amendment list, 18 June 2026
Amending Regulation (EU) 2019/631 as regards CO2 emission performance standards for new light duty vehicles and vehicle labelling and repealing Directive 1999/94/EC
Document ENVI-AM-789910 · (COM(2025)0995 – 2025/0420(COD))
Committee on the Environment, Climate and Food Safety
Full text
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Text 1,972 paragraphs
Amendment 56
Marie Toussaint, Rasmus Nordqvist, Sara Matthieu, Jutta Paulus, Pär Holmgren
Proposal for a regulation
–
| Proposal for rejection | |
| The European Parliament rejects the Commission proposal. |
Or. en
Justification
This proposal weakens existing CO₂ standards for cars and vans by undermining the 2035 zero-emission target and introducing new flexibilities for combustion engines. It creates regulatory uncertainty, risks delaying investment in clean technologies, and relies on biofuels, e-fuels and plug-in hybrids that cannot deliver the emissions reductions needed. It would increase transport emissions and make EU climate targets harder to achieve. The proposal should be rejected.
Amendment 57
Thomas Pellerin-Carlin
Proposal for a regulation
Citation 1
Read the rest (1,960 paragraphs)
| Text proposed by the Commission | Amendment |
|---|---|
| Having regard to the Treaty on the Functioning of the European Union, and in particular Article 192(1) thereof, | Having regard to the Treaty on the Functioning of the European Union, and in particular Article 192(1) and Article 194(1b) thereof, |
Or. en
Amendment 58
Anja Arndt, Marc Jongen, Volker Schnurrbusch
Proposal for a regulation
Recital 1
| Text proposed by the Commission | Amendment |
|---|---|
| (1) Through the adoption of Regulation (EU) 2021/1119 (Climate law), the Union has enshrined in legislation a binding objective of economy-wide climate neutrality by 2050, thus reducing emissions to net zero by that date, and the aim of achieving negative emissions thereafter, established a binding Union 2030 intermediate climate target and provisions for the determination of a Union-wide intermediate climate target for 2040. | deleted |
Or. de
Justification
The Climate Law (EU) 2021/1119 sets unilateral Union objectives without due regard for economic reality or national sovereignty. Setting a one-size-fits-all target of net zero by 2050 leaves Member States with too little room for manoeuvre. Climate objectives are not to be introduced as rigid legal obligations in sectoral regulations, with no independent verification of their economic and social viability. The reference should be deleted.
Amendment 59
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Jorge Buxadé Villalba
Proposal for a regulation
Recital 1
| Text proposed by the Commission | Amendment |
|---|---|
| (1) Through the adoption of Regulation (EU) 2021/1119 (Climate law), the Union has enshrined in legislation a binding objective of economy-wide climate neutrality by 2050, thus reducing emissions to net zero by that date, and the aim of achieving negative emissions thereafter, established a binding Union 2030 intermediate climate target and provisions for the determination of a Union-wide intermediate climate target for 2040. | deleted |
Or. en
Amendment 60
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider
Proposal for a regulation
Recital 1
| Text proposed by the Commission | Amendment |
|---|---|
| (1) Through the adoption of Regulation (EU) 2021/1119 (Climate law), the Union has enshrined in legislation a binding objective of economy-wide climate neutrality by 2050, thus reducing emissions to net zero by that date, and the aim of achieving negative emissions thereafter, established a binding Union 2030 intermediate climate target and provisions for the determination of a Union-wide intermediate climate target for 2040. | (1) Through the adoption of Regulation (EU) 2021/1119 (Climate law), the Union has enshrined in legislation a binding objective of economy-wide climate neutrality by 2050, thus reducing emissions to net zero by that date, and the aim of achieving negative emissions thereafter, established a binding Union 2030 intermediate climate target and provisions for the determination of a Union-wide intermediate climate target for 2040. In doing so, the Union has seriously undermined the competitiveness of European industry, which has led to the loss of jobs, weakened productive capacity and placed an excessive burden on households and businesses. |
Or. en
Amendment 61
Michael Bloss
Proposal for a regulation
Recital 1
| Text proposed by the Commission | Amendment |
|---|---|
| (1) Through the adoption of Regulation (EU) 2021/1119 (Climate law), the Union has enshrined in legislation a binding objective of economy-wide climate neutrality by 2050, thus reducing emissions to net zero by that date, and the aim of achieving negative emissions thereafter, established a binding Union 2030 intermediate climate target and provisions for the determination of a Union-wide intermediate climate target for 2040. | (1) Through the adoption of Regulation (EU) 2021/1119 (Climate law) and Regulation (EU) 2026/667, the Union has enshrined in legislation a binding objective of economy-wide climate neutrality by 2050, thus reducing emissions to net zero by that date, and the aim of achieving negative emissions thereafter, established binding Union 2030 and 2040 intermediate climate targets. |
Or. en
Amendment 62
Jonas Sjöstedt
Proposal for a regulation
Recital 1
| Text proposed by the Commission | Amendment |
|---|---|
| (1) Through the adoption of Regulation (EU) 2021/1119 (Climate law), the Union has enshrined in legislation a binding objective of economy-wide climate neutrality by 2050, thus reducing emissions to net zero by that date, and the aim of achieving negative emissions thereafter, established a binding Union 2030 intermediate climate target and provisions for the determination of a Union-wide intermediate climate target for 2040. | (1) Through the adoption of Regulation (EU) 2021/1119 (Climate law), the Union has enshrined in legislation a binding objective of economy-wide climate neutrality by 2050, thus reducing emissions to net zero by that date at the latest, and the aim of achieving negative emissions thereafter, established binding Union 2030 and 2040 intermediate climate targets. |
Or. en
Amendment 63
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Jessica Polfjärd, Liesbet Sommen, Ingeborg Ter Laak, Pascal Arimont
Proposal for a regulation
Recital 1 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (1a) Road transport remains one of the EU's largest carbon-emitting sectors, and progress in reducing emissions in this sector is insufficient to put it on track with the Union’s climate objectives. Scaling up the electrification of passenger cars and light commercial vehicles is a transition that requires long-term investment confidence. Delivering on the Union's 2030, 2040, and 2050 climate milestones demands a stable, predictable, and enforceable CO2 regulatory framework, giving industry the clarity needed to commit capital, plan infrastructure, and build supply chains. |
Or. en
Amendment 64
Sigrid Friis
Proposal for a regulation
Recital 1 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (1a) Road transport remains a major source of greenhouse gas emissions in the Union and its emissions have not fallen sufficiently to place the sector on a credible pathway towards climate neutrality. The timely electrification of passenger cars and light commercial vehicles is therefore indispensable for achieving the Union’s 2030 and 2040 climate targets as well as climate neutrality by 2050. Stable and ambitious CO2 standards are necessary to ensure that the road transport sector contributes its fair share to those objectives. |
Or. en
Amendment 65
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
Proposal for a regulation
Recital 1 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (1a) It is important that the CO2 measurements under this Regulation are based on a methodology that reflects the full life-cycle emissions of passenger cars and light commercial vehicles. The Commission should therefore replace the tank-to-wheel approach with a well-to-wheel methodology. |
Or. en
Amendment 66
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Jessica Polfjärd, Liesbet Sommen, Ingeborg Ter Laak, Pascal Arimont
Proposal for a regulation
Recital 1 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (1b) Europe's dependence on imported fossil fuels represents a systemic risk to economic stability and energy security. Transitioning to zero-emission vehicles powered by domestically produced clean electricity directly addresses this exposure by reducing vulnerability to global commodity shocks, retaining economic value within the Union, and strengthening strategic autonomy. This transition requires consistent, long-term policy signals to unlock the investment and infrastructure commitments necessary to deliver it at scale. |
Or. en
Amendment 67
Sigrid Friis
Proposal for a regulation
Recital 1 c (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (1c) The Union’s dependence on imported fossil fuels exposes citizens and businesses to price volatility, geopolitical instability and security risks. Accelerating the transition to zero-emission vehicles powered increasingly by domestically produced clean electricity reduces that dependence, strengthens Europe’s resilience and keeps more value creation within the Union. |
Or. en
Amendment 68
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Antonín Staněk, Mélanie Disdier, Valérie Deloge, Catherine Griset, Viktória Ferenc
Proposal for a regulation
Recital 2
| Text proposed by the Commission | Amendment |
|---|---|
| (2) In order to achieve the climate neutrality objective, it is essential to, inter alia, ensure and provide support to the competitiveness and resilience of the European industry, ensure transition pathways based on best available cost-effective, safe and scalable technologies, set a greater focus on a just transition, ensure fair competition with international partners and decarbonise the energy system with all zero and low carbon energy solutions. | (2) In order to achieve the climate neutrality objective, it is essential to, inter alia, ensure and provide support to the competitiveness and resilience of the European industry, ensure transition pathways based on best available cost-effective, safe and scalable technologies, set a greater focus on a just transition, ensure fair competition with international partners and decarbonise the energy system with all zero and low carbon energy solutions, while making sure that this transition neither threatens Europe’s industrial jobs nor undermines the EU’s strategic production capacities, and that it is rooted primarily in competitive, safe and accessible technologies made in Europe. |
Or. fr
Amendment 69
Anja Arndt, Marc Jongen, Volker Schnurrbusch
Proposal for a regulation
Recital 2
| Text proposed by the Commission | Amendment |
|---|---|
| (2) In order to achieve the climate neutrality objective, it is essential to, inter alia, ensure and provide support to the competitiveness and resilience of the European industry, ensure transition pathways based on best available cost-effective, safe and scalable technologies, set a greater focus on a just transition, ensure fair competition with international partners and decarbonise the energy system with all zero and low carbon energy solutions. | (2) In order to safeguard the EU’s competitiveness, technological sovereignty and industrial base, regulatory neutrality and technological openness are to be ensured, without overburdening manufacturers, suppliers and consumers. |
Or. de
Justification
Unilateral technology requirements put Europe’s industrial base at risk and undermine global competitiveness. Regulatory neutrality and technological openness ensure innovative freedom, protect manufacturers and suppliers from disproportionate adaptation costs and keep mobility affordable for consumers. This addition enshrines these principles in the recital.
