capacity in these technologies, contributing to the competitiveness of the Union automotive sector in the context of a rapidly evolving global market. |
Or. en
Amendment 116
Martine Kemp, Liesbet Sommen, Pascal Arimont, Wouter Beke, Luděk Niedermayer
Proposal for a regulation
Recital 8 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (8a) The uptake of zero-emission vehicles in corporate fleets depends critically on the availability of adequate recharging and refuelling infrastructure at corporate premises, at depots, and along routes used for commercial operations. The Commission and Member States should coordinate the implementation of this Regulation with the review of the Alternative Fuels Infrastructure Regulation, Regulation (EU) 2023/1804 (AFIR), due by end 2026, to ensure that infrastructure targets and corporate fleet targets develop in a mutually reinforcing manner. The financial viability of new recharging infrastructure depends on sustained zero-emission vehicle fleet growth; conversely, zero-emission vehicle uptake in corporate fleets depends on the availability of reliable charging. National measures adopted by Member States pursuant to this Regulation should be accompanied by commensurate investments in workplace, depot, and public fast-charging infrastructure along key transport corridors, including TEN-T corridors. Specific regard should be given to Member States where recharging infrastructure requirements under Regulation (EU) 2023/1804 have not yet been met in practice. |
Or. en
Amendment 117
Anja Arndt, Marc Jongen, Volker Schnurrbusch, Ivan David
Proposal for a regulation
Recital 8 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (8a) Unilateral regulatory favouritism towards battery-electric vehicles could exacerbate the Union’s strategic dependencies. Whilst European industry has traditionally generated significant added value in the fields of internal combustion engines, gearboxes, exhaust after-treatment, mechanical engineering and highly specialised supplier components, large parts of the battery value chain – including critical raw materials, processing capacities, battery cells, cathode and anode materials, and precursors – are located outside the Union. A rigid demand quota for battery-electric vehicles could therefore drive European manufacturers into new dependencies on third countries, particularly with regard to batteries, critical raw materials and non-European supply chains. The Regulation must not lead Europe from a dependence on fossil fuels into a new dependence on batteries, raw materials and non-European supply chains. |
Or. de
Justification
A policy that undermines European expertise in internal combustion engines, gearboxes and the supply chain, whilst simultaneously creating new dependencies on batteries and critical raw materials, jeopardises the Union’s strategic autonomy.
Amendment 118
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. Possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries may be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. | deleted |
Or. en
Amendment 119
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. Possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries may be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. | deleted |
Or. en
Amendment 120
Carlo Fidanza
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. Possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries may be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. | deleted |
Or. en
Justification
Heavy-duty vehicles fall outside the scope of this Directive, which is limited to cars and vans. References to HDVs create legal ambiguity and risk unintended scope extension. HDVs are subject to dedicated regulatory frameworks reflecting their specific operational and technological characteristics. Any measures for this segment should be assessed separately and not pre-empt future revisions of HDV CO2 standards.
Amendment 121
Adrian-George Axinia
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. Possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries may be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. | deleted |
Or. en
Amendment 122
Markus Ferber
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. Possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries may be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. | (9) In light of the persistent lack of charging infrastructure for heavy-duty vehicles and the different operational profile of this market segment, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. |
Or. en
Amendment 123
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. Possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries may be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. | (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, such vehicles should be excluded from the scope of this Regulation. Possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries may possibly be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of these market segments and the efforts to substantially increase recharging points availability along EU transport corridors. In addition, due to the low supply and continuing technical constraints for light-duty vehicles, in particular in terms of range, charging capacity, charging time and purchase cost, light-duty vehicles should also be excluded from the scope of this Regulation pending favourable market conditions. |
Or. fr
Amendment 124
Jacek Ozdoba
on behalf of the ECR Group
Jadwiga Wiśniewska, Anna Zalewska
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. Possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries may be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. | (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. |
Or. en
Justification
The possibilities of electrification of heavy-duty vehicles sector significantly differ from the sector of passenger cars and light commercial vehicles. It is mostly due to the very limited availability of charging infrastructure for heavy-duty vehicles and its cost. Therefore, the extension of the scope of the Regulation to cover lorries should not be considered. Moreover, the revision of the CO2 emission performance standards for heavy-duty vehicles should not include the possible measures to include the share of zero- and low-emissions vehicles in corporate fleet of lorries.
Amendment 125
Merja Kyllönen
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. Possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries may be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. | (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. The Clean Vehicles Directive already lays down rules for vehicle and transport service procurements by public procurement entities and therefore regulatory overlap should not be created. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. However, possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries should be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. Regulating the charging infrastructure of alternative fuels should be concentrated under the AFIR regulation. |
Or. en
Justification
These additions are justified to maintain consistency with existing union law and to avoid regulatory duplication. Public procurement of buses and transport services is already addressed under Directive 2009/33/EC, while recharging and alternative fuels infrastructure is governed by AFIR. The present regulation should therefore remain focused on corporate fleet uptake and not extend into areas already covered by sector-specific instruments.
Amendment 126
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. Possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries may be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. | (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. Possible measures to increase the share of zero-emission vehicles in corporate fleets of lorries should be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. |
Or. en
Amendment 127
Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. Possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries may be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. | (9) Unlike cars, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of cars should be included in the scope of this Regulation. Possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries may be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. |
Or. fr
Amendment 128
Li Andersson
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. Possible measures to increase the share of zero- and low- emission vehicles in corporate fleets of lorries may be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. | (9) Unlike cars and vans, heavy-duty vehicles are almost exclusively registered by legal entities, so that corporate registrations represent almost the totality of the market. In the cases of buses and coaches, public procurement plays a significant role on the market. Directive 2009/33/EC already provides a stimulus through mandatory targets for zero-emission buses. In order to maintain full long-term consistency with the relevant legal instruments, and in particular in view of the upcoming revision of the CO2 emission performance standards for heavy-duty vehicles, only the new registrations of light-duty vehicles should be included in the scope of this Regulation. Possible measures to increase the share of zero-emission vehicles in corporate fleets of lorries may be considered at the time of the revision of the CO2 emission performance standards for heavy-duty vehicles. This would allow to better account for the different operational profile of this market segment and the efforts to substantially increase recharging points availability along EU transport corridors. |
Or. en
Amendment 129
Adrian-George Axinia
Proposal for a regulation
Recital 9 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (9a) In light of the substantial disparities among Member States with regard to automotive markets, the availability of infrastructure, energy frameworks, fleet structures, geographic realities and economic conditions, the shift towards zero-emission vehicles is most effectively driven by nationally adapted measures. Member States should accordingly preserve the discretion to craft and put in place the policies and incentives best suited to speeding up the greening of corporate fleets. Such action ought to encompass support for the necessary preconditions, most notably the expansion of charging and refuelling networks, the strengthening of electricity grids and well-designed financial mechanisms to underpin a viable and practicable move towards zero-emission mobility, whilst steering clear of imposing compulsory procurement obligations on individual businesses, in particular SMEs. |
Or. en
Amendment 130
Martine Kemp, Liesbet Sommen, Pascal Arimont, Wouter Beke, Luděk Niedermayer
Proposal for a regulation
Recital 9 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (9a) Fiscal and tax frameworks are a critical lever for accelerating zero-emission vehicle adoption in corporate fleets. Member States should consider reviewing their taxation frameworks to ensure that electricity used for road transport is not structurally disadvantaged compared to fossil fuels, and that the overall policy environment is consistent with the decarbonisation objectives of this Regulation. The Union's dependence on fossil fuel imports for road transport constitutes a significant strategic vulnerability, as demonstrated by energy price volatility following geopolitical disruptions. Accelerating the transition to domestically produced clean electricity as the primary energy source for road transport contributes directly to the Union's strategic autonomy and energy security. |
Or. en
Amendment 131
Carlo Fidanza
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, mandatory targets should be set for Member States, rather than on individual companies. | (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Similarly, setting mandatory targets for Member States could result in direct or indirect purchasing obligations being imposed on transport operators. This Directive should therefore introduce indicative national targets as a reference for Member States when adopting measures to stimulate the decarbonisation of corporate fleets, while explicitly excluding the imposition of binding purchasing mandates on individual companies. Such measures should be accompanied by support for enabling conditions, notably the roll-out of recharging and refuelling infrastructure, grid reinforcement and coherent financial enablers to support a workable transition to zero-emission mobility. |
Or. en
Justification
Mandatory national targets for clean vehicles in corporate fleets risk becoming de facto purchasing mandates cascading through subcontracting and leasing chains, particularly onto SMEs. Operators could be forced to buy technologies regardless of infrastructure, supply or financial capacity. Targets should therefore remain indicative reference points, supported by enabling conditions and excluding binding company mandates.
Amendment 132
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, mandatory targets should be set for Member States, rather than on individual companies. | (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would constitute a bureaucratic overreach of unprecedented scale. This fundamental assessment does not change if Member States are inserted as an intermediate level of implementation. Such an approach would still violate core principles of a free market economy and represent a decisive step toward central planning. |
Or. en
Amendment 133
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, mandatory targets should be set for Member States, rather than on individual companies. | (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, targets should be set for Member States, rather than on individual companies, taking due account of their national economic specificities. Rental activities, in particular short-term rental, respond to diverse mobility needs that require a lot of flexibility, both for business and long-distance travel, for which electric vehicles are often unsuitable due to a lack of sufficient infrastructure. Therefore, vehicles registered by short-term rental companies should be excluded from the scope of this Regulation. |
Or. fr
Amendment 134
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Sunčana Glavak, Angelika Niebler
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, mandatory targets should be set for Member States, rather than on individual companies. | (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, the transition of corporate fleets should primarily rely on flexible non-binding measures through national plans and enabling conditions tailored to national circumstances, taking into account operational realities, infrastructure readiness and economic viability. |
Or. en
Amendment 135
Zala Tomašič
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, mandatory targets should be set for Member States, rather than on individual companies. | (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting a target share of vehicles using renewable energy (battery electric vehicles, plug-in hybrids, fuel cell electric vehicles and vehicles running exclusively on eligible fuels) for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, indicative targets should be set in the Union, rather than on individual companies or on Member States level. |
Or. en
Justification
Setting Member State targets predominantly on the basis of GDP does not sufficiently capture current
market realities, in particular the current distribution and uptake of electric vehicles. These risks
exacerbating existing economic and territorial disparities within the Union.
Electromobility must develop in a balanced and inclusive manner across all regions of the Union and
should not be determined by wealth or economic capacity of each Member States.