Amendment 70
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
Proposal for a regulation
Recital 2
| Text proposed by the Commission | Amendment |
|---|---|
| (2) In order to achieve the climate neutrality objective, it is essential to, inter alia, ensure and provide support to the competitiveness and resilience of the European industry, ensure transition pathways based on best available cost-effective, safe and scalable technologies, set a greater focus on a just transition, ensure fair competition with international partners and decarbonise the energy system with all zero and low carbon energy solutions. | (2) It is essential to ensure and provide support to the competitiveness and resilience of the European industry, based on all available technologies, which ensure fair competition with international partners and with all zero and low carbon energy solutions. |
Or. en
Amendment 71
Michael Bloss
Proposal for a regulation
Recital 2
| Text proposed by the Commission | Amendment |
|---|---|
| (2) In order to achieve the climate neutrality objective, it is essential to, inter alia, ensure and provide support to the competitiveness and resilience of the European industry, ensure transition pathways based on best available cost-effective, safe and scalable technologies, set a greater focus on a just transition, ensure fair competition with international partners and decarbonise the energy system with all zero and low carbon energy solutions. | (2) In order to achieve the climate neutrality objective and the intermediate climate targets, it is essential that all sectors of the economy contribute to this collective effort, while at the same time aiming to ensure and provide support to the competitiveness and resilience of the European industry, ensure transition pathways based on best available cost-effective, safe and scalable technologies, set a greater focus on a just transition, ensure fair competition with international partners and decarbonise the energy system. |
Or. en
Amendment 72
Jonas Sjöstedt
Proposal for a regulation
Recital 2
| Text proposed by the Commission | Amendment |
|---|---|
| (2) In order to achieve the climate neutrality objective, it is essential to, inter alia, ensure and provide support to the competitiveness and resilience of the European industry, ensure transition pathways based on best available cost-effective, safe and scalable technologies, set a greater focus on a just transition, ensure fair competition with international partners and decarbonise the energy system with all zero and low carbon energy solutions. | (2) In order to achieve the climate neutrality objective, it is essential to, inter alia, ensure and provide support to the decarbonisation, competitiveness and resilience of the European industry, ensure transition pathways based on best available cost-effective, safe and scalable technologies, set a greater focus on a just transition, ensure fair competition with international partners and decarbonise the energy system. |
Or. en
Amendment 73
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jana Nagyová, Roman Haider, Viktória Ferenc
Proposal for a regulation
Recital 2
| Text proposed by the Commission | Amendment |
|---|---|
| (2) In order to achieve the climate neutrality objective, it is essential to, inter alia, ensure and provide support to the competitiveness and resilience of the European industry, ensure transition pathways based on best available cost-effective, safe and scalable technologies, set a greater focus on a just transition, ensure fair competition with international partners and decarbonise the energy system with all zero and low carbon energy solutions. | (2) In order to ensure a balanced regulatory framework, it is essential to support the competitiveness and resilience of the European industry, ensure transition pathways based on best available cost-effective, safe and scalable technologies, set a greater focus on a just transition, ensure fair competition with international partners, and recognise the contribution of all genuinely low-carbon and carbon-neutral solutions. |
Or. en
Amendment 74
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 2
| Text proposed by the Commission | Amendment |
|---|---|
| (2) In order to achieve the climate neutrality objective, it is essential to, inter alia, ensure and provide support to the competitiveness and resilience of the European industry, ensure transition pathways based on best available cost-effective, safe and scalable technologies, set a greater focus on a just transition, ensure fair competition with international partners and decarbonise the energy system with all zero and low carbon energy solutions. | (2) In order to achieve the climate neutrality objective, it is essential to, inter alia, ensure and provide support to the competitiveness and resilience of the European industry, ensure transition pathways based on best available cost-effective, safe and scalable technologies, set a greater focus on a just transition, ensure fair competition with international partners and decarbonise the energy system with all zero-carbon energy solutions. |
Or. en
Amendment 75
Michael Bloss
Proposal for a regulation
Recital 2 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (2a) The transport sector is the largest source of greenhouse gas emissions in the European Union and has shown little progress in emission reduction in recent decades. Road transport constitutes the highest proportion of overall transport emissions, accounting for more than 70% of all EU transport GHG emissions1a. Among the domestic transport categories, emissions from domestic navigation and rail have decreased, while domestic aviation has increased since 1990. They are projected to remain relatively stable in the coming years. Only road transport emissions are projected to decrease, provided that the current regulatory environment remains in place. | |
| 1a European Environment Agency, Greenhouse gas emissions from transport in Europe, November 2025 |
Or. en
Amendment 76
Sigrid Friis
Proposal for a regulation
Recital 2 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (2a) The global automotive market is rapidly moving towards electrification, with strong international competition, including from China. The Union should respond by strengthening the market signal for European zero-emission vehicle production. Predictable CO2 standards support investment in European batteries, components, software, charging infrastructure and affordable electric vehicles, and are essential to prevent the Union’s automotive industry from losing future market share and industrial jobs. |
Or. en
Amendment 77
Anja Arndt, Marc Jongen, Volker Schnurrbusch
Proposal for a regulation
Recital 3
| Text proposed by the Commission | Amendment |
|---|---|
| (3) With the Clean Industrial Deal and the Industrial Action Plan for the European automotive sector, the Union has put in place the conditions for a successful transition, focussing on both decarbonisation and industrial renewal, including support mechanisms for European industry, European content requirements on battery cells and components in EVs sold in the Union, better access to public and private finance, a global level playing field, and clear enabling conditions for the uptake and scaling of clean technologies, in order to strengthen industrial competitiveness and innovation in the Union. | deleted |
Or. de
Justification
This recital implies that political measures such as the Clean Industrial Deal and the Industrial Action Plan mean the transition is a done deal. There is no evidence that this is the case. Binding content quotas and unilateral decarbonisation requirements undermine the competitiveness of European manufacturers versus non-EU countries. It is substantively inappropriate to cite incomplete political initiatives as a legal basis. The paragraph should be deleted.
Amendment 78
Michael Bloss
Proposal for a regulation
Recital 3
| Text proposed by the Commission | Amendment |
|---|---|
| (3) With the Clean Industrial Deal and the Industrial Action Plan for the European automotive sector, the Union has put in place the conditions for a successful transition, focussing on both decarbonisation and industrial renewal, including support mechanisms for European industry, European content requirements on battery cells and components in EVs sold in the Union, better access to public and private finance, a global level playing field, and clear enabling conditions for the uptake and scaling of clean technologies, in order to strengthen industrial competitiveness and innovation in the Union. | (3) With the Clean Industrial Deal and the Industrial Action Plan for the European automotive sector, the Commission has recognised that the existing regulatory framework brings predictability and helps to achieve our shared public policy objectives, while laying down measures that could help for a successful transition, focussing on both decarbonisation and industrial renewal, including support mechanisms for European industry, European content requirements on battery cells and components in EVs sold in the Union, better access to public and private finance, a global level playing field, and clear enabling conditions for the uptake and scaling of clean technologies, in order to strengthen industrial competitiveness and innovation in the Union. |
Or. en
Amendment 79
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte
Proposal for a regulation
Recital 3
| Text proposed by the Commission | Amendment |
|---|---|
| (3) With the Clean Industrial Deal and the Industrial Action Plan for the European automotive sector, the Union has put in place the conditions for a successful transition, focussing on both decarbonisation and industrial renewal, including support mechanisms for European industry, European content requirements on battery cells and components in EVs sold in the Union, better access to public and private finance, a global level playing field, and clear enabling conditions for the uptake and scaling of clean technologies, in order to strengthen industrial competitiveness and innovation in the Union. | (3) With the Clean Industrial Deal and the Industrial Action Plan for the European automotive sector, the Union has put in place the conditions for decarbonisation and industrial renewal, including support mechanisms for European industry, European content requirements on battery cells and components in EVs sold in the Union, better access to public and private finance, a global level playing field, in order to strengthen industrial competitiveness and innovation in the Union. |
Or. en
Amendment 80
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jana Nagyová, Roman Haider
Proposal for a regulation
Recital 3
| Text proposed by the Commission | Amendment |
|---|---|
| (3) With the Clean Industrial Deal and the Industrial Action Plan for the European automotive sector, the Union has put in place the conditions for a successful transition, focussing on both decarbonisation and industrial renewal, including support mechanisms for European industry, European content requirements on battery cells and components in EVs sold in the Union, better access to public and private finance, a global level playing field, and clear enabling conditions for the uptake and scaling of clean technologies, in order to strengthen industrial competitiveness and innovation in the Union. | (3) With the Clean Industrial Deal and the Industrial Action Plan for the European automotive sector, the Union has put in place a policy framework for industrial renewal, European content requirements on battery cells and components in EVs sold in the Union, better access to public and private finance, a global level playing field, and clear enabling conditions for the uptake and scaling of clean technologies, in order to strengthen industrial competitiveness and innovation in the Union. |
Or. en
Amendment 81
Jonas Sjöstedt
Proposal for a regulation
Recital 3
| Text proposed by the Commission | Amendment |
|---|---|
| (3) With the Clean Industrial Deal and the Industrial Action Plan for the European automotive sector, the Union has put in place the conditions for a successful transition, focussing on both decarbonisation and industrial renewal, including support mechanisms for European industry, European content requirements on battery cells and components in EVs sold in the Union, better access to public and private finance, a global level playing field, and clear enabling conditions for the uptake and scaling of clean technologies, in order to strengthen industrial competitiveness and innovation in the Union. | (3) With the Clean Industrial Deal and the Industrial Action Plan for the European automotive sector, the Union aims to put in place the conditions for a successful transition, focussing on both decarbonisation and industrial renewal, including support mechanisms for European industry, European content requirements on battery cells and components in EVs sold in the Union, better access to public and private finance, a global level playing field, and clear enabling conditions for the uptake and scaling of clean technologies, in order to strengthen industrial competitiveness and innovation in the Union. |
Or. en
Amendment 82
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 3 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (3a) The Union imports 97% of its crude oil, with road transport accounting for 47.7% of total EU oil consumption in 20241a. Any weakening of the CO2 emission reduction targets for new passenger cars would deepen this structural dependence on imported fossil fuels, exposing Union citizens, businesses and Member States to recurring inflationary shocks driven by geopolitical events beyond the Union's control. | |
| 1a https://www.consilium.europa.eu/en/infographics/where-does-the-eu-get-its-oil-from/ |
Or. en
Amendment 83
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 3 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (3b) The Union's structural dependence on imported oil also carries direct monetary policy consequences. The ongoing energy shock has pushed euro area inflation to 3% in April 2026, leading the European Central Bank to maintain high interest rates and to stand ready to adopt a more restrictive monetary policy stance should second-round inflationary effects materialise1b. Higher borrowing costs constrain investment across the whole economy, undermining the industrial and clean transition that the Union urgently needs. Perpetuating oil dependence by weakening CO2 targets risks locking Europeans in a cycle of energy shocks, high prices and limited investment. | |
| 1b https://www.ecb.europa.eu/press/press_conference/monetary-policy-statement/2026/html/ecb.is260430~f99cb123a8.en.html |
Or. en
Amendment 84
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 3 c (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (3c) 3.1 million direct manufacturing jobs depend on the automotive sector. A competitive automotive industry is essential for high-quality jobs in the European Union. Data shows that battery-electric vehicles have been growing to over 20 million vehicles sold in 2025 globally, making up 25 % of new car sales, with a clear upward trend. To future-proof its jobs and be able to compete globally, the European automotive industry must spearhead this transition. This also requires supporting the upskilling and reskilling of workers. |
Or. en
Amendment 85
Valentina Palmisano, Dario Tamburrano, Pasquale Tridico
Proposal for a regulation
Recital 4
| Text proposed by the Commission | Amendment |
|---|---|
| (4) The automotive sector is a key pillar of the Union’s economy, and it is at a critical turning point, facing fierce global competition and deep structural transformations in decarbonisation and digitalisation. The pathway towards zero-emission mobility requires an integrated approach combining CO₂ reduction, industrial competitiveness, social fairness and technological leadership. To ensure that this transformation strengthens the competitiveness of the Union’s automotive ecosystem while upholding its environmental and social ambitions, the Commission adopted on 5 March 2025 the Industrial Action Plan for the European automotive sector. | (4) The automotive sector is a key pillar of the Union’s economy, and it is at a critical turning point, facing fierce global competition and deep structural transformations in decarbonisation and digitalisation. The pathway towards zero-emission mobility requires an integrated approach combining CO₂ reduction, industrial competitiveness, social fairness and technological leadership. To ensure that this transformation strengthens the competitiveness of the Union’s automotive ecosystem while upholding its environmental and social ambitions, the Commission adopted on 5 March 2025 the Industrial Action Plan for the European automotive sector. It is essential that this transition be fair and inclusive, ensuring that no worker, region or community is left behind. It should therefore include concrete support measures for workers and communities affected by industrial transformation, including reskilling and upskilling programmes, income support and targeted public investments. To this end, the Social Climate Fund should be strengthened and established as a permanent instrument, supported by adequate and sustainable funding, including a greater contribution from the biggest polluters. |
Or. en
Amendment 86
Anja Arndt, Marc Jongen, Volker Schnurrbusch
Proposal for a regulation
Recital 4
| Text proposed by the Commission | Amendment |
|---|---|
| (4) The automotive sector is a key pillar of the Union’s economy, and it is at a critical turning point, facing fierce global competition and deep structural transformations in decarbonisation and digitalisation. The pathway towards zero-emission mobility requires an integrated approach combining CO2 reduction, industrial competitiveness, social fairness and technological leadership. To ensure that this transformation strengthens the competitiveness of the Union’s automotive ecosystem while upholding its environmental and social ambitions, the Commission adopted on 5 March 2025 the Industrial Action Plan for the European automotive sector. | (4) The European automotive sector is a key sector for industrial value creation, employment, research, export prowess and welfare in the Union. Any regulation that causes structural weaknesses in this industrial base or sacrifices technological dominance in combustion engines in the absence of suitable alternatives goes too far. |
Or. de
Amendment 87
Jonas Sjöstedt
Proposal for a regulation
Recital 4
| Text proposed by the Commission | Amendment |
|---|---|
| (4) The automotive sector is a key pillar of the Union’s economy, and it is at a critical turning point, facing fierce global competition and deep structural transformations in decarbonisation and digitalisation. The pathway towards zero-emission mobility requires an integrated approach combining CO₂ reduction, industrial competitiveness, social fairness and technological leadership. To ensure that this transformation strengthens the competitiveness of the Union’s automotive ecosystem while upholding its environmental and social ambitions, the Commission adopted on 5 March 2025 the Industrial Action Plan for the European automotive sector. | (4) The automotive sector is a key pillar of the Union’s economy, and it is at a critical turning point, facing fierce global competition and deep structural transformations in decarbonisation and digitalisation. The pathway towards zero-emission mobility requires an integrated approach combining CO₂ reduction, industrial competitiveness, social fairness and technological leadership. To ensure that this transformation strengthens the competitiveness of the Union’s automotive ecosystem while upholding its environmental and social ambitions, the Commission adopted on 5 March 2025 the Industrial Action Plan for the European automotive sector. It is essential that the transformation of the automotive sector is just and inclusive, ensuring fair and long-term solutions for all affected workers, including education and reskilling and upskilling programmes, also in the wider supply chain and for subcontractors. |
Or. en
Amendment 88
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
Proposal for a regulation
Recital 4
| Text proposed by the Commission | Amendment |
|---|---|
| (4) The automotive sector is a key pillar of the Union’s economy, and it is at a critical turning point, facing fierce global competition and deep structural transformations in decarbonisation and digitalisation. The pathway towards zero-emission mobility requires an integrated approach combining CO₂ reduction, industrial competitiveness, social fairness and technological leadership. To ensure that this transformation strengthens the competitiveness of the Union’s automotive ecosystem while upholding its environmental and social ambitions, the Commission adopted on 5 March 2025 the Industrial Action Plan for the European automotive sector. | (4) The automotive sector is a key pillar of the Union’s economy, and it is at a critical turning point, facing fierce global competition and deep structural transformations caused by misguided decarbonisation policies. To strengthen the competitiveness of the Union’s automotive ecosystem the Commission adopted on 5 March 2025 the Industrial Action Plan for the European automotive sector. |
Or. en
Amendment 89
Michael Bloss
Proposal for a regulation
Recital 4
| Text proposed by the Commission | Amendment |
|---|---|
| (4) The automotive sector is a key pillar of the Union’s economy, and it is at a critical turning point, facing fierce global competition and deep structural transformations in decarbonisation and digitalisation. The pathway towards zero-emission mobility requires an integrated approach combining CO₂ reduction, industrial competitiveness, social fairness and technological leadership. To ensure that this transformation strengthens the competitiveness of the Union’s automotive ecosystem while upholding its environmental and social ambitions, the Commission adopted on 5 March 2025 the Industrial Action Plan for the European automotive sector. | (4) The automotive sector is a key pillar of the Union’s economy, and it is at a critical turning point, facing fierce global competition from third countries that have massively invested in the electrification race and have therefore gained a competitive advantage across the electromobility value chain that the Union now needs to catch up with, and deep structural transformations in decarbonisation and digitalisation. The pathway towards zero-emission mobility requires an integrated approach combining CO₂ reduction, industrial competitiveness, social fairness and technological leadership. To ensure that this transformation strengthens the competitiveness of the Union’s automotive ecosystem while upholding its environmental and social ambitions, the Commission adopted on 5 March 2025 the Industrial Action Plan for the European automotive sector. |
Or. en
Amendment 90
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider
Proposal for a regulation
Recital 4
| Text proposed by the Commission | Amendment |
|---|---|
| (4) The automotive sector is a key pillar of the Union’s economy, and it is at a critical turning point, facing fierce global competition and deep structural transformations in decarbonisation and digitalisation. The pathway towards zero-emission mobility requires an integrated approach combining CO₂ reduction, industrial competitiveness, social fairness and technological leadership. To ensure that this transformation strengthens the competitiveness of the Union’s automotive ecosystem while upholding its environmental and social ambitions, the Commission adopted on 5 March 2025 the Industrial Action Plan for the European automotive sector. | (4) The automotive sector is a key pillar of the Union’s economy and is at a critical turning point, facing fierce global competition and deep structural transformations. The pathway towards lower emissions requires an integrated approach combining CO2 reduction, industrial competitiveness, social fairness and technological leadership, while avoiding any regulatory bias in favour of a single drivetrain technology. |
Or. en
Amendment 91
Jorge Buxadé Villalba, Antonín Staněk
Proposal for a regulation
Recital 4
| Text proposed by the Commission | Amendment |
|---|---|
| (4) The automotive sector is a key pillar of the Union’s economy, and it is at a critical turning point, facing fierce global competition and deep structural transformations in decarbonisation and digitalisation. The pathway towards zero-emission mobility requires an integrated approach combining CO₂ reduction, industrial competitiveness, social fairness and technological leadership. To ensure that this transformation strengthens the competitiveness of the Union’s automotive ecosystem while upholding its environmental and social ambitions, the Commission adopted on 5 March 2025 the Industrial Action Plan for the European automotive sector. | (4) The automotive sector is a key pillar of the Union’s economy, and it is at a critical turning point, facing fierce global competition and suffering from deep structural transformations caused by the European Green Deal and its resulting legislation. As such, for the European automotive industry to survive, the obligations imposed upon the sector must be lifted, beginning with the removal of the obligation to transition toward electric vehicles and of the penalties established in Article 8 of Regulation (EU) 2019/631. |