Amendment 136
Jacek Ozdoba
on behalf of the ECR Group
Jadwiga Wiśniewska, Anna Zalewska
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, mandatory targets should be set for Member States, rather than on individual companies. | (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. |
Or. en
Justification
There should be no mandatory targets for the Member States on zero and low emissions vehicles in the corporate fleet.
Amendment 137
Markus Ferber
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, mandatory targets should be set for Member States, rather than on individual companies. | (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, non-binding targets should be set for Member States, rather than on individual companies. |
Or. en
Amendment 138
Merja Kyllönen
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, mandatory targets should be set for Member States, rather than on individual companies. | (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies might risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services It is therefore important to ensure that this initiative does not result in additional obligations for local authorities or public procurement entities. Therefore, mandatory targets should be set for Member States, rather than on individual companies. |
Or. en
Justification
Since the proposal is designed to set targets for Member States, not for individual operators, it should also be made clear that it must not create additional obligations for local authorities or public procurement entities. This helps preserve the targeted scope of the regulation and prevents unintended regulatory overlap.
Amendment 139
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies would risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, mandatory targets should be set for Member States, rather than on individual companies. | (10) In light of the significant diversity of use cases, operational requirements, and economic performances across different types of corporate vehicles, setting mandatory zero-emission vehicle shares for individual companies may risk having disproportionate negative impacts on some of those companies and create significant administrative burden for operators and public authorities. Such rules would also create significant risks of avoidance and other unintended consequences, such as shifts between vehicle leasing and ownership, or changes in the competitiveness of different types of logistics and mobility services. Therefore, mandatory targets should be set for Member States, rather than on individual companies. |
Or. en
Amendment 140
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 10 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (10a) In view of the technical difficulties faced by short-term rental companies, i.e., vehicles rented to private individuals (mainly for tourism purposes) and to businesses (logistics and mobility) and held for less than a year, those companies should be gradually included in the targets in line with a differentiated time frame. |
Or. fr
Amendment 141
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) Given the higher barriers they often face to access finance, SMEs are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, the national targets should be based on the share of zero- and low-emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should be drawn from Directive 2013/34/EU of the European Parliament and of the Council (10 ). | deleted |
| 10 null |
Or. en
Amendment 142
Carlo Fidanza
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) Given the higher barriers they often face to access finance, SMEs are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, the national targets should be based on the share of zero- and low-emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should be drawn from Directive 2013/34/EU of the European Parliament and of the Council (10 ). | (11) Given the higher barriers they often face to access finance, SMEs and private consumers are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, the non-binding national targets should be based on the share of zero- and low-emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should be drawn from Directive 2013/34/EU of the European Parliament and of the Council. As a result, the direct and indirect impact of this Regulation on SMEs, self-employed workers and private consumers should be carefully monitored by the Commission, which should be tasked with carrying out an evaluation of such impact and present a report on the main findings to the European Parliament and to the Council two years after entry into force of this legislation and every two years thereafter. |
| 10 null |
Or. en
Justification
SMEs rely heavily on leased and rented vehicles and are therefore indirectly affected by the proposal. SME mobility providers, including logistics companies supplying larger fleets, may also be captured indirectly. The impact on SMEs requires in-depth Commission analysis. Consumers are likewise affected, as rental customers and vehicles financed by consumer credit are often registered by financing companies.
Amendment 143
Zala Tomašič
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) Given the higher barriers they often face to access finance, SMEs are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, the national targets should be based on the share of zero- and low-emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should be drawn from Directive 2013/34/EU of the European Parliament and of the Council (10 ). | (11) Given the higher barriers they often face to access finance, SMEs and private consumers are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, the non-binding national targets should be based on the share of zero- and low-emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should be drawn from Directive 2013/34/EU of the European Parliament and of the Council. As a result, the direct and indirect impact of this Regulation on SMEs, self-employed workers and private consumers should be carefully monitored by the Commission, which should be tasked with carrying out an evaluation of such impact and present a report on the main findings to the European Parliament and to the Council two years after entry into force of this legislation and every two years thereafter. |
| 10 |
Or. en
Justification
SMEs heavily rely on leased and rented vehicles, making them indirectly subject to the Regulation. SME mobility providers, such as logistics companies, often supply larger fleets and are also indirectly captured. The Regulation will significantly impact SMEs, requiring in-depth analysis by the European Commission. Consumers are also affected, as most rental customers are private individuals and consumer-financed vehicles are frequently registered by financing companies.
Amendment 144
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) Given the higher barriers they often face to access finance, SMEs are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, the national targets should be based on the share of zero- and low-emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should be drawn from Directive 2013/34/EU of the European Parliament and of the Council (10 ). | (11) Given the higher barriers they often face to access finance, SMEs are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, the national targets should be initially based on the share of zero-emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should be drawn from Directive 2013/34/EU of the European Parliament and of the Council (10) . The extension of the scope in particular to medium-sized undertakings with a large fleet of corporate vehicles should be considered at a later stage. |
| 10 null |
Or. en
Amendment 145
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) Given the higher barriers they often face to access finance, SMEs are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, the national targets should be based on the share of zero- and low-emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should be drawn from Directive 2013/34/EU of the European Parliament and of the Council (10 . | (11) Given the higher barriers they often face to access finance, SMEs are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, the national targets should be based on the share of zero- and low-emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should refer to any undertaking with a fleet of 100 vehicles or more, thereby amending Directive 2013/34/EU of the European Parliament and of the Council. |
| 10 ). |
Or. fr
Amendment 146
Jacek Ozdoba
on behalf of the ECR Group
Jadwiga Wiśniewska, Anna Zalewska
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) Given the higher barriers they often face to access finance, SMEs are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, the national targets should be based on the share of zero- and low-emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should be drawn from Directive 2013/34/EU of the European Parliament and of the Council (10 ). | (11) Given the higher barriers they often face to access finance, SMEs are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. The possible introduction of national targets based on on the share of zero- and low-emission vehicles only in total corporate registration done by large undertakings would result in an unintended negative consequences for the SMEs |
| 10 null |
Or. en
Justification
Despite the exclusion of SMEs from the scope of the Regulation it will also impact SMEs, which have a lower financial capacity to invest in fleet renewal. In the case of light commercial vehicles used by service companies, the high price of electric vehicles will be a barrier to purchase, so they may continue to use increasingly older models and, in consequence, increase emissions. There is also a risk that the increased operating costs for companies resulting from the proposal's adoption will be passed on to consumers.
Amendment 147
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Sunčana Glavak, Angelika Niebler
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) Given the higher barriers they often face to access finance, SMEs are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, the national targets should be based on the share of zero- and low-emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should be drawn from Directive 2013/34/EU of the European Parliament and of the Council (10 ). | (11) Given the higher barriers they often face to access finance, SMEs and private consumers are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, the national plans should focus on the share of zero- and low-emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should be drawn from Directive 2013/34/EU of the European Parliament and of the Council (10 ). |
| 10 null |
Or. en
Amendment 148
Li Andersson
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) Given the higher barriers they often face to access finance, SMEs are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, the national targets should be based on the share of zero- and low-emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should be drawn from Directive 2013/34/EU of the European Parliament and of the Council (10 ). | (11) Given the higher barriers they often face to access finance, SMEs are generally disproportionately affected by the higher purchase costs of zero- and low-emission vehicles. Therefore, the national targets should be based on the share of zero- emission vehicles in total corporate registrations only by large undertakings; for the sake of consistency, the notion of large undertakings should be drawn from Directive 2013/34/EU of the European Parliament and of the Council (10 ). |
| 10 |
Or. en
Amendment 149
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
Proposal for a regulation
Recital 11 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (11a) To support a technology-neutral approach, the recognition of vehicles running exclusively on eligible fuels (VEEF) should be considered as a zero-emission vehicle and contributing to decarbonisation. |
Or. en
Amendment 150
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
Proposal for a regulation
Recital 11 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (11b) The notion of large undertakings should be drawn from Article 2(1)(a) of Directive 2024/1760/EU. Given the higher relative administrative and compliance costs associated with fleet decarbonisation, undertakings that do not have the scale and resources of the largest corporations are generally disproportionately affected by the higher purchase costs of zero-emission vehicles. Therefore, Member States’ plans should be focused on the share of zero- and low-emission vehicles in total corporate registrations only by companies that, on average, employed more than 5 000 employees and had a net worldwide turnover of more than EUR 1 500 000 000 in the last financial year for which annual financial statements have been or should have been adopted. |
Or. en
Amendment 151
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars, of which at least 45% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero- and low-emission vans, of which at least 36% zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. | deleted |
Or. en
Amendment 152
Jacek Ozdoba
on behalf of the ECR Group
Alexandr Vondra, Jadwiga Wiśniewska, Anna Zalewska
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars, of which at least 45% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero- and low-emission vans, of which at least 36% zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. | deleted |
Or. en
Amendment 153
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars, of which at least 45% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero- and low-emission vans, of which at least 36% zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. | deleted |
Or. en
Amendment 154
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Antonín Staněk, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars, of which at least 45% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero- and low-emission vans, of which at least 36% zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. | (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars registered by large undertakings is low- and zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars. In order to increase the electrification of corporate fleets, small electric vehicles ‘made in the European Union’, which contribute to making electric mobility cleaner, more affordable and more accessible, while supporting the European automotive industry, should be a major driver for the electrification of private fleets. To this end, a differentiated calculation methodology should be considered in order to further increase the value of integrating them into corporate fleets and to enhance their contribution to achieving the objectives of the Regulation. |
Or. fr
Amendment 155
Zala Tomašič
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars, of which at least 45% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero- and low-emission vans, of which at least 36% zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. | (12) The Regulation should set indicative targets at Union level for the share of vehicles using renewable energy (battery electric vehicles, plug-in hybrids, fuel cell electric vehicles and vehicles running exclusively on eligible fuels) in new corporate vehicles registrations by large undertakings. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of vehicles using renewable energy, new corporate cars and vans registered by large undertakings. |
Or. en
Justification
The ongoing revision of the CO₂ emission performance standards for vehicles, as well as the
consideration of additional CO₂ reduction levers, should be duly taken into account. In this context, a
technology-neutral approach should be ensured. All vehicles contributing to emission reductions
through the use of renewable or low-carbon energy sources, including battery electric vehicles, plug-in
hybrid vehicles, fuel cell electric vehicles and vehicles running exclusively on eligible renewable fuels,
should be treated on an equal basis.
Amendment 156
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars, of which at least 45% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero- and low-emission vans, of which at least 36% zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. | (12) The Regulation should set targets per Member State for the share of zero-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. Collectively, the national targets would lead to a minimum Union share of 69% zero-emission cars and be consistent with Regulation 2019/631 for 2035; and of 40% zero-emission vans and be consistent with Regulation 2019/631 for 2035. These targets will significantly help cars and vans manufacturers to meet their CO2 targets under Regulation (EU) 2019/631. |
Or. en
Amendment 157
Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars, of which at least 45% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero- and low-emission vans, of which at least 36% zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. | (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars, of which at least 45% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. |
Or. fr
Amendment 158
Li Andersson
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars, of which at least 45% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero- and low-emission vans, of which at least 36% zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. | (12) The Regulation should set targets per Member State for the share of zero-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero-emission cars in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero-emission vans in 2030, and be consistent with Regulation 2019/631 for 2035. |
Or. en
Amendment 159
Markus Ferber
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars, of which at least 45% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero- and low-emission vans, of which at least 36% zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. | (12) The Regulation should set non-binding targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars, of which at least 45% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero- and low-emission vans, of which at least 36% zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. |
| (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) |
Or. en
Amendment 160
Dario Tamburrano
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars, of which at least 45% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero- and low-emission vans, of which at least 36% zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. | (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 70% zero- and low-emission cars, of which at least 54% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero- and low-emission vans, of which at least 36% zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. |
Or. en
Amendment 161
Carlo Fidanza
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) The Regulation should set targets per Member State for the share of zero- and low-emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In order to meet the emission reduction targets set in Regulation 2019/631, those targets should ensure that a minimum share of new corporate cars and vans registered by large undertakings is zero-emission. Collectively, the national targets would lead to a minimum Union share of 69% zero- and low-emission cars, of which at least 45% with a zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035; and of 40% zero- and low-emission vans, of which at least 36% zero-emission, in 2030, and be consistent with Regulation 2019/631 for 2035. | (12) The Directive should set indicative targets per Member State for the share of zero- and low emission vehicles in new corporate vehicles registrations by large undertakings in their territory. In line with the emission reduction targets set in Regulation (EU) 2019/631, those targets should serve as a reference for Member States when adopting measures to incentivise a progressive increase in the share of new corporate cars and vans registered by large undertakings, while ensuring that low-emission vehicles and clean fuel solutions are appropriately taken into account, and considering enabling conditions, notably infrastructure availability, grid capacity, vehicle supply and overall economic viability. |
Or. en
Justification
This amendment replaces binding targets with indicative targets better reflecting diverse corporate fleet use cases and supporting a proportionate transition. It preserves the objective of increasing cleaner vehicles while recognising infrastructure, grid capacity, vehicle supply, economic viability and low-emission solutions. It therefore promotes a pragmatic, technology-open pathway to decarbonisation.
Amendment 162
Merja Kyllönen
Proposal for a regulation
Recital 12 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (12a) Vehicles running exclusively on eligible fuels (VEEFs), as defined in the revision of Regulation (EU) 2019/631, offer a significant potential for decarbonising corporate fleets. These fuels are defined by the current framework under Directive (EU) 2018/2001, provided that they meet the greenhouse gas emission reduction and the sustainability criteria of that Directive. Their clear recognition provides flexibilities for Member States to achieve the targets set in Tables 1 and 2 of the Annex while supporting investments in the development of the renewable fuel value chain. For the purpose of this Regulation, vehicles running exclusively on eligible fuels (VEEFs) should be considered as zero-emission vehicles. |
Or. en
Justification
This amendment aims to introduce the recognition of emission savings of eligible fuels compliant with the criteria set out in Directive (EU) 2018/2001, acknowledged already by the proposed revision of Regulation (EU) 2019/631.The amendment facilitates policy coherence and reflects their decarbonisation potential recognised by the zero-rating principle applied to those
RED-compliant fuels under the EU Emissions Trading System Directive (EU) 2023/959. By applying the same zero-rated combustion, “vehicles running exclusively on eligible fuels” should be
considered “zero-emission vehicles (ZEV)”, on equal footing with battery-electric and hydrogen vehicles already classified as zero-emission vehicles (ZEVs).
Amendment 163
Katri Kulmuni
Proposal for a regulation
Recital 12 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (12a) Vehicles running exclusively on eligible fuels (VEEFs), as defined in the revision of Regulation (EU) 2019/631, offer a significant potential for decarbonising corporate fleets. These fuels are defined by the current framework under Directive (EU) 2018/2001, provided that they meet the greenhouse gas emission reduction and the sustainability criteria of that Directive. Their clear recognition provides flexibilities for Member States to achieve the targets set in Tables 1 and 2 of the Annex while supporting investments in the development of the renewable fuel value chain. For the purpose of this Regulation, vehicles running exclusively on eligible fuels (VEEFs) shall be considered as zero-emission vehicles. |
Or. en
Justification
By applying the same zero-rated combustion, “vehicles running exclusively on eligible fuels” should be considered “zero-emission vehicles (ZEV)”, on equal footing with battery-electric and hydrogen vehicles already classified as zero-emission vehicles (ZEVs).
Amendment 164
Jacek Ozdoba
on behalf of the ECR Group
Jadwiga Wiśniewska, Anna Zalewska
Proposal for a regulation
Recital 12 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (12a) Setting national mandatory targets for the electrification of new corporate vehicle registrations may disrupt business operations and have negative economic consequences. Although the Regulation is formally restricted to large enterprises, it is likely to have indirect effects on small and medium-sized enterprises and individual consumers. For service companies relying on light commercial vehicles, the high cost of electric vehicles may hinder fleet renewal and lead to the continued use of older, more polluting vehicles. Increased operating costs related to the obligation of the fleet renewal will also be eventually passed on to individual consumers. |
Or. en
Amendment 165
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) Cars and vans are primarily used within the Member State where they are registered, and the markets for vehicles and services are mostly segmented by Member State. The national targets for the cumulated share of zero- and low- emission vehicles in new registrations by large undertakings should be set at different levels for cars and vans, to reflect the different level of technology and market development. For those vehicles, differences across Member States should be reflected in the level of the targets that respectively apply to them. Those national targets should be calculated starting from a level of ambition set for the whole Union taking account of the emission requirements set out for the respective vehicle categories in Regulation (EU) 2019/631, and modulated across Member States. The modulation should take account of each Member State’s economic capacity, with the gross domestic product per capita used as proxy. | deleted |
Or. en
Amendment 166
Zala Tomašič
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) Cars and vans are primarily used within the Member State where they are registered, and the markets for vehicles and services are mostly segmented by Member State. The national targets for the cumulated share of zero- and low- emission vehicles in new registrations by large undertakings should be set at different levels for cars and vans, to reflect the different level of technology and market development. For those vehicles, differences across Member States should be reflected in the level of the targets that respectively apply to them. Those national targets should be calculated starting from a level of ambition set for the whole Union taking account of the emission requirements set out for the respective vehicle categories in Regulation (EU) 2019/631, and modulated across Member States. The modulation should take account of each Member State’s economic capacity, with the gross domestic product per capita used as proxy. | deleted |
Or. en
Justification
Setting Member State targets predominantly on the basis of GDP does not sufficiently capture current
market realities, in particular the current distribution and uptake of electric vehicles. These risks
exacerbating existing economic and territorial disparities within the Union.
Electromobility must develop in a balanced and inclusive manner across all regions of the Union and
should not be determined by wealth or economic capacity of each Member States.
Amendment 167
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) Cars and vans are primarily used within the Member State where they are registered, and the markets for vehicles and services are mostly segmented by Member State. The national targets for the cumulated share of zero- and low- emission vehicles in new registrations by large undertakings should be set at different levels for cars and vans, to reflect the different level of technology and market development. For those vehicles, differences across Member States should be reflected in the level of the targets that respectively apply to them. Those national targets should be calculated starting from a level of ambition set for the whole Union taking account of the emission requirements set out for the respective vehicle categories in Regulation (EU) 2019/631, and modulated across Member States. The modulation should take account of each Member State’s economic capacity, with the gross domestic product per capita used as proxy. | deleted |
Or. en
Amendment 168
Jacek Ozdoba
on behalf of the ECR Group
Jadwiga Wiśniewska, Anna Zalewska
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) Cars and vans are primarily used within the Member State where they are registered, and the markets for vehicles and services are mostly segmented by Member State. The national targets for the cumulated share of zero- and low- emission vehicles in new registrations by large undertakings should be set at different levels for cars and vans, to reflect the different level of technology and market development. For those vehicles, differences across Member States should be reflected in the level of the targets that respectively apply to them. Those national targets should be calculated starting from a level of ambition set for the whole Union taking account of the emission requirements set out for the respective vehicle categories in Regulation (EU) 2019/631, and modulated across Member States. The modulation should take account of each Member State’s economic capacity, with the gross domestic product per capita used as proxy. | (13) Cars and vans are primarily used within the Member State where they are registered, and the markets for vehicles and services are mostly segmented by Member State. The national targets for the cumulated share of zero- and low- emission vehicles in new registrations by large undertakings should be set at different levels for cars and vans, to reflect the different level of technology and market development, not to increase the technological gap already inherent in the Union. For those vehicles, differences across Member States should be reflected in the level of the measures that respectively apply to them. Those measures shoul aim for realistic purposes and not to fulfill a greener automotive sector that the Union is not capable of accepting. |
Or. en
Amendment 169
Carlo Fidanza
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) Cars and vans are primarily used within the Member State where they are registered, and the markets for vehicles and services are mostly segmented by Member State. The national targets for the cumulated share of zero- and low- emission vehicles in new registrations by large undertakings should be set at different levels for cars and vans, to reflect the different level of technology and market development. For those vehicles, differences across Member States should be reflected in the level of the targets that respectively apply to them. Those national targets should be calculated starting from a level of ambition set for the whole Union taking account of the emission requirements set out for the respective vehicle categories in Regulation (EU) 2019/631, and modulated across Member States. The modulation should take account of each Member State’s economic capacity, with the gross domestic product per capita used as proxy. | (13) Cars and vans are primarily used within the Member State where they are registered, and the markets for vehicles and services are mostly segmented by Member State. The national targets for the cumulated share of zero- and low- emission vehicles in new registrations by large undertakings should be set at different levels for cars and vans, to reflect the different level of technology and market development. For those vehicles, differences across Member States should be reflected in the level of the targets that respectively apply to them. Those national targets should be calculated starting from a level of ambition set for the whole Union taking account of the emission requirements set out for the respective vehicle categories in Regulation (EU) 2019/631, and modulated across Member States. The modulation should take account of each Member State’s economic capacity as well as the varying levels of fleet electrification between Member States, the indicators reflecting infrastructure readiness and market maturity. The targets should not rely solely on GDP per capita as such an approach risks creating market distortions between Member States, rather than addressing the underlying barriers to uptake. |
Or. en
Justification
Targets based on GDP per capita alone do not sufficiently reflect structural differences between Member States or market readiness. Infrastructure deployment, grid limits, energy prices and electrification levels vary significantly. A broader set of indicators is needed to ensure fairness, feasibility and alignment with the proposal’s objectives, while avoiding distortions of competition across the Union.