Or. en
Amendment 92
Jonas Sjöstedt
Proposal for a regulation
Recital 4 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4a) In order to achieve the aims laid down in this regulation and to drive demand for zero-emission vehicles, there is an urgent need for the expansion of public charging infrastructure. Member States therefore have a responsibility to develop a comprehensive national plan for the expansion of public charging infrastructure in every region, capable of meeting and facilitating, the increase in demand for zero-emission vehicles in accordance with this regulation. The rapid expansion of public charging infrastructure is necessary to facilitate the transition to zero-emission mobility as well as European vehicle industry competitiveness. Member States, together with relevant stakeholders and national, regional and local authorities are therefore called upon to create a national plan not only capable of reacting to this increase in demand, but also to be the driver of the transition toward electro-mobility. The comprehensive deployment of public charging infrastructure in every region should be considered a public good and eligible for state aid support. |
Or. en
Amendment 93
Sigrid Friis
Proposal for a regulation
Recital 4 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4a) The transition to zero-emission mobility requires the accelerated deployment of reliable, accessible, affordable and interoperable recharging infrastructure across the Union. Member States should ensure that recharging infrastructure is deployed at a pace and scale consistent with the uptake of zero-emission vehicles, including in urban, rural and less densely populated areas, along the TEN-T network, and for professional and fleet users. Member States should also identify and exchange best practices from across the Union on permitting procedures, grid connection, smart charging, payment solutions and charging price transparency. Union and Member State measures on grids, recharging infrastructure, energy taxation and market design should be coherent and mutually reinforcing in order to make electric driving affordable, reliable and convenient for citizens and businesses. |
Or. en
Amendment 94
Jeannette Baljeu, Sigrid Friis
Proposal for a regulation
Recital 4 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4a) The convenience, safety and quality of the recharging experience are important for consumer confidence in zero-emission mobility. Publicly accessible recharging hubs along the TEN-T network and other major transport routes should provide a reliable, safe and user-friendly environment, including access to basic amenities and, where appropriate, staffed facilities. Access to motorway service areas, rest areas or comparable locations allocated or managed by public authorities should be granted through transparent, competitive and non-discriminatory procedures, including for dedicated operators of publicly accessible recharging points, and should not unduly favour incumbent fuel station operators or existing fossil fuel concessions. |
Or. en
Amendment 95
Jorge Buxadé Villalba, Antonín Staněk
Proposal for a regulation
Recital 4 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4a) The long-term outlook for investments required within the automotive industry has already cemented the future increase in relative market share of zero-and low-emission vehicles. As such, once the legally binding emission reduction objectives are removed, there should remain an opt-in incentive for the many vehicle manufacturers that have already committed to the targets set out by the Union. This incentive should take the form of an ETS exemption for vehicle manufacturers, and should be focused on a zero-and low-emission vehicle production share which allows for a mixed market supply alongside combustion engine vehicles. The objective of said exemption should be to include the entire sector from 2030 at the latest. |
Or. en
Amendment 96
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Jessica Polfjärd, Liesbet Sommen, Ingeborg Ter Laak, Pascal Arimont
Proposal for a regulation
Recital 4 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4a) Delivering zero-emission mobility at scale requires recharging infrastructure that is reliable, available, and interoperable. Deployment of recharging infrastructure should follow the pace that corresponds to vehicle uptake across urban, rural, and corridor networks, including TEN-T corridors and fleet operations. The financial viability of new infrastructure depends on sustained EV fleet growth. To that end, grid investment, infrastructure rollout, energy taxation, and market design must be consistent and mutually reinforcing across Union and Member State levels. |
Or. en
Amendment 97
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 4 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4a) The uptake of zero-emission vehicles cannot succeed without sufficient coverage of charging infrastructure. Based on the requirements of the Regulation (EU) 2023/1804 on the deployment of alternative fuels infrastructure (AFIR), charging infrastructure for passenger cars has increased almost nine-fold since 2020, reflecting significant progress in providing charging availability across Member States and regions. |
Or. en
Amendment 98
Michael Bloss
Proposal for a regulation
Recital 4 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4a) The Communication of the Commission entitled ‘Accelerate EU - Affordable and Secure Energy through 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. |
Or. en
Amendment 99
Michael Bloss
Proposal for a regulation
Recital 4 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4b) Global sales of electric cars have increased from around 2 million in 2020 to more than 14 million in 2025, before the start of the Strait of Hormuz crisis, and could reach around 50-60% of global sales by 2030. Emerging economies in Southeast Asia (Thailand, Indonesia, Vietnam) and Latin America (Brazil, Mexico) are emerging as the fastest-growing new markets for battery electric vehicles. Keeping a strong and stable EU regulatory framework is therefore crucial if European manufacturers want to keep a strong position on the global market in the future. |
Or. en
Amendment 100
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Jessica Polfjärd, Liesbet Sommen, Ingeborg Ter Laak, Pascal Arimont
Proposal for a regulation
Recital 4 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4b) A relevant share of charging infrastructure, particularly private charging infrastructure, should gradually be equipped with V2G (vehicle-to-grid) functionality in order to enable a more efficient use of batteries in BEVs, thereby increasing the stability and efficiency of the electricity grid and contributing to lower electricity prices. This would also improve the affordability of individual road transport for vehicle owners making use of this functionality. |
Or. en
Amendment 101
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Jessica Polfjärd, Liesbet Sommen, Ingeborg Ter Laak, Pascal Arimont
Proposal for a regulation
Recital 4 c (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4c) Fiscal and tax frameworks are a critical lever for accelerating EV adoption. Member States should ensure taxation, levies, and incentives that make zero-emission vehicles the economically rational choice for consumers and businesses alike. This should include ensuring that electricity for road transport is not competitively disadvantaged relative to fossil fuels. The overall policy of EU and Member States should be consistent, in line with approved goals and commitments. Economic and security risks associated with high import demand for oil and gas, as demonstrated by several price hikes in recent years, should lead to speed up policies, that are enforcing growth and reducing demands for such imports. |
Or. en
Amendment 102
Sigrid Friis
Proposal for a regulation
Recital 4 c (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4c) Fiscal policies are a key enabling condition for the electrification of road transport. Member States should design taxation, levy and incentive frameworks in a manner that incentivises the uptake and use of zero-emission vehicles by consumers and businesses, including by ensuring that electricity used for road transport is not disproportionately burdened compared to fossil fuels. Such frameworks should support affordable electric mobility, reduce dependence on imported fossil fuels and be coherent with the Union’s climate, energy security, air quality and industrial competitiveness objectives. |
Or. en
Amendment 103
Michael Bloss
Proposal for a regulation
Recital 4 c (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4c) Measures to increase the uptake of zero-emission corporate vehicles provided for in Regulation (EU) …/… [Clean Corporate Vehicles Regulation] will significantly help manufacturers to meet their average specific emissions targets under this Regulation by creating lead markets and stimulate demand for zero-emission vehicles. |
Or. en
Amendment 104
Michael Bloss
Proposal for a regulation
Recital 4 d (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4d) Several Member States have put in place incentives and support schemes to support corporate vehicles. In most cases, these measures continue to support high-emission vehicles. In 2023, up to 42 billion euros of taxpayers’ money were spent on subsidising the use of high-emission corporate vehicles in the five biggest EU countries alone1a. This situation does not create a level playing field, and increases the continued dependence and vulnerability of the Union towards fossil fuel imports. It is a missed opportunity to increase energy security and affordability, and to maintain and create attractive and high-quality jobs in Europe. Therefore, a coherent EU-wide approach should be introduced to shift scarce public finance resources towards the uptake of zero-emission vehicles. | |
| 1a Company car fossil fuel subsidies in Europe, ERM 2024. |
Or. en
Amendment 105
Michael Bloss
Proposal for a regulation
Recital 4 e (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4e) While the total cost of ownership of battery electric vehicles (BEVs) over their entire lifetime is lower than for 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 clear and stable path to zero-emission by 2035 set by Regulation (EU) 2023/851 is delivering and 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. 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 International Energy Agency, EV Global Outlook 2026 |
Or. en
Amendment 106
Michael Bloss
Proposal for a regulation
Recital 4 f (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (4f) Measures to stimulate the demand for zero-emission vehicles should be introduced. In particular, Member States should put in place social leasing schemes targeting most vulnerable transport users, in particular by integrating these measures in their Social Climate Plans under Regulation (EU) 2023/955. The Commission, in cooperation with the European Investment Bank (EIB), should explore options to frontload ETS revenues to help Member States support the demand for zero-emission vehicles, on the model of the EIB ETS2 Frontloading Facility. |
Or. en
Amendment 107
Michael Bloss
Proposal for a regulation
Recital 5
| Text proposed by the Commission | Amendment |
|---|---|
| (5) Light commercial vehicles are purchased and used in a professional context. For some specific use cases there may be short-term barriers to the deployment of zero-emission vehicles in that segment. It is therefore appropriate to adjust the 2030 CO2 emissions target for those vehicles to support continued manufacturers’ ability to invest, in particular in the transition towards zero-emission vehicles. | (5) Light commercial vehicles are purchased and used in a professional context. For some specific use cases there may be short-term barriers to the deployment of zero-emission vehicles in that segment. It is therefore appropriate to adjust the 2030 CO2 emissions target for those vehicles to support continued manufacturers’ ability to invest, in particular in the transition towards zero-emission vehicles, while not undermining a clear path towards full decarbonisation. |