Amendment 170
Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) Cars and vans are primarily used within the Member State where they are registered, and the markets for vehicles and services are mostly segmented by Member State. The national targets for the cumulated share of zero- and low- emission vehicles in new registrations by large undertakings should be set at different levels for cars and vans, to reflect the different level of technology and market development. For those vehicles, differences across Member States should be reflected in the level of the targets that respectively apply to them. Those national targets should be calculated starting from a level of ambition set for the whole Union taking account of the emission requirements set out for the respective vehicle categories in Regulation (EU) 2019/631, and modulated across Member States. The modulation should take account of each Member State’s economic capacity, with the gross domestic product per capita used as proxy. | (13) Cars are primarily used within the Member State where they are registered, and the markets for vehicles and services are mostly segmented by Member State. The national targets for the cumulated share of zero- and low- emission vehicles in new registrations by large undertakings should be set at different levels for cars, to reflect the different level of technology and market development. For those vehicles, differences across Member States should be reflected in the level of the targets that respectively apply to them. Those national targets should be calculated starting from a level of ambition set for the whole Union taking account of the emission requirements set out for the respective vehicle categories in Regulation (EU) 2019/631, and modulated across Member States. The modulation should take account of each Member State’s economic capacity, with the gross domestic product per capita used as proxy. |
Or. fr
Amendment 171
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) Cars and vans are primarily used within the Member State where they are registered, and the markets for vehicles and services are mostly segmented by Member State. The national targets for the cumulated share of zero- and low- emission vehicles in new registrations by large undertakings should be set at different levels for cars and vans, to reflect the different level of technology and market development. For those vehicles, differences across Member States should be reflected in the level of the targets that respectively apply to them. Those national targets should be calculated starting from a level of ambition set for the whole Union taking account of the emission requirements set out for the respective vehicle categories in Regulation (EU) 2019/631, and modulated across Member States. The modulation should take account of each Member State’s economic capacity, with the gross domestic product per capita used as proxy. | (13) Cars and vans are primarily used within the Member State where they are registered, and the markets for vehicles and services are mostly segmented by Member State. The national targets for the cumulated share of zero-emission vehicles in new registrations by large undertakings should be set at different levels for cars and vans, to reflect the different level of technology and market development. For those vehicles, differences across Member States should be reflected in the level of the targets that respectively apply to them. Those national targets should be calculated starting from a level of ambition set for the whole Union taking account of the emission requirements set out for the respective vehicle categories in Regulation (EU) 2019/631, and modulated across Member States. The modulation should take account of each Member State’s economic capacity, with the gross domestic product per capita used as proxy. |
Or. en
Amendment 172
Li Andersson
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) Cars and vans are primarily used within the Member State where they are registered, and the markets for vehicles and services are mostly segmented by Member State. The national targets for the cumulated share of zero- and low- emission vehicles in new registrations by large undertakings should be set at different levels for cars and vans, to reflect the different level of technology and market development. For those vehicles, differences across Member States should be reflected in the level of the targets that respectively apply to them. Those national targets should be calculated starting from a level of ambition set for the whole Union taking account of the emission requirements set out for the respective vehicle categories in Regulation (EU) 2019/631, and modulated across Member States. The modulation should take account of each Member State’s economic capacity, with the gross domestic product per capita used as proxy. | (13) Cars and vans are primarily used within the Member State where they are registered, and the markets for vehicles and services are mostly segmented by Member State. The national targets for the cumulated share of zero-emission vehicles in new registrations by large undertakings should be set at different levels for cars and vans, to reflect the different level of technology and market development. For those vehicles, differences across Member States should be reflected in the level of the targets that respectively apply to them. Those national targets should be calculated starting from a level of ambition set for the whole Union taking account of the emission requirements set out for the respective vehicle categories in Regulation (EU) 2019/631, and modulated across Member States. The modulation should take account of each Member State’s economic capacity, with the gross domestic product per capita used as proxy. |
Or. en
Amendment 173
Carlo Fidanza
Proposal for a regulation
Recital 13 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (13a) With regard to corporate fleets vehicle acquisition does not exclusively take place through direct purchases. Leasing or long-term rental constitute significant and growing forms of vehicle use within corporate fleets and provide businesses with flexibility in fleet management and investment decisions. Measures adopted pursuant to this Directive should therefore take into account the different business models through which undertakings access and operate vehicles. |
Or. en
Justification
The amendment clarifies that corporate fleets are not composed solely of vehicles directly purchased by undertakings. Leasing and rental schemes represent a substantial share of the corporate fleet market and are often the preferred option for businesses due to their flexibility and lower capital requirements. Recognising these business models ensures that the Directive better reflects market realities and avoids unintended distortions in the implementation of measures aimed at accelerating the uptake of zero- and low-emission vehicles.
Amendment 174
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 14
| Text proposed by the Commission | Amendment |
|---|---|
| (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The recognition of their contribution can support continued investments and innovation of such technologies. | deleted |
Or. en
Amendment 175
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 14
| Text proposed by the Commission | Amendment |
|---|---|
| (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The recognition of their contribution can support continued investments and innovation of such technologies. | deleted |
Or. en
Amendment 176
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 14
| Text proposed by the Commission | Amendment |
|---|---|
| (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The recognition of their contribution can support continued investments and innovation of such technologies. | (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a significant role in the transition towards low-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The recognition of their contribution should support continued investments and innovation, in a technology-neutral approach in which technologies should compete with each other with a view to reducing CO2 emissions. In that regard, strengthening the utility factor, not sufficiently taking into account changes in how users actually use the vehicles, would de facto exclude plug-in hybrid vehicles from being used to reduce the emissions of corporate fleets, since they could no longer be counted as low-emission vehicles. Moreover, plug-in hybrid vehicles are an important intermediate step in the gradual adoption of electric vehicles by consumers, as they facilitate consumers’ uptake of electrified technologies. Finally, an overly restrictive approach could be counterproductive, as it would risk encouraging some buyers to keep their internal combustion engine vehicles longer, thereby slowing down fleet renewal. |
Or. fr
Amendment 177
Li Andersson
Proposal for a regulation
Recital 14
| Text proposed by the Commission | Amendment |
|---|---|
| (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The recognition of their contribution can support continued investments and innovation of such technologies. | (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The recognition of their contribution can support continued investments and innovation of such technologies. However, while the CO₂ standards allow low-emission vehicles, they mandate the sale of new cars of 90% and 40% for vans by 2035. Mirroring the same ambition here is vital to avoid policy contradictions that weaken Europe’s global leadership and perpetuate dependencies on imported fuels. Excluding Plug-in Hybrids (PHEVs), whose real-world emissions are often multiple times higher than in laboratory conditions, prevents flooding the second-hand market with technologies that would hamper the transition to zero-emission vehicles. This clarity secures investment, drives down costs, and ensures corporate fleets accelerate a just transition. |
Or. en
Amendment 178
Luis-Vicențiu Lazarus
Proposal for a regulation
Recital 14
| Text proposed by the Commission | Amendment |
|---|---|
| (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The recognition of their contribution can support continued investments and innovation of such technologies. | (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The recognition of their contribution can support continued investments and innovation of such technologies. In accordance with the principle of technological neutrality, the potential contribution to the decarbonisation of road transport of vehicles running exclusively on certified renewable fuels, in particular advanced biofuels, biogas and renewable fuels of non-biological origin such as renewable hydrogen and renewable synthetic fuels, should also be recognised. The Union regulatory framework should ensure that those alternative low-carbon pathways are addressed in a coherent manner across the relevant legislative instruments. |
Or. en
Amendment 179
Carlo Fidanza
Proposal for a regulation
Recital 14
| Text proposed by the Commission | Amendment |
|---|---|
| (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The recognition of their contribution can support continued investments and innovation of such technologies. | (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The contribution of all low- and zero-emission technologies should remain recognised in order to reflect diverse operational needs and infrastructure availability. The recognition of their contribution can support continued investments and innovation of such technologies. |
Or. en
Justification
A technology-neutral framework is required to reflect the diversity of operational requirements across business sectors and geographical regions. Different use cases, particularly in logistics and rural areas, require flexible solutions beyond a single technology pathway, including hydrogen and renewable fuels. Prematurely restricting eligible technologies risks increasing costs, limiting fleet suitability and slowing the transition where infrastructure is not yet developed.
Amendment 180
Dario Tamburrano
Proposal for a regulation
Recital 14
| Text proposed by the Commission | Amendment |
|---|---|
| (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The recognition of their contribution can support continued investments and innovation of such technologies. | (14) Plug-in hybrid electric vehicles and range-extended electric vehicles should be counted towards the targets established under this Regulation, considering their real-world emission reduction, that remain significantly above zero-emission levels and risk delaying the deployment of fully zero-emission vehicles. |
Or. en
Amendment 181
Markus Ferber
Proposal for a regulation
Recital 14
| Text proposed by the Commission | Amendment |
|---|---|
| (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The recognition of their contribution can support continued investments and innovation of such technologies. | (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a role in the transition towards zero-emission mobility. The recognition of their contribution can support continued investments and innovation of such technologies. |
Or. en
Amendment 182
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Sunčana Glavak, Angelika Niebler
Proposal for a regulation
Recital 14
| Text proposed by the Commission | Amendment |
|---|---|
| (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play a role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The recognition of their contribution can support continued investments and innovation of such technologies. | (14) Plug-in hybrid electric vehicles and range-extended electric vehicles can play an important role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. The recognition of their contribution can support continued investments and innovation of such technologies. |
Or. en
Amendment 183
Dario Tamburrano
Proposal for a regulation
Recital 14 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (14a) Plug-in hybrid electric vehicles and range-extended electric vehicles should not be counted towards the targets set out in this Regulation, except if equipped with on-board systems that limit power output by 50% when the internal combustion engine runs for more than half of operating hours, or at least be consistent with the review of Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011. |
Or. en
Amendment 184
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 14 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (14a) Low-emission vehicles, including those using alternative fuels, such as biofuels or synthetic fuels, can play a significant role in the transition towards low-emission mobility and can be useful for specific use cases as well as in other global markets beyond 2035. So that they can contribute more to the low-carbon transition, Directive 98/70/EC on the quality of fuels should be revised to allow for greater incorporation of biofuels into combustion engines, in particular by raising the threshold for bioethanol in petrol from 10 % to 20 %, in order to reduce the CO2 emissions of the existing vehicle fleet. The limit of 7 % for first-generation biofuels established in the RED III Directive should also be reviewed. Finally, it would be appropriate to review Regulation (EU) 2019/631, either by adapting the definition of low-emission vehicles or by considering the creation of a separate intermediate category. That change would better recognise the contribution of different existing technologies and would increase their immediate role in decarbonising the existing fleet. |
Or. fr
Amendment 185
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
Proposal for a regulation
Recital 14 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (14a) Off-vehicle charging hybrid electric vehicles (OVC-HEVs) can play a role in the transition towards zero-emission mobility and can be useful for specific use cases as well as in other global markets. OVC-HEVs contribute to reducing CO₂ emissions from road transport by combining combustion engine technology with electric driving capability, while offering consumers a practical and flexible option that introduces them to electric mobility. The CO₂ emissions of OVC-HEVs, as defined under Regulation (EU) 2024/1257, are calculated using a utility factor which, in 2025 increased the mileage parameters of type-approval tests and is meant to be further tightened in 2027. Such a tightening would lead to a significant increase in type-approval CO₂ values, thereby reducing the contribution of OVC-HEVs to manufacturers’ compliance with the CO₂ reduction targets. In order to ensure regulatory stability and preserve the contribution of OVC-HEVs to emission reductions, the current utility factor should be maintained by amending Regulation (EU) 2024/1257. |
Or. en
Amendment 186
Adrian-George Axinia
Proposal for a regulation
Recital 14 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (14a) Along the same lines, in order to uphold a technology-open framework, it is essential to acknowledge that vehicles powered by low-carbon fuels play a meaningful role in reducing greenhouse gas emissions, as an integral part of an economically viable and practically achievable decarbonisation pathway for corporate fleets. |
Or. en
Amendment 187
Carlo Fidanza
Proposal for a regulation
Recital 14 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (14a) Similarly, to support a technology-neutral approach, the recognition of vehicles running on low-carbon fuels as contributing to decarbonisation should be ensured, as part of a cost-effective and operationally feasible transition across corporate fleets. |
Or. en
Justification
A technology-neutral approach is essential to support a cost-effective and operationally feasible transition across corporate fleets. This amendment recognises that vehicles running on low-carbon fuels can contribute to decarbonisation and should be duly taken into account within the regulatory framework, alongside other clean vehicle solutions.
Amendment 188
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. | deleted |
| 11 Regulation (EU) 2023/1804 | |
| 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 |
Or. en
Amendment 189
Anja Arndt, Marc Jongen, Volker Schnurrbusch, Ivan David
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11. The Communication “Decarbonising corporate fleets”12provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. | (15) Member States shall not convert the targets set out in this Regulation into direct or indirect procurement, purchase, leasing, registration or fleet composition quotas for individual undertakings, groups of undertakings, sectors or fleet operators. Nor shall any measures be adopted which would lead to such obligations on a de facto basis. Businesses must continue to be able to base their vehicle procurement on operational requirements, usage profiles, cost-effectiveness, regional infrastructure, vehicle availability, payload, range, charging times, serviceability, and ownership and leasing costs. Member States must take measures that are technology-neutral, proportionate and compatible with the freedom to conduct a business. |
| 11 Regulation (EU) 2023/1804 | |
| 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 |
Or. de
Justification
The targets must not become de facto quotas for individual businesses as a result of how they are implemented at national level. Such a development would fly in the face of entrepreneurial freedom and the realities of business operations.
Amendment 190
Carlo Fidanza
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. | (15) Member States should be allowed to apply any measure they deem necessary to incentivise the uptake of clean vehicles in corporate fleets, using the indicative targets set out in this Directive as a reference, including introducing more favourable road tolling, taxation favouring the uptake of zero- and low-emission vehicles, including vehicles using low-carbon fuels, these fuels are those defined by Directive (EU) 2018/2001, fulfilling the criteria set out in Article 29, 29a and 31 of that Directive and associated delegated acts or other State support measures subject to applicable State aid rules; improving enabling conditions for the use of zero-and low- emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to introduce targeted measures and flexibilities for specific categories of companies or fleet operators, taking into account their particular operational characteristics and constraints, including where limited model availability or accessibility requirements justify tailored approaches, such as for small wheelchair-accessible taxi operators. Before adopting such measures, Member States should inform affected operators in due time about their entry into force and implementation details, to facilitate preparedness and business adaptation. The availability of recharging infrastructure allowing to recharge easily, without prior subscription and at transparent, fair and accessible prices is a key enabling factor, which Member States should take into account when designing measures for corporate fleets. The Communication “Decarbonising corporate fleets” provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. |
| 11 Regulation (EU) 2023/1804 | |
| 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 |
Or. en
Justification
This amendment clarifies that Member States may use broad measures, including tolling, taxation and support schemes, to promote clean vehicles, including those using low-carbon fuels, in a technology-open way. It removes language implying penalising measures such as licensing requirements and recognises proportionate flexibilities where objective constraints, model availability or accessibility needs justify them.
Amendment 191
Adrian-George Axinia
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. | (15) Member States should be allowed to apply any measure they deem necessary to incentivise the uptake of clean vehicles in corporate fleets, including introducing more favourable road tolling, taxation favouring the uptake of zero- and low-emission vehicles, including vehicles using low-carbon fuels, or other State support measures subject to applicable State aid rules; improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also introduce targeted measures and flexibilities for specific categories of companies or fleet operators, taking into account their particular operational characteristics and constraints, including where limited model availability or accessibility requirements justify tailored approaches, such as for small wheelchair-accessible taxi operators. Before adopting such measures, Member States should inform affected operators in due time about their entry into force and implementation details, to facilitate preparedness and business adaptation, the availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. |
| 11 Regulation (EU) 2023/1804 | 11 Regulation (EU) 2023/1804 |
| 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 | 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 |
Or. en
Amendment 192
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Sunčana Glavak, Angelika Niebler
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. | (15) Member States should retain full flexibility to determine the most appropriate mix of support measures and enabling measures to support the uptake of zero- and low-emission vehicles taking into account national circumstances and operational realities. Such measures may include favourable taxation schemes, road tolling incentives, support measures subject to applicable State aid rules, or measures aimed at improving enabling conditions for the use of zero- and low-emission vehicles, including the deployment of accessible and affordable recharging infrastructure. The availability of recharging infrastructure remains a key enabling factor for the transition of corporate fleets, particularly for operators with intensive operational requirements. The Communication ‘Decarbonising corporate fleets’ provides useful examples of national best practices and voluntary measures supporting the uptake of zero-emission vehicles. |
| 11 Regulation (EU) 2023/1804 | |
| 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 |
Or. en
Amendment 193
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. | (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily, without prior subscription and at transparent, fair and accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. |
| 11 Regulation (EU) 2023/1804 | 11 Regulation (EU) 2023/1804 |
| 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 | 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 |
Or. en
Amendment 194
Li Andersson
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. | (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. |
| 11 Regulation (EU) 2023/1804 | 11 Regulation (EU) 2023/1804 |
| 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 | 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 |
Or. en
Amendment 195
Merja Kyllönen
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. | (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations, especially in private buildings or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily, without prior subscription and at transparent, fair and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 However, regulating the alternative fuels charging infrastructure should be concentrated under the AFIR regulation and any overlapping regulation should be avoided. The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. This Regulation should not prevent Member States from adopting more ambitious targets and incentives. |
| 11 Regulation (EU) 2023/1804 | 11 Regulation (EU) 2023/1804 |
| 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 | 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 |
Or. en
Justification
These amendments are justified to maintain consistency with existing Union law and to avoid regulatory duplication. Recharging and alternative fuels infrastructure is governed by AFIR.
Amendment 196
Dario Tamburrano
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. | (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices, without prior subscription requirements and under transparent pricing conditions, is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. Member States should encourage smart charging and bidirectional charging technologies in particular starting from corporate zero-emission fleet. |
| 11 Regulation (EU) 2023/1804 | 11 Regulation (EU) 2023/1804 |
| 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 | 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 |
Or. en
Amendment 197
Zala Tomašič
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. | (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set benchmarks for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily, without prior subscription and at transparent, fair and accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council 11. The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. This Regulation should prevent Member States from adopting more ambitious targets. |
| 11 Regulation (EU) 2023/1804 | |
| 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 |
Or. en
Justification
Easy and transparent access to charging infrastructure is key to accelerating corporate EV adoption. Moreover, Member States should be allowed to set different benchmarks for specific categories of companies and fleet operators based on their individual challenges and opportunities.