Or. en
Amendment 108
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Antonín Staněk, Mélanie Disdier, Valérie Deloge, Catherine Griset
Proposal for a regulation
Recital 5
| Text proposed by the Commission | Amendment |
|---|---|
| (5) Light commercial vehicles are purchased and used in a professional context. For some specific use cases there may be short-term barriers to the deployment of zero-emission vehicles in that segment. It is therefore appropriate to adjust the 2030 CO2 emissions target for those vehicles to support continued manufacturers’ ability to invest, in particular in the transition towards zero-emission vehicles. | (5) Light commercial vehicles are purchased and used in a professional context. For some specific use cases there may be short-term barriers to the deployment of zero-emission vehicles in that segment. It is therefore appropriate to adjust the 2030 CO2 emissions target for those vehicles to take account of industrial constraints, actual production capacities, available infrastructure and the need to safeguard the competitiveness of European manufacturers in the face of international competition. |
Or. fr
Amendment 109
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
Proposal for a regulation
Recital 5
| Text proposed by the Commission | Amendment |
|---|---|
| (5) Light commercial vehicles are purchased and used in a professional context. For some specific use cases there may be short-term barriers to the deployment of zero-emission vehicles in that segment. It is therefore appropriate to adjust the 2030 CO2 emissions target for those vehicles to support continued manufacturers’ ability to invest, in particular in the transition towards zero-emission vehicles. | (5) Light commercial vehicles are purchased and used in a professional context. They have different use cases and therefore they need different solutions which require a technologically neutral legislative framework |
Or. en
Amendment 110
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
Proposal for a regulation
Recital 5
| Text proposed by the Commission | Amendment |
|---|---|
| (5) Light commercial vehicles are purchased and used in a professional context. For some specific use cases there may be short-term barriers to the deployment of zero-emission vehicles in that segment. It is therefore appropriate to adjust the 2030 CO2 emissions target for those vehicles to support continued manufacturers’ ability to invest, in particular in the transition towards zero-emission vehicles. | (5) Light commercial vehicles are purchased and used in a professional context. There are clear barriers to the deployment of zero-emission vehicles in that segment, and the regulatory framework should therefore preserve full access to carbon-neutral alternatives that are suitable for professional use and operational needs. |
Or. en
Amendment 111
Jonas Sjöstedt
Proposal for a regulation
Recital 5
| Text proposed by the Commission | Amendment |
|---|---|
| (5) Light commercial vehicles are purchased and used in a professional context. For some specific use cases there may be short-term barriers to the deployment of zero-emission vehicles in that segment. It is therefore appropriate to adjust the 2030 CO2 emissions target for those vehicles to support continued manufacturers’ ability to invest, in particular in the transition towards zero-emission vehicles. | (5) Light commercial vehicles are purchased and used in a professional context. For some specific use cases there may be short-term barriers to the deployment of zero-emission vehicles in that segment. It is therefore appropriate to tackle those short-term barriers without lowering the 2030 and 2035 CO2 reduction targets for cars and vans, since this would weaken the long-term investment signal for manufacturers and fleet operators. |
Or. en
Amendment 112
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 5 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (5 a) In her State of the Union address of 10 September 2025, the President of the European Commission stated that 'no matter what, the future is electric, and Europe will be part of it', while developing a three E approach for “environmental, economical and European” cars. This Regulation should reflect and confirm that strategic direction. |
Or. en
Amendment 113
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 5 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (5b) The European electric vehicle market is experiencing sustained and accelerating growth. Battery electric vehicles reached a 20% market share in Europe in the first four months of 2026, up 4 percentage points from the same period in 2025, with BEV registrations increasing by 38% in April 2026 alone1c. This momentum is broad-based, with growth recorded across all Member States. It demonstrates that the electric transition is well underway and that this Regulation has been effective in driving it. Therefore, weakening CO2 emission targets at this moment would risk disrupting a market dynamic that is delivering results, undermining consumer and investor confidence precisely when it needs to be reinforced. | |
| 1c https://theicct.org/publication/european-car-market-monitor-apr-2026/ |
Or. en
Amendment 114
Michael Bloss
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Fostering the development and production of small electric cars made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. It is therefore appropriate to incentivise development of small electric cars made in the EU by providing incentives in the form of CO2 credits for manufacturers that place such vehicles on the Union market. | (6) Fostering the development and production of small electric cars made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. The current CO2 emission performance targets are delivering and incentivising manufacturers to place smaller and more affordable battery electric cars on the Union market for the benefit of consumers, in particular middle- and low-income households. Nevertheless, while the total cost of ownership of battery electric vehicles over their entire lifetime is significantly lower than for internal combustion engines, the higher purchasing price of new battery electric vehicles remains a short-term obstacle. It is therefore appropriate to incentivise development of small electric cars made in the EU by providing incentives in the form of CO2 credits for manufacturers that place such vehicles on the Union market. Similar to what was applied in the past, these credits should be capped to maintain the environmental integrity of the regulatory framework. They should also be limited in time, until these vehicles have reached price parity with similar combustion engine vehicles, as they have already done so in other regions of the world. |
Or. en
Amendment 115
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Fostering the development and production of small electric cars made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. It is therefore appropriate to incentivise development of small electric cars made in the EU by providing incentives in the form of CO2 credits for manufacturers that place such vehicles on the Union market. | (6) Fostering the development and production of vehicles made in the Union should support affordability, access to clean mobility for consumers and enhance the competitiveness of the European automotive sector. |
Or. en
Amendment 116
Anja Arndt, Marc Jongen, Volker Schnurrbusch
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Fostering the development and production of small electric cars made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. It is therefore appropriate to incentivise development of small electric cars made in the EU by providing incentives in the form of CO2 credits for manufacturers that place such vehicles on the Union market. | (6) Unilateral preferential regulatory treatment for battery-electric vehicles may create new critical dependencies for battery raw materials, cell production, pre-production and supply chains. The Regulation therefore needs to strengthen technological diversity, European value creation and the security of supply. |
Or. de
Amendment 117
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Antonín Staněk, Mélanie Disdier, Valérie Deloge, Catherine Griset
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Fostering the development and production of small electric cars made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. It is therefore appropriate to incentivise development of small electric cars made in the EU by providing incentives in the form of CO2 credits for manufacturers that place such vehicles on the Union market. | (6) Fostering the development and production of small electric cars made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. It is therefore appropriate to incentivise development of small electric cars made in the EU by providing incentives in the form of CO2 credits for manufacturers that place such vehicles on the Union market, while making sure that these regulatory requirements do not lead to an excessive increase in the price of vehicles produced in Europe or indirectly favour imports from outside Europe. |
Or. fr
Amendment 118
Jonas Sjöstedt
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Fostering the development and production of small electric cars made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. It is therefore appropriate to incentivise development of small electric cars made in the EU by providing incentives in the form of CO2 credits for manufacturers that place such vehicles on the Union market. | (6) Fostering the development and production of small electric cars made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. It is therefore appropriate to incentivise development of small electric cars made in the EU by providing incentives in the form of CO2 credits for manufacturers that place such vehicles on the Union market. Such credits should be strictly limited to avoid loopholes and avoid wakening the investment signals. |
Or. en
Amendment 119
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Fostering the development and production of small electric cars made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. It is therefore appropriate to incentivise development of small electric cars made in the EU by providing incentives in the form of CO2 credits for manufacturers that place such vehicles on the Union market. | (6) Fostering the development and production of small electric cars made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. It is therefore appropriate to change the current tank-to-wheel methodology into a well-to-wheel methodology. |
Or. en
Amendment 120
Oliver Schenk, Andrea Wechsler, Norbert Lins
Proposal for a regulation
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Fostering the development and production of small electric cars made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. It is therefore appropriate to incentivise development of small electric cars made in the EU by providing incentives in the form of CO2 credits for manufacturers that place such vehicles on the Union market. | (6) Fostering the development and production of highly efficient electric cars made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. It is therefore appropriate to incentivise development of highly efficient electric cars made in the EU by providing incentives in the form of CO2 credits for manufacturers that place such vehicles on the Union market. |
Or. en
Justification
The amendment avoids an unduly restrictive approach to vehicle eligibility and safeguards innovation across different vehicle categories and manufacturers. Energy-efficient electric vehicles contribute to lower resource use and support circular economy objectives, while reducing the risk of market distortions. Vehicle size alone is not a reliable indicator of affordability. Purchase and operating costs are more closely linked to energy consumption, which provides a technology-neutral, measurable and verifiable proxy for efficiency and cost-effectiveness. Electric vehicles with low energy consumption reduce running costs for users, limit overall electricity demand and help relieve pressure on the energy system. The thresholds of ≤ 175 Wh/km (WLTP) with a multiplier of 1.2 and ≤ 165 Wh/km with a multiplier of 1.3 reflect current best-in-class performance for mass-market electric vehicles and provide clear criteria for targeted public support. A framework rewarding efficiency across segments is therefore better suited to support affordability, energy security and climate objectives.