Amendment 198
Daniel Attard
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. | (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily, without prior subscription and at transparent, fair and accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11 . The Communication “Decarbonising corporate fleets”12 provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. |
| 11 Regulation (EU) 2023/1804 | 11 Regulation (EU) 2023/1804 |
| 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 | 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 |
Or. en
Amendment 199
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation, including introducing more favourable road tolling; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules; introducing requirements in licensing for specific passenger transport services (such as taxis, ride-hailing); improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations or preferential access to parking. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11. The Communication “Decarbonising corporate fleets”12provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. | (15) Member States should be allowed to apply any measure they deem necessary to reach the targets set out in this Regulation; taxation favouring the uptake of zero- and low-emission vehicles or other State support measures subject to applicable State aid rules, ensuring that the purchase of low- and zero-emission vehicles that do not meet the criteria of ‘made in the European Union’ is not subsidised or incentivised; improving enabling conditions for the use of zero-and low-emission vehicles, such as availability of dedicated recharging points at specific locations; conversion bonus schemes should also be supported. Member States should also be allowed to set targets for specific categories of companies or fleet operators. The availability of recharging infrastructure, particularly at mobility hubs, allowing to recharge easily and at accessible prices is a key enabling factor, which can be ensured by Member States taking into account the specific operational requirements of corporate fleets, also contributing to meeting their targets set in Regulation (EU) 2023/1804 of the European Parliament and of the Council11. The Communication “Decarbonising corporate fleets”12provides several examples of good practices and effective measures that can be put in place at national level to increase the share of zero-emission vehicles in corporate fleets. |
| 11 Regulation (EU) 2023/1804 | 11 Regulation (EU) 2023/1804 |
| 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 | 12 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 ‘Decarbonising corporate fleets’, COM(2025) 96 |
Or. fr
Amendment 200
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 15 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (15a) While the total cost of ownership of battery electric vehicles (BEVs) over their entire lifetime is lower than internal combustion-engine vehicles, mainly due to lower fuel and maintenance costs, the higher purchasing price of new BEVs remains an obstacle for some European consumers, especially low- and middle-income households. The EU CO2 standards under Regulation (EU) 2019/631 are delivering, incentivising manufacturers to put smaller and more affordable BEVs on the Union market. As a result, the average price of BEVs across all segments decreased by 5% in 20251a. Keeping a strong and stable regulatory environment is essential to ensure that BEVs can reach price parity with combustion vehicles in all segments before 2030. In China, BEVs have already reached price parity with combustion vehicles in virtually all segments. As a complement, national social leasing models, especially those aimed at low- and middle-income households, have proven effective in accelerating the uptake of zero-emission vehicles, thereby reducing dependence on fossil fuels and the impact of price fluctuations. This Regulation should therefore encourage Member States to establish a regulatory framework for social leasing, particularly low- and middle-income households, for vulnerable transport users and workers. To that end, Member States are encouraged to make use of available EU funds, notably the Social Climate Fund established in Regulation (EU) 2023/955. | |
| 1a IEA, Global EV Outlook 2026. |
Or. en
Amendment 201
Pascal Canfin, Yvan Verougstraete
Proposal for a regulation
Recital 15 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (15a) While the CO2 emission performance standards set out in Regulation (EU) 2019/631 focus on new vehicle registrations, around two thirds of all car sales in the Union take place on the second-hand market, which is the primary channel through which the majority of European consumers, in particular low- and middle-income households, access mobility. The decarbonisation of road transport will therefore not be achieved through regulating new vehicles alone. It requires policy incentives to accelerate the transition of the second-hand market towards zero-emission vehicles. Corporate fleets represent a unique opportunity in this regard as their high annual mileage and short retention periods make them reach the second-hand market faster and in greater volumes than privately owned vehicles. Realising this potential requires public policies that actively support the uptake of second-hand zero-emission vehicles on the market, including through social leasing schemes, fiscal incentives and adequate recharging infrastructures. Such policies would create mutually reinforcing benefits: supporting large undertakings in the renewal of their fleets towards zero emission, while simultaneously making clean mobility accessible and affordable for the broad majority of European consumers, thereby contributing to the overall decarbonisation objectives of the Union's transport sector. |
Or. en
Amendment 202
Daniel Attard
Proposal for a regulation
Recital 15 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (15a) Island Member States and island regions face specific structural and geographical constraints in the transition towards zero-emission mobility, including limited electricity interconnection capacity, higher transport and vehicle import costs, fragmented markets, seasonal tourism-related transport demand, limited land availability for charging infrastructure deployment and dependence on maritime logistics. Those constraints may affect the pace and cost-efficiency of the deployment of zero- and low-emission corporate fleets. Member States should therefore be allowed to take targeted and proportionate measures reflecting the specific characteristics of island territories when implementing this Regulation, while ensuring the overall achievement of the Union’s climate and transport objectives. |
Or. en
Amendment 203
Jacek Ozdoba
on behalf of the ECR Group
Jadwiga Wiśniewska, Anna Zalewska
Proposal for a regulation
Recital 15 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (15a) The lack of availability of the charging infrastructure, especially outside urban areas, hinders the deployment of zero-emission corporate fleet. Before setting any mandatory target for the Member States for the zero-and low-emission corporate fleet, it is essential to develop and integrate available charging infrastructure for commercial fleet, for example in industrial zones, logistics centers and transportation hubs. |
Or. en
Amendment 204
Dario Tamburrano
Proposal for a regulation
Recital 15 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (15a) Corporate mobility strategies should contribute to a broader shift towards sustainable and shared mobility solutions while supporting social leasing schemes targeting low- and middle-income households, vulnerable transport users and self-employed workers. |
Or. en
Amendment 205
Carlo Fidanza
Proposal for a regulation
Recital 15 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (15a) Whereas the decarbonization of fleet vehicles remains a priority across business sectors, the current level of technological requirements for distribution vans for medicines is not yet technologically feasible in many instances. |
Or. en
Amendment 206
Daniel Attard
Proposal for a regulation
Recital 15 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (15b) In order to facilitate the uptake of zero-emission vehicles by businesses and fleet operators, State aid procedures should remain proportionate, predictable, and administratively simple, particularly for smaller undertakings and Member States with limited administrative capacity. The Commission should ensure coherence between this Regulation and applicable State aid frameworks, including the future Transport Block Exemption Regulation. |
Or. en
Amendment 207
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 16
| Text proposed by the Commission | Amendment |
|---|---|
| (16) Diffusion of low-emission vehicles based on electric traction will also increase demand for charging infrastructure, which will enhance the density of the charging network with benefits also for zero-emission vehicles. | deleted |
Or. en
Amendment 208
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 16
| Text proposed by the Commission | Amendment |
|---|---|
| (16) Diffusion of low-emission vehicles based on electric traction will also increase demand for charging infrastructure, which will enhance the density of the charging network with benefits also for zero-emission vehicles. | deleted |
Or. en
Amendment 209
Dario Tamburrano
Proposal for a regulation
Recital 16
| Text proposed by the Commission | Amendment |
|---|---|
| (16) Diffusion of low-emission vehicles based on electric traction will also increase demand for charging infrastructure, which will enhance the density of the charging network with benefits also for zero-emission vehicles. | (16) The deployment of zero-emission vehicles will increase the utilisation and economic viability of charging infrastructure and support further investments in charging networks, smart charging and bidirectional charging infrastructure. |
Or. en
Amendment 210
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
Proposal for a regulation
Recital 16
| Text proposed by the Commission | Amendment |
|---|---|
| (16) Diffusion of low-emission vehicles based on electric traction will also increase demand for charging infrastructure, which will enhance the density of the charging network with benefits also for zero-emission vehicles. | (16) Diffusion of low-emission vehicles based on electric traction will also increase demand for charging infrastructure, which will enhance the density of the charging network with benefits also for zero-emission vehicles. The deployment of accessible, affordable and reliable charging infrastructure remains a precondition for the large-scale uptake of zero- and low-emission vehicles, including vehicles running exclusively on eligible fuels (VEEF). |
Or. en
Amendment 211
Tiemo Wölken, François Kalfon
on behalf of the S&D Group
Proposal for a regulation
Recital 16 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (16a) Given the increasing need to provide flexibility and dispatchable electricity supply to the energy system, and the fact that a substantial share of corporate fleets tends to follow regular and predictive driving and charging patterns, this Regulation should also promote the uptake of smart and bidirectional charging technologies amongst fleets, and encourage Member States to put in place the necessary infrastructure, as well as market and data access. |
Or. en
Amendment 212
Carlo Fidanza
Proposal for a regulation
Recital 16 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (16a) As company cars often follow predictable and repetitive usage patterns, this Directive should promote the uptake of smart and bidirectional charging technologies amongst corporate fleets. |
Or. en
Justification
Fleet electrification should be designed together with energy, flexibility and interoperability rules, not treated only as a transport file. Corporate fleets can act as system assets because their predictable use patterns make them suitable for smart and bidirectional charging. The Directive can accelerate smart charging and signal support for bidirectional charging to stakeholders.
Amendment 213
Li Andersson
Proposal for a regulation
Recital 16 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (16a) As company cars often follow predictable and repetitive usage patterns, this Regulation should promote the uptake of smart and bidirectional charging technologies amongst corporate fleets. |
Or. en
Amendment 214
Carlo Fidanza
Proposal for a regulation
Recital 16 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (16b) The smart and bidirectional recharging of electric vehicles is also beneficial to the cost-efficient system integration of clean electricity and to optimize energy use. |
Or. en
Justification
Projections indicate a massive expansion of installed renewable energy capacity by 2050 in Europe: over 1,000 GW of onshore wind, up to 450 GW of offshore wind capacity, and over 600 GW for solar. But electrification will only be a success if we manage to absorb this growing share of renewable generation by electrifying uses. To maximize electrification as the most credible path to resilience and to lower energy costs, policy makers therefore also need to incorporate smart electrification features in EU regulation to avoid more system costs and inefficiencies.
Amendment 215
Li Andersson
Proposal for a regulation
Recital 16 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (16b) The smart and bidirectional recharging of electric vehicles is also beneficial to the cost-efficient system integration of clean electricity and to optimize energy use. |
Or. en
Amendment 216
Li Andersson
Proposal for a regulation
Recital 16 c (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (16c) Given the maturity of the technology and its positive impact on the total cost of ownership, smart charging should be promoted as the default mode of charging. |
Or. en
Amendment 217
Carlo Fidanza
Proposal for a regulation
Recital 16 c (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (16c) Whereas to preserve and maintain the secure and safe supplies of medicines to hospitals and pharmacies throughout Europe, special dispensation is required for temperature-controlled transport vans that are essential for the safe transportation of medicine, vaccines and other healthcare and medicinal products. |
Or. en
Amendment 218
Li Andersson
Proposal for a regulation
Recital 16 d (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (16d) As smart and bidirectional charging technologies may be unacknowledged by fleet operators, Member States should deploy the necessary pedagogical and financial resources to raise awareness and support companies in renewing their fleets with smart or bidirectional charging capabilities. |
Or. en
Amendment 219
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles exclusively to zero- and low-emission vehicles. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies.13 Financial support that only benefits zero- and low emission vehicles can support Union efforts to increase at an accelerated pace its energy security and move away from imports of fossil fuels. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector. Cars and vans ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. | deleted |
| 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. |
Or. en
Amendment 220
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Sunčana Glavak, Angelika Niebler
Proposal for a regulation
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles exclusively to zero- and low-emission vehicles. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies.13 Financial support that only benefits zero- and low emission vehicles can support Union efforts to increase at an accelerated pace its energy security and move away from imports of fossil fuels. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector. Cars and vans ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. | (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should be able to use financial support measures to facilitate the uptake of low- and zero-emission vehicles while supporting the competitiveness and resilience of the European automotive value chain. |
| 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. |
Or. en
Amendment 221
Zala Tomašič
Proposal for a regulation
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles exclusively to zero- and low-emission vehicles. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies.13 Financial support that only benefits zero- and low emission vehicles can support Union efforts to increase at an accelerated pace its energy security and move away from imports of fossil fuels. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector. Cars and vans ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. | (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make use of this lever, by providing financial support for corporate vehicles using renewable energy (battery electric vehicles, plug-in hybrids, fuel cell electric vehicles and vehicles running exclusively on eligible fuels). |
| 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. |
Or. en
Justification
Fleet operators should have access to a broad range of technologies to address their diverse use
cases and operational requirements. In this context, it is essential to ensure a level playing field and
technology neutrality across battery electric vehicles (BEV), fuel cell electric vehicles (FCEV), and
other alternative propulsion solutions such as VEEF.
Amendment 222
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles exclusively to zero- and low-emission vehicles. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies.13Financial support that only benefits zero- and low emission vehicles can support Union efforts to increase at an accelerated pace its energy security and move away from imports of fossil fuels. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector. Cars and vans ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. | (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles to zero- and low-emission vehicles ‘made in the European Union’. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies13. Financial support that benefits zero- and low emission vehicles can support Union efforts to increase at an accelerated pace its energy security and move gradually away from imports of fossil fuels. In view of the successive crises affecting access to mobility for all, it is not the intention of this Regulation for the fuel tax refunds that Member States may introduce for certain professions to be considered financial support, nor is it its intention to prevent this from obstructing exceptional support in periods such as the current crisis. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector. Cars ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. Given the environmental and industrial value of small electric vehicles ‘made in the European Union’, such vehicles should benefit from a separate calculation methodology that promotes their incorporation into corporate fleets. |
| 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. | 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. |
Or. fr
Amendment 223
Dario Tamburrano
Proposal for a regulation
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles exclusively to zero- and low-emission vehicles. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies.13 Financial support that only benefits zero- and low emission vehicles can support Union efforts to increase at an accelerated pace its energy security and move away from imports of fossil fuels. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector. Cars and vans ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. | (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles exclusively to zero- and low-emission vehicles. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies.13 Financial support that only benefits zero- and low emission vehicles can support Union efforts to increase at an accelerated pace its energy security and move away from imports of fossil fuels. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Regulation 2023/1542 introduced requirements concerning the state of health of electric vehicle batteries, as providing consumers at no additional cost comprehensive and easily accessible SOH information is critical to increase trustworthiness of the second-hand market. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector and support the development of the second-hand market. Cars and vans ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors, and by implementing a circular approach within the battery value-chain, including repair, remanufacturing, repurposing and recycling activities within the Union. The availability of digital battery information can strengthen transparency, consumer trust and circularity in the second-hand zero-emission vehicle market. |
| 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. | 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. |
Or. en
Amendment 224
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles exclusively to zero- and low-emission vehicles. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies.13 Financial support that only benefits zero- and low emission vehicles can support Union efforts to increase at an accelerated pace its energy security and move away from imports of fossil fuels. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector. Cars and vans ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. | (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles exclusively to zero-emission vehicles. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies.13 Yet in 2023, up to 42 billion euros of taxpayers' money were spent to subsidise the use of high-emission corporate vehicles in the five biggest EU countries alone1a. Financial support that only benefits zero-emission vehicles can support Union efforts to increase at an accelerated pace its energy security, move away from imports of fossil fuels, and shield companies and eventually consumers, in particular vulnerable transport users, from high and volatile fossil fuel prices. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector, thereby keeping attractive and high-quality industrial jobs in Europe. Cars and vans ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. |
| 1a Company car fossil fuel subsidies in Europe, ERM 2024 | |
| 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. | 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. |
Or. en
Amendment 225
Carlo Fidanza
Proposal for a regulation
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles exclusively to zero- and low-emission vehicles. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies.13 Financial support that only benefits zero- and low emission vehicles can support Union efforts to increase at an accelerated pace its energy security and move away from imports of fossil fuels. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector. Cars and vans ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. | (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles to zero- and low-emission vehicles. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector. Cars and vans ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. |
| 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. |
Or. en
Justification
A pragmatic and realistic approach is needed to ensure that economic operators and low- and middle-income households continue to have access to affordable mobility, including where they do not yet own a zero-emission vehicle (ZEV) or low-emission vehicle (LEV).
Amendment 226
Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles exclusively to zero- and low-emission vehicles. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies.13Financial support that only benefits zero- and low emission vehicles can support Union efforts to increase at an accelerated pace its energy security and move away from imports of fossil fuels. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector. Cars and vans ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. | (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles exclusively to zero- and low-emission vehicles. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies13. Financial support that only benefits zero- and low emission vehicles can support Union efforts to increase at an accelerated pace its energy security and move away from imports of fossil fuels. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector. Cars ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. |
| 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. | 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. |
Or. fr
Amendment 227
Li Andersson
Proposal for a regulation
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles exclusively to zero- and low-emission vehicles. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies.13 Financial support that only benefits zero- and low emission vehicles can support Union efforts to increase at an accelerated pace its energy security and move away from imports of fossil fuels. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector. Cars and vans ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. | (17) The way financial support measures are devised is often decisive for choosing which corporate vehicle to purchase. Without prejudice to national competences, Member States should make full use of this lever, by providing financial support for corporate vehicles exclusively to zero-emission vehicles. Council conclusions have repeatedly emphasised the need to phase out as soon as possible fossil fuel subsidies.13 Financial support that only benefits zero-emission vehicles can support Union efforts to increase at an accelerated pace its energy security and move away from imports of fossil fuels. In order to support decarbonisation in key industry sectors supplying the automotive industry and also promote clean technology products and the domestic production of technologies such as batteries for electric vehicles, the Commission has announced in the Clean Industrial Deal a proposal for an Industrial Accelerator Act. Since the transition towards zero-emission vehicles in corporate fleets may be subject to public financial support in Member States, there is a potential for using public support to help strengthen domestic value chains in the automotive sector. Cars and vans ‘made in the European Union’ can contribute to the creation of a stable lead market for European suppliers, enhancing the competitiveness of Union industry, maintaining its workforce and helping attract new investments in Union production capacity in those sectors. |
| 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. | 13 For example Council Conclusions on Green Diplomacy of 18 March 2024, st07865-en24.pdf. |
Or. en
Amendment 228
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 18
| Text proposed by the Commission | Amendment |
|---|---|
| (18) In order to be in a position to align requirements on strengthening domestic value chains in the automotive sector with the upcoming Industrial Accelerator Act, as announced in the Clean Industrial Deal, the Commission should be empowered to adopt delegated acts to set up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union’. | deleted |
Or. en
Amendment 229
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 18
| Text proposed by the Commission | Amendment |
|---|---|
| (18) In order to be in a position to align requirements on strengthening domestic value chains in the automotive sector with the upcoming Industrial Accelerator Act, as announced in the Clean Industrial Deal, the Commission should be empowered to adopt delegated acts to set up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union’. | deleted |
Or. en
Amendment 230
Zala Tomašič
Proposal for a regulation
Recital 18
| Text proposed by the Commission | Amendment |
|---|---|
| (18) In order to be in a position to align requirements on strengthening domestic value chains in the automotive sector with the upcoming Industrial Accelerator Act, as announced in the Clean Industrial Deal, the Commission should be empowered to adopt delegated acts to set up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union’. | deleted |
Or. en
Justification
Legislation with a primary focus on CO₂ reduction should remain clearly distinct from trade policy considerations. Blurring the boundaries between climate objectives and trade-related measures risks undermining regulatory clarity, distorting market signals, and weakening the effectiveness of both policy areas.
Amendment 231
Urmas Paet
Proposal for a regulation
Recital 18
| Text proposed by the Commission | Amendment |
|---|---|
| (18) In order to be in a position to align requirements on strengthening domestic value chains in the automotive sector with the upcoming Industrial Accelerator Act, as announced in the Clean Industrial Deal, the Commission should be empowered to adopt delegated acts to set up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union’. | deleted |
Or. en
Amendment 232
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Sunčana Glavak, Angelika Niebler
Proposal for a regulation
Recital 18
| Text proposed by the Commission | Amendment |
|---|---|
| (18) In order to be in a position to align requirements on strengthening domestic value chains in the automotive sector with the upcoming Industrial Accelerator Act, as announced in the Clean Industrial Deal, the Commission should be empowered to adopt delegated acts to set up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union’. | (18) The definition and related methodology for determining the criteria for a car or van to be considered ‘made in the European Union’ should be established under the Regulation establishing a framework of measures for the acceleration of industrial capacity and decarbonisation in strategic sectors ("Industrial Accelerator Act"). |
Or. en
Amendment 233
Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 18
| Text proposed by the Commission | Amendment |
|---|---|
| (18) In order to be in a position to align requirements on strengthening domestic value chains in the automotive sector with the upcoming Industrial Accelerator Act, as announced in the Clean Industrial Deal, the Commission should be empowered to adopt delegated acts to set up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union’. | (18) In order to be in a position to align requirements on strengthening domestic value chains in the automotive sector with the upcoming Industrial Accelerator Act, as announced in the Clean Industrial Deal, the European Parliament and the Council should jointly adopt, under the ordinary legislative procedure, a specific legislative act establishing a methodology for determining the criteria for a car to be considered ‘made in the European Union’. That act would set, inter alia, a minimum local integration rate of 60 % for its strategic components and would explicitly exclude manufacturers from third countries in receipt of state subsidies that distort the internal market. |
Or. fr
Amendment 234
Jacek Ozdoba
on behalf of the ECR Group
Jadwiga Wiśniewska, Anna Zalewska
Proposal for a regulation
Recital 18
| Text proposed by the Commission | Amendment |
|---|---|
| (18) In order to be in a position to align requirements on strengthening domestic value chains in the automotive sector with the upcoming Industrial Accelerator Act, as announced in the Clean Industrial Deal, the Commission should be empowered to adopt delegated acts to set up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union’. | (18) In order to be in a position to align requirements on strengthening domestic value chains in the automotive sector with the upcoming Industrial Accelerator Act, as announced in the Clean Industrial Deal, the Commission should be empowered to adopt delegated acts to set up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union’. The upcoming delegated act setting up the methodology should ensure that vehicles, its parts and components manufactured within the EU, should benefit from the 'made in the European Union' label regardless of the ownership rights of the specific company. |
Or. en
Amendment 235
Dario Tamburrano
Proposal for a regulation
Recital 18
| Text proposed by the Commission | Amendment |
|---|---|
| (18) In order to be in a position to align requirements on strengthening domestic value chains in the automotive sector with the upcoming Industrial Accelerator Act, as announced in the Clean Industrial Deal, the Commission should be empowered to adopt delegated acts to set up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union’. | (18) In order to be in a position to align requirements on strengthening domestic value chains in the automotive sector with the upcoming Industrial Accelerator Act, as announced in the Clean Industrial Deal, the Commission should be empowered to adopt delegated acts to set up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union’. The methodology should also consider sustainability, circularity and resilience criteria within the electric vehicle battery supply chain. |
Or. en
Amendment 236
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 18
| Text proposed by the Commission | Amendment |
|---|---|
| (18) In order to be in a position to align requirements on strengthening domestic value chains in the automotive sector with the upcoming Industrial Accelerator Act, as announced in the Clean Industrial Deal, the Commission should be empowered to adopt delegated acts to set up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union’. | (18) In order to be in a position to align requirements on strengthening domestic value chains in the automotive sector with the upcoming Industrial Accelerator Act, as announced in the Clean Industrial Deal, the Commission should be empowered to adopt delegated acts to set up a methodology for determining the criteria for a car to be considered ‘made in the European Union’, which is a unique opportunity to revive the European automotive industry while strengthening the genuine environmental benefit of low- and zero-emission mobility. |
Or. fr
Amendment 237
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 19
| Text proposed by the Commission | Amendment |
|---|---|
| (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. | deleted |
Or. en
Amendment 238
Carlo Fidanza
Proposal for a regulation
Recital 19
| Text proposed by the Commission | Amendment |
|---|---|
| (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. | (19) To allow the Commission to appropriately monitor and to follow the implementation of this Directive, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the indicative national targets set out in the Annex. In order to monitor progress towards the objectives of this Directive, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. |
Or. en
Justification
This amendment aligns governance and reporting with the indicative nature of the targets. National plans and reporting should monitor progress towards the Directive’s objectives, not prove compliance with binding obligations. Regular reporting provides a sufficient basis for Commission assessment, while additional review mechanisms and target revisions should remain subject to ordinary Union procedures.