Amendment 121
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 6 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (6a) Social leasing schemes have demonstrated their effectiveness in accelerating the uptake of battery electric vehicles, in particular among households that face the greatest barriers to the zero-emission transition due to their financial situation. By channelling demand for small electric cars made in the EU towards those populations, social leasing schemes directly contribute to the environmental objectives of this Regulation and to the overall reduction of CO₂ emissions from the car fleet. |
Or. en
Amendment 122
Jonas Sjöstedt
Proposal for a regulation
Recital 6 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (6a) To further facilitate a just transition towards zero-emission mobility, Member States should adopt relevant measures, notably for medium and low-income households, aimed at providing support, including financial support, for the transition towards a zero-emission mobility that benefits everyone. |
Or. en
Amendment 123
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 6 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (6b) In order to support the deployment of zero-emission vehicles while providing manufacturers with the necessary regulatory flexibility to meet their compliance obligations, this Regulation introduces an incentive framework. Until 2034, super-credits for small and medium zero-emission vehicles made in the Union, including an additional incentive for vehicles made available through social leasing schemes, should accelerate the uptake of zero-emission mobility among all segments of the population. From 2035, the fossil-free steel made in the EU credit mechanism provides manufacturers with a complementary compliance tool, enabling them to contribute to the decarbonisation of the steel value chain while compensating a limited share of their residual emissions, in full consistency with the Union's binding climate neutrality objective. |
Or. en
Amendment 124
Jonas Sjöstedt
Proposal for a regulation
Recital 6 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (6b) In order to simplify charging for owners of electric vehicles and increase their attractiveness, the Commission shall develop and launch a mobile application providing a single, Union-wide digital tool for citizens to charge their electric vehicles at public charging stations across the Union. The application should provide a simple user interface and ensure interoperability with different providers of charging infrastructure across the Union. |
Or. en
Amendment 125
Michael Bloss
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | deleted |
Or. en
Amendment 126
Jonas Sjöstedt
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | (7) It is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. The oil and energy crisis shows that the EU must ramp up quickly on electrification of road transport in order to reduce dependence on fossil fuel imports and strengthen its strategic autonomy. Replacing fossil fuel consumption in road transport is key for European industry which otherwise risks losing out in the global competition. Investments already made towards facilitating this transition should not be put at risk by weakening the emission reduction targets. |
Or. en
Amendment 127
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. These flexibilities should facilitate the transitions towards zero-emission mobility and transport for vehicle manufacturers. For this reason, both passenger cars and light commercial vehicles flexibilities should apply from the date of entry into force of this Regulation. |
Or. en
Amendment 128
Flavio Tosi, Letizia Moratti
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. These flexibilities should facilitate the transition towards zero-emission mobility and transport for vehicle manufacturers. For this reason, both passenger cars and light commercial vehicles flexibilities should apply from the date of entry into force of this Regulation. |
Or. en
Amendment 129
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Antonín Staněk, Mélanie Disdier, Valérie Deloge, Catherine Griset, Viktória Ferenc
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | (7) While it is essential that the CO2 emission targets continue to incentivise the reduction in road transport emissions and create certainty and predictability for investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. The steady improvement in internal combustion engines, particularly when it comes to energy performance and the power-emission ratio, not to mention their compatibility with sustainable renewable fuels, warrants a truly technology-neutral approach. Regulatory flexibilities should therefore be built in for non-zero-emission technologies where they make a measurable and verifiable contribution to bringing down emissions. |
Or. fr
Amendment 130
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. For this reason, both passenger cars and light commercial vehicles flexibilities should apply from the date of entry into force of this Regulation. |
Or. en
Amendment 131
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | (7) While it is essential that the CO2 emission framework encourages real emissions reductions, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for technologies which are non-zero-emission at the tailpipe but which can contribute to significant emission reductions, notably by recognising the role of renewable fuels laid down in Directive (EU) 2018/2001. Both passenger cars and light commercial vehicles flexibilities should apply from the date of entry into force of this Regulation. |
Or. en
Amendment 132
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | (7) Legal certainty and regulatory stability are prerequisites for long-term investment in the automotive sector in particular, and in the Union in general. The investments already committed by manufacturers, suppliers and infrastructure operators along the electric vehicle value chain were made on the basis of the regulatory framework currently in force. Any weakening of the CO2 emission reduction targets undermines the return on those investments, penalises the investment of the first movers, and sends contradictory signals to the entire electric vehicle value chain at a moment when electrification needs more than ever to be accelerated, not slowed down. |
Or. en
Amendment 133
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | (7) A lack of regulatory flexibility creates difficulties for vehicle manufacturers and limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for all technologies. |
Or. en
Amendment 134
Anja Arndt, Marc Jongen, Volker Schnurrbusch
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | (7) The Regulation should not centrally influence the mobility decisions of individuals or the business decisions of tradespeople, small and medium-sized enterprises and industry any more than is necessary. Mobility, energy carriers, the availability of infrastructure, the energy mix and vehicle use differ considerably among Member States and regions. |
Or. de
Amendment 135
Valentina Palmisano, Dario Tamburrano, Pasquale Tridico
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore acceptable to allow for a limited set of regulatory flexibilities for non-zero-emission technologies, provided that such flexibilities do not undermine the achievement of long-term decarbonisation objectives, ensuring that investments are directed towards zero-emission and renewable solutions. |
Or. en
Amendment 136
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Jessica Polfjärd, Liesbet Sommen, Ingeborg Ter Laak, Pascal Arimont
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | (7) It is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility as well as the reduction of fossil fuel consumption in road transport and create certainty and predictability for needed investments. It is therefore important to create stable and predictable regulatory conditions for the European industry to make the necessary investments in the transition towards zero-emission vehicles. |
Or. en
Amendment 137
Andreas Glück, Jan-Christoph Oetjen, Christine Singer, Olivier Chastel
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. These flexibilities should apply from the date of entry into force of this Regulation. |
Or. en
Amendment 138
Sigrid Friis
Proposal for a regulation
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) While it is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments, a lack of regulatory flexibility may create difficulties for vehicle manufacturers where it limits their compliance options. It is therefore appropriate to support a technology-neutral approach by providing for regulatory flexibilities for non-zero-emission technologies. | (7) It is essential that the CO2 emission targets continue to incentivise the transition towards zero-emission mobility and create certainty and predictability for such investments. It is therefore important to create stable regulatory conditions for the European industry to make the necessary investments in the transition towards zero-emission vehicles. |
Or. en
Amendment 139
Jonas Sjöstedt
Proposal for a regulation
Recital 7 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (7a) Off-vehicle charging hybrid electric vehicles (OVC-HEVs) have consistently demonstrated CO₂ emissions significantly exceeding multiple times laboratory results, mostly due to inefficient electric driving. The presence of these vehicles in the fleet does not provide predictable emissions reductions required to meet the Union’s climate targets and should therefore not be treated as equivalent to zero-emission vehicles. Accordingly, OVC-HEVs should not be eligible for regulatory flexibility, including fuel credits, super-credits, or multi-annual averaging, and their specific emissions shall be calculated based on actual average electric driving data. |
Or. en
Amendment 140
Martin Günther
Proposal for a regulation
Recital 7 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (7a) The CO₂ emission performance standards must continuously reflect technological progress and structural shifts in global and European vehicle markets. The ambition level of the CO₂ standards must not be reduced in response to short-term market fluctuations or transitional challenges that are expected to resolve as the decade progresses. |
Or. en
Amendment 141
Jonas Sjöstedt
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) In order to provide additional flexibilities, during the period 2030 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. | deleted |
Or. en
Amendment 142
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) In order to provide additional flexibilities, during the period 2030 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. | deleted |
Or. en
Amendment 143
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) In order to provide additional flexibilities, during the period 2030 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. | deleted |
Or. en
Amendment 144
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) In order to provide additional flexibilities, during the period 2030 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. | (8) In order to provide additional flexibilities, during the period 2028 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their M category vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. In order to provide additional flexibilities, during the period 2025 to 2029 and during the period 2030 to 2034, manufacturers should ensure that the average specific emissions of CO2 of their N category vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. |
Or. en
Amendment 145
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) In order to provide additional flexibilities, during the period 2030 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. | (8) In order to provide additional flexibilities, during the period 2028 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their M category vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. In order to provide additional flexibilities, during the period 2025 to 2029 and during the period 2030 to 2034, manufacturers should ensure that the average specific emissions of CO2 of their N category vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. |
Or. en
Justification
To meet 2030–2032 targets, annual battery-electric car sales would need to jump from 1.9 million to 6 million vehicles. Even with super-credits, a 1.4 million vehicle gap would remain, exposing manufacturers to up to €18 billion in annual penalties. Without greater flexibility, the proposal risks penalising European industry rather than accelerating market uptake. Five-year averaging periods for cars and vans would maintain the same regulatory outcome while providing a realistic compliance pathway.
Amendment 146
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) In order to provide additional flexibilities, during the period 2030 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. | (8) In order to provide additional flexibilities, during the period from 2028 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their M category vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. To provide additional flexibilities, during the period 2025 to 2029 and during the period 2030 to 2034, manufacturers should ensure that the average specific emissions of CO2 of their N category vehicles do not exceed an emissions target, calculated over the period as the average of their annual specific emissions targets. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. |
Or. en
Justification
In a context in which e-mobility ramp-up is at a critical stage, with private consumers and businesses still facing a number of limitations, such as lack of charging infrastructure or high electricity prices in a number of EU Member States, averaging mechanism is a well-known and accepted tool to reflect the market development. Therefore the 3 years averaging should be extended to 5 for vans, and the same measure should apply to passenger cars. The new target for vans (revised through this) should stick to the 5 years period within the agreed target steps (for years 2025-2029 and 2030-2034).This would allow the necessary flexibility in compliance calculation reflecting the market development and possible fluctuations. On the contrary for the passenger cars, where the target has not been modified, 5 years averaging should continue to cover years 2028-2032 to make the -55% target for passenger cars achievable with no need to change the target as such.