Amendment 239
Adrian-George Axinia
Proposal for a regulation
Recital 19
| Text proposed by the Commission | Amendment |
|---|---|
| (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. | (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission, every two years, a national strategy describing the measures it has in place and the measures it plans to implement. In order to monitor progress towards the objectives of this Regulation, each Member State should report to the Commission, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. |
Or. en
Amendment 240
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Sunčana Glavak, Angelika Niebler
Proposal for a regulation
Recital 19
| Text proposed by the Commission | Amendment |
|---|---|
| (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. | (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to support the uptake of zero- and low-emission vehicles in corporate fleets. In order to assess progress, each Member State should report to the Commission, while minimising administrative burdens for Member States and economic operators, relevant data concerning the registration of vehicles by large undertakings. The Commission should review this Regulation in 2035, taking into account market and technology developments, including infrastructure deployment, electricity prices, industrial competitiveness, affordability and the availability of suitable vehicle models. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. |
Or. en
Amendment 241
Li Andersson
Proposal for a regulation
Recital 19
| Text proposed by the Commission | Amendment |
|---|---|
| (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. | (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets and ensure the effective exclusion of natural persons, micro-, small and medium-sized undertakings from the scope, each Member State should record and report specific data points for each new corporate vehicle registration. This monitoring should include detailed technical information for each vehicle, including the powertrain type, CO2 emissions and mass in running order as specified in the certificate of conformity. Where the registrant is a financial intermediary, such as a leasing or rental company, Member States must record the status of the end-user or lessee to distinguish between large undertakings, micro, small or medium-sized undertakings, and natural persons. The calculation of compliance targets should be based solely on vehicles where both the registrant and the end-user are identified as large undertakings. |
| Member States should transmit this information to the Commission, on a yearly basis by 28 February in a standardized digital format. The Commission should maintain a publicly accessible register of this data and, by June 30 each year, publish Member State progress, including the total number of registrations by large undertakings, the share of zero-emission vehicles therein and the progress toward national targets. | |
| To ensure the reporting framework remains robust and technically relevant, the Commission should be empowered to adopt delegated acts to amend data requirements and parameters. | |
| By 31 December 2027 the latest, and in parallel to the review of Regulation (EU) 2019/1242, the Commission should present a new legislative proposal to the European Parliament and to the Council to increase the procurement of zero-emission freight by large undertakings. | |
| The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. |
Or. en
Amendment 242
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Philippe Olivier, Julien Leonardelli
Proposal for a regulation
Recital 19
| Text proposed by the Commission | Amendment |
|---|---|
| (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. | (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission will have to review this Regulation every two years from its entry into force, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments, i.e., the economic impact on the corporate fleet sector as well as the growth of the second-hand electric vehicle market. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. It will pay particular attention to changes in the market share and in the volumes of zero- and low-emission vehicles imported from third countries, assess the risk that the targets and measures provided for in this Regulation favour imports from outside Europe at the expense of European production and value chains, and consider any necessary adjustments to preserve the strategic competitiveness of the European automotive sector. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. |
Or. fr
Amendment 243
Jacek Ozdoba
on behalf of the ECR Group
Jadwiga Wiśniewska, Anna Zalewska
Proposal for a regulation
Recital 19
| Text proposed by the Commission | Amendment |
|---|---|
| (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. | (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State is invited to submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach zero-emission goals. In order to demonstrate compliance with the new registration targets, each Member State may report to the Commission, on a two-year basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders in putting in place measures to meet the targets and to discuss follow up initiatives. |
Or. en
Amendment 244
Virginijus Sinkevičius, Kai Tegethoff
Proposal for a regulation
Recital 19
| Text proposed by the Commission | Amendment |
|---|---|
| (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. | (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets, each Member State should record and report to the Commission, on a yearly basis, specific data points for each new corporate vehicle registration, including the number of new vehicles registered by large undertakings on its territory, and the share of zero-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should maintain a publicly accessible register of these data points and annually report on progress by Member States. Furthermore, every two years starting in 2028, Member States should deliver updated plans on how they intend to reach the targets set in this Regulation. By 31 December 2027, in parallel to the review of the CO2 standards for heavy-duty vehicles, the Commission should consider introducing measures to stimulate the uptake of zero-emission heavy-duty vehicles in the Union. The Commission should review this Regulation in 2032, and where relevant, extend its scope in particular to medium-sized undertakings with large fleets of corporate vehicles. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met, the extent to which this Regulation has helped manufacturers meet their targets under Regulation (EU) 2019/631, its impact on the development of an affordable and competitive second-hand market for zero-emission vehicles, and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should collect scientific evidence and make use of the Sustainable Transport Forum, where necessary, to collect additional information relevant for the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. |
Or. en
Amendment 245
Dario Tamburrano
Proposal for a regulation
Recital 19
| Text proposed by the Commission | Amendment |
|---|---|
| (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. | (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex, including detailed monitoring and reporting methodologies such as measures ensuring transparency and trustworthiness in the second-hand zero-emission vehicle market. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. The Commission should assess the need for harmonised Union requirements concerning the assessment, transparency and verification of the state of health of electric vehicle batteries, taking into account technological developments, Regulation (EU) 2023/1542, relevant UNECE work and future Union legislation on roadworthiness testing and vehicle inspection. |
Or. en
Amendment 246
Rosa Serrano Sierra
Proposal for a regulation
Recital 19
| Text proposed by the Commission | Amendment |
|---|---|
| (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. | (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex, including an assessment of recharging infrastructure and grid capacity at major transport hubs, including airports. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account the relevant grid-related legislation, ensuring coherence with deployment targets of the charging and refuelling points in the whole Union, as well as relevant market, technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. |
Or. en
Amendment 247
Markus Ferber
Proposal for a regulation
Recital 19
| Text proposed by the Commission | Amendment |
|---|---|
| (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate compliance with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision, including by setting targets for subsequent periods, taking into account relevant market and technology developments. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. | (19) To allow the Commission to appropriately monitor and to follow the implementation of this Regulation, each Member State should submit to the Commission a national plan describing the measures it has in place and the measures it plans to implement to reach the national targets set out in the Annex. In order to demonstrate alignment with the new registration targets, each Member State should report to the Commission, on a yearly basis, the number of new vehicles registered by large undertakings on its territory, and the share of zero- and low-emission vehicles therein, by vehicle category, based on data extracted from their vehicle registries or any other relevant sources of information such as fiscal databases and registries. The Commission should review this Regulation in 2032, and where relevant adopt proposals for its revision. In evaluating the functioning of this Regulation, the Commission should assess the extent to which the objectives of this Regulation have been met and the extent to which it has impacted the competitiveness of the relevant sectors. That review should also cover the interaction of this Regulation with other relevant Union legal acts. The Commission should make use of the Sustainable Transport Forum to collect information in view of the review, and to support stakeholders and Member States in putting in place measures to meet the targets and to discuss follow up initiatives. |
Or. en
Amendment 248
Flavio Tosi
Proposal for a regulation
Recital 19 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (19a) Given the diversity of market structures, infrastructure readiness, leasing models, taxation systems and operational conditions across the Union, measures aimed at accelerating the decarbonisation of corporate fleets should be accompanied by adequate enabling conditions. The availability of publicly accessible recharging and refuelling infrastructure, sufficient grid and network capacity, affordable energy prices, access to financing and leasing solutions, adequate vehicle production capacity and stable residual values are key factors for a successful, cost-effective and operationally feasible transition. The Commission should support Member States through guidance, the exchange of best practices and targeted incentives, taking into account national specificities, while preserving competitiveness and avoiding disproportionate administrative burdens. |
Or. en
Justification
This recital reflects the need for a flexible and proportionate framework capable of accommodating different national circumstances and supporting a pragmatic transition towards cleaner corporate fleets.
Amendment 249
Dario Tamburrano
Proposal for a regulation
Recital 19 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (19a) In order to ensure transparency and empower consumers, state of health information should be made easily available and accessible to consumers at no additional cost, and provided by default in the on-board battery management system and in the driver information system of all new vehicles. For existing vehicles, manufacturers should ensure state of health data is made available at no additional cost through software updates to the battery management system and to the driver information system, where technically feasible, as stated in Article 38, point (8) of Regulation (EU) 2023/1542 of the European Parliament and of the Council of 12 July 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC . |
Or. en
Justification
As mentioned in Article 14 of Regulation (EU) 2023/1542, information on the State of Health and expected lifetime of batteries should be provided by the battery management system in accordance with those specific requirements.
Amendment 250
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
Proposal for a regulation
Recital 20
| Text proposed by the Commission | Amendment |
|---|---|
| (20) Since the objectives of this Regulation, namely accelerating the uptake of zero- and low-emission vehicles in corporate fleets, while fostering the competitiveness of the Union’s automotive sector, cannot be sufficiently achieved by the Member States alone in a way that ensures sufficient and clear market signals for fleet operators across the EU but can rather, by reason of consistency with EU-level legal instruments addressing vehicle manufacturers, 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. | deleted |
Or. en
Amendment 251
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
Proposal for a regulation
Recital 20
| Text proposed by the Commission | Amendment |
|---|---|
| (20) Since the objectives of this Regulation, namely accelerating the uptake of zero- and low-emission vehicles in corporate fleets, while fostering the competitiveness of the Union’s automotive sector, cannot be sufficiently achieved by the Member States alone in a way that ensures sufficient and clear market signals for fleet operators across the EU but can rather, by reason of consistency with EU-level legal instruments addressing vehicle manufacturers, 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. | deleted |
Or. en