Amendment 147
Alexander Bernhuber
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) In order to provide additional flexibilities, during the period 2030 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. | (8) In order to provide additional flexibilities, during the period 2028 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their M category vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. In order to provide additional flexibilities, during the period 2025 to 2029 and during the period 2030 to 2034, manufacturers should ensure that the average specific emissions of CO2 of their N category vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. |
Or. en
Amendment 148
Kateřina Konečná
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) In order to provide additional flexibilities, during the period 2030 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. | (8) In order to provide additional flexibilities, during the period 2028 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their M category vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. In order to provide additional flexibilities, during the period 2025 to 2029 and during the period 2030 to 2034, manufacturers should ensure that the average specific emissions of CO2 of their N category vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. |
Or. en
Amendment 149
Andreas Glück, Jan-Christoph Oetjen, Christine Singer, Olivier Chastel
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) In order to provide additional flexibilities, during the period 2030 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. | (8) In order to provide additional flexibilities, during the period 2028 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their M category vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. |
Or. en
Amendment 150
Michael Bloss
Proposal for a regulation
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) In order to provide additional flexibilities, during the period 2030 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. | (8) Regulation (EU) 2025/1214 already introduced additional flexibility for manufacturers to meet their average specific emissions targets during the period 2025 to 2027. The latest available evidence shows that all manufacturers are on track to meet their targets. It also shows a steadily growing support for new battery electric vehicles (BEVs), in particular as a response to high fossil fuel prices, with a market share above 20% in January-April 20261a. |
| 1a ICCT, European car market monitor: April 2026. |
Or. en
Amendment 151
Martin Günther
Proposal for a regulation
Recital 8 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (8a) The accelerated transition to zero-emission mobility is essential for the energy security and strategic autonomy of the Union. Road transport’s dependence on fossil fuel imports exposes the Union to price volatility and supply disruptions, as demonstrated by recent energy market crises. Replacing fossil fuel consumption in road transport with domestically sourced electricity significantly reduces import dependence, retains economic value within the internal market, and strengthens the resilience of the Union’s energy system. These strategic considerations reinforce the case for maintaining strong CO₂ standards independently of short-term industrial policy concerns. |
Or. en
Justification
The Union imports a substantial share of its fossil fuels, representing a significant and persistent outflow of economic value. Electrification of road transport powered by renewable electricity is one of the moststructurally significant steps the Union can take to reduce this dependency. This argument stands independently of climate policy and deserves explicit recognition in the regulatory framework for CO₂ standards. The IEA Global EV Outlook 2026 documents that EV fuel cost savings in the EU grew 35% in 2026 alone as a result of current energy market conditions.
Amendment 152
Andreas Glück, Jan-Christoph Oetjen, Christine Singer, Olivier Chastel
Proposal for a regulation
Recital 8 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (8a) In order to provide additional flexibilities, during the period 2025 to 2029 and during the period 2030 to 2034, respectively, manufacturers should ensure that the average specific emissions of CO2 of their N category vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. Potential excess emission premiums should be calculated accordingly. |
Or. en
Amendment 153
Pascal Canfin
Proposal for a regulation
Recital 8 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (8a) In order to provide additional flexibilities, during the period 2025 to 2029, manufacturers should ensure that the average specific emissions of CO2 of their N category vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. |
Or. en
Amendment 154
Jacek Ozdoba
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | deleted |
Or. en
Amendment 155
Jonas Sjöstedt
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | deleted |
Or. en
Amendment 156
Katri Kulmuni
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) In the case of zero-emission vehicles of category M1, M2, N1 or N2 they should, from 1 January 2025, for the purposes of this Regulation and without prejudice to Regulation (EU) 2018/858 and Regulation (EC) No 715/2007, be counted as passenger cars or light commercial vehicles as the case may be falling within the scope of this Regulation if the reference mass minus the mass of the energy storage system does not exceed 2840 kg, including such vehicles with EU individual approval, national individual approval or national small series approval. |
Or. en
Justification
It is important that such zero-emission vehicles which are approved through individual vehicle approvals (IVA) and national small series (NSS) are taken into consideration related to CO2 emissions performance requirements.
Amendment 157
Andreas Glück, Christine Singer
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90% for passenger cars and from 100% to 80% for light commercial vehicles. From the entry into force of this Regulation, vehicle manufacturers should be able to use low-carbon materials and sustainable renewable fuels credits to reach their respective CO2reduction targets. |
Or. en
Amendment 158
Katri Kulmuni
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target is 60 % for passenger cars and 55 % for light commercial vehicles as from 2030 and as from 2035 is reduced from 100% to 90% for passenger cars and 80% for light commercial vehicles. From the entry into force of this Regulation, vehicle manufacturers of passenger cars and light commercial vehicles shall be able to use sustainable renewable fuels credits and low-carbon steel credits to reach the CO2 reduction targets. |
Or. en
Justification
It is essential to build a stepwise pathway for carbon neutral vehicles on the legislation including VEEF already from 2030 and therefore creating earlier incentive for car manufacturers to bring this vehicle type on the market soon enough. ‘Should be’ is not clear legislative wording.
Amendment 159
Flavio Tosi, Letizia Moratti
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to an unconditional 80% for cars and light commercial vehicles. As soon as the new regulation is in force, vehicle manufacturers of passenger cars and light commercial vehicles are allowed to use sustainable renewable fuels credits and low carbon materials credits to reach the CO2 reduction targets. |
Or. en
Amendment 160
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to an unconditional 80% for cars and light commercial vehicles. As soon as the new regulation is in force, vehicle manufacturers of passenger cars and light commercial vehicles are allowed to use sustainable renewable fuels credits and low carbon materials credits to reach the CO2 reduction targets. |
Or. en
Justification
In this amendment our main objective is to make the current target more flexible in order to help our companies and our operators
Amendment 161
Michael Bloss
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) In order for the Union to catch-up in the global zero-emission mobility race, it is essential to maintain long-term stability, visibility and predictability so as to allow all actors across the zero-emission value chain, including recharging operators, to plan the necessary investments, train and reskill the workforce, and adapt their business models where necessary. The fleet-wide emissions reduction target as from 2035 should therefore be maintained at 100%. |
Or. en
Amendment 162
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The Regulation should not impose mandatory fleet-wide targets. Instead, it should establish a technology-neutral and market-driven framework in which manufacturers and consumers determine the pace of the transition, allowing the market to select the most efficient and competitive solutions. |
Or. en
Amendment 163
Sigrid Friis
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 93%, provided that the remaining emissions are compensated by the use of fossil fuel-free steel credits. From 2040, the fleet-wide emission reduction target for new passenger cars and light commercial vehicles is increased to 100%. |
Or. en
Amendment 164
Martin Günther
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target as from 2035 shall remain at 100% for both passenger cars and light commercial vehicles, thereby safeguarding the phase-out of internal combustion engine vehicles and ensuring regulatory certainty for investment in zero-emission mobility. |
Or. en
Amendment 165
Alexander Bernhuber
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90% for passenger cars and 80% for vans. |
Or. en
Justification
The 100% target is unachievable under the current economic conditions and anticipated market developments. Many projections foresee significantly lower BEV uptake than required by the legislation.
Amendment 166
Kateřina Konečná
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90% for passenger cars and 80% for vans. |
Or. en
Amendment 167
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 40% for passenger cars and 35% for vans. |
Or. en
Amendment 168
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Pietro Fiocchi, Sergio Berlato, Antonella Sberna, Sander Smit
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 80% for passenger cars and 80% for light commercial vehicles. |
Or. en
Justification
Shifting away from compensation mechanisms results in a regulatory framework that is more grounded in reality, internally consistent, and easier to understand. Instead of maintaining complex balancing mechanisms, the emphasis moves toward genuine structural change, specifically sustainable materials, renewable fuels, and efficiency technologies. In this way, a stable, technology-neutral system is established that can effectively reach the new 80% target.
Amendment 169
Heléne Fritzon
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 95%, provided that the remaining emissions are compensated by the use of fossil-free steel credits. The fleet-wide emissions reduction target from 2037 is set to 100%. |
Or. en
Amendment 170
Peter Liese, Dennis Radtke
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of made in the EU low-carbon steel credits or sustainable renewable fuel credits. |
Or. en
Justification
The new ambition of the Commission proposal should be kept. However, it is important to specify that only low-carbon steel made in the EU should be accepted under the steel compensation credits.
Amendment 171
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Ondřej Knotek, Antonín Staněk, Jana Nagyová, Mélanie Disdier, Valérie Deloge, Catherine Griset, Viktória Ferenc
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits. | (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 80%, provided that the remaining emissions are compensated by the use of low-carbon material credits or sustainable renewable fuel credits. |
Or. fr
Amendment 172
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 95%, provided that the remaining emissions are compensated by the use of fossil-free steel credits. |
Or. en
Amendment 173
Jessica Polfjärd, Ingeborg Ter Laak
Proposal for a regulation
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits.. | (9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 95%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits. |
Or. en
Amendment 174
Jacek Ozdoba
Proposal for a regulation
Recital 9 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (9a) In recent years, the European automotive industry has experienced a significant decline, marked by the closure of several production and manufacturing sites and substantial job losses. Given that the automotive sector makes a significant contribution to the Union’s GDP and plays a key role in maintaining industrial competitiveness, these developments have adversely affected the Union’s economic resilience and competitiveness and resulted in the relocation of automotive production activities outside the Union. In order to ensure the necessary flexibility for the European automotive industry and to safeguard its competitiveness and employment base, the emissions reduction target for cars and light commercial vehicles for 2035 laid down in this Regulation should be reversed. |
Or. en
Amendment 175
Jonas Sjöstedt
Proposal for a regulation
Recital 9 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (9a) Achieving climate objectives and reducing absolute amounts of CO2 emissions of road transport requires not only zero-emission vehicles but also a significant transition in the modes of transport, thereby reducing the number of kilometres travelled in personal vehicles. Strengthening public transport through improved availability, affordability, interoperability, and, where appropriate, public ownership, is essential for a socially just and effective transition. |
Or. en
Amendment 176
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
Proposal for a regulation
Recital 9 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (9a) Renewable fuels are a key driver for the decarbonisation of the EU transport sector. In order to boost investments into EU production, this Regulation should ensure their recognition in the automotive sector, both in light-duty and heavy-duty. The current Renewable Energy Directive, and its upcoming revision, should remain the reference framework for the sustainability and GHG saving criteria for biofuels in the transport sector. |
Or. en
Amendment 177
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Liesbet Sommen, Pascal Arimont
Proposal for a regulation
Recital 9 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (9a) From 1 January 2040, the fleet-wide average CO₂ emissions of all new passenger cars and new light commercial vehicles registered in the Union should be 95%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits. |
Or. en
Amendment 178
Jessica Polfjärd, Ingeborg Ter Laak
Proposal for a regulation
Recital 9 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (9a) From 2040, the fleet-wide average CO₂ emissions of all new passenger cars and new light commercial vehicles registered in the Union should be 100%. |
Or. en
Amendment 179
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte
Proposal for a regulation
Recital 9 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (9a) The fleet-wide emissions reduction target as from 2030 is reduced from 55% to 37,5% for cars and from 50% to 31% for vans. |
Or. en
Amendment 180
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 9 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (9b) Beyond supporting the sector's transition towards achieving the 2050 climate neutrality target, the CO2 emission targets serve as an industrial policy instrument that can support the development and production of strategically important technologies. The flexibilities introduced should therefore include strong ‘Made in Europe’ criteria, strengthening the European Union’s production capacity, strategic independence and resilience, especially in battery and fossil-free steel production. |
Or. en
Amendment 181
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Liesbet Sommen, Pascal Arimont
Proposal for a regulation
Recital 9 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (9b) From 1 January 2045, the fleet-wide average CO₂ emissions of all new passenger cars and new light commercial vehicles registered in the Union should be 100%. |
Or. en
Amendment 182
Michael Bloss
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | deleted |
Or. en
Amendment 183
Jacek Ozdoba
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | deleted |
Or. en
Justification
Lowered target for 2035 shall not be conditional on investments in low-carbon steel and sustainable renewable fuel use. Car producers shall remain free to decide if they want to invest in low-carbon steel and sustainable renewable fuel in order to limit emissions.
Amendment 184
Flavio Tosi, Letizia Moratti
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of low-carbon materials credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. Vehicle manufacturers will be allowed to reach CO2 emissions reduction targets through the contribution of up to 10% eligible fuel credits and up to 5% for low-carbon materials credits of the manufacturer-specific reference target of 2021 as from the new regulation is in force. |
Or. en
Amendment 185
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of low-carbon materials credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. Vehicle manufacturers will be allowed to reach CO2 emissions reduction targets through the contribution of up to 12% eligible fuel credits and up to 5% for low-carbon materials credits of the manufacturer-specific reference target of 2021 as from the new regulation is in force. |
Or. en
Amendment 186
Andreas Glück, Christine Singer
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of low-carbon materials credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. From entry into force of this Regulation, vehicle manufacturers should be able to reach their respective CO2 emissions reduction targets through the contribution of up to 10 % low-carbon material credits and up to 10 % eligible fuel credits of the manufacturer-specific reference target of 2021. |
Or. en
Amendment 187
Katri Kulmuni
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. Vehicle manufacturers shall be able to reach CO2 emissions reduction targets through the contribution of up to 10% eligible fuel credits and up to 7% for low-carbon steel credits of the manufacturer-specific reference target of 2021 as from the entry into force of this Regulation. |
Or. en
Justification
‘Should be’ is not clear legislative wording on EU regulation. Instead “shall be able” is clear and gives clear message that vehicle manufacturers can therefore use this option but it is not a demand.
Amendment 188
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Jorge Buxadé Villalba
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of low-carbon materials credits and renewable fuel credits should count towards the 40% emissions reduction target for cars and to the 35% emissions reduction target for vans. These credits, combined with the 40% emissions reduction target, support the overall climate neutrality objective. |
Or. en
Amendment 189
Sigrid Friis
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of made in the EU fossil fuel-free steel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 7% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 93% emissions reduction target, support the overall climate neutrality objective. |
| (This amendment applies throughout the text.) |
Or. en
Amendment 190
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of low-carbon materials credits and sustainable renewable fuel credits should not be capped. Vehicle manufacturers will be allowed to reduce CO2 emissions through the contribution of eligible fuel credits and low-carbon materials credits. |
Or. en
Amendment 191
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of low-carbon materials credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate additional emissions up to 12%, or 20% for a manufacturer that has been granted a derogation under Article 10(1), of the OEM2021 specific target as from the entry into force of this Regulation, these credits support the overall climate neutrality objective. |
Or. en
Justification
The recognition of low-carbon steel should be extended to other advanced materials, such as aluminium, in order to support a broader range of lead markets, encourage innovation, and strengthen competition among material suppliers.
Amendment 192
Alexander Bernhuber
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of low-carbon materials credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate additional emissions up to 10%, or 20% for a manufacturer that has been granted a derogation under Article 10 (1), of the OEM2021 specific target as from date of the application of the review, these credits support the overall climate neutrality objective. |
Or. en
Amendment 193
Peter Liese, Dennis Radtke
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of made in the EU low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective for 2050. |
Or. en
Justification
The new ambition of the Commission proposal should be kept. However, it is important to specify that only low-carbon steel made in the EU should be accepted under the steel compensation credits.
Amendment 194
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Ondřej Knotek, Antonín Staněk, Jana Nagyová, Mélanie Disdier, Valérie Deloge, Catherine Griset, Viktória Ferenc
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of low-carbon material credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. |
Or. fr
Amendment 195
Jonas Sjöstedt
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of made in the EU green (fossil-free) steel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 2% of the EU fleet-wide target of 2021 as from 2035, these credits support the overall climate neutrality objective. |
Or. en
Amendment 196
Heléne Fritzon
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of fossil-free steel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 5% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 95% emissions reduction target, support the overall climate neutrality objective. |
Or. en
Amendment 197
Jessica Polfjärd, Ingeborg Ter Laak
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 5% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 95% emissions reduction target, support the overall climate neutrality objective. |
Or. en
Amendment 198
Kateřina Konečná
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of low-carbon materials credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate additional emissions up to 10% of the OEM2021 specific target as from date of the application of the review, these credits support the overall climate neutrality objective. |
Or. en
Amendment 199
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective. | (10) The use of fossil-free steel made in the EU credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 5% of the EU fleet-wide target of 2021 as from 2035, this credit, combined with the 95% emissions reduction target, supports the overall climate neutrality objective. |
Or. en
Amendment 200
Alexander Bernhuber
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). | deleted |
Or. en
Amendment 201
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). | deleted |
Or. en
Justification
Given the significant uncertainty surrounding future market developments, consumer affordability, and external competitiveness, it is essential that the Commission review and reassess the long-term targets by mid-2030. This review should ensure that the targets remain realistic, economically viable, and responsive to evolving market conditions and geopolitical realities.
Amendment 202
Jacek Ozdoba
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). | deleted |
Or. en
Justification
The Regulation should not be assessed on the basis of its contribution to emissions reduction. Instead, future assessments and reviews of the Regulation shall duly take into account other factors, such as the competitiveness of the European automotive industry, the protection of the job market and the prevention of the relocation of the European automotive industry outside the EU.
Amendment 203
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). | deleted |
Or. en
Amendment 204
Kateřina Konečná
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). | deleted |
Or. en
Amendment 205
Michael Bloss
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). | (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). The Commission should notably consider the introduction of minimum fossil-free quotas installed on new passenger cars and light-commercial vehicles to sustain lead markets for fossil-free steel, and the introduction of energy performance standards for new zero-emission passenger cars and light commercial vehicles placed on the Union market. |
Or. en
Amendment 206
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Ondřej Knotek, Antonín Staněk, Jana Nagyová, Mélanie Disdier, Valérie Deloge, Catherine Griset, Viktória Ferenc
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). | (11) In 2030 and every two years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). This assessment should also examine the impact of the Regulation on the competitiveness of the EU automotive industry, decisions to relocate production, industrial employment, the EU’s trade balance, and the dependence on imports for raw materials and components. |
Or. fr
Amendment 207
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). | (11) In 2030 and every two years thereafter, the Commission should assess the effectiveness and impact of the Regulation. |
Or. en
Amendment 208
Pascal Canfin, Yvan Verougstraete, Sigrid Friis
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). | (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the climate binding objectives laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’), including the 2040 target of a 90% reduction in net greenhouse gas emissions and the 2050 climate neutrality objective. |
Or. en
Amendment 209
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Viktória Ferenc
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). | (11) Every two years after the entry into force of the this Regulation, the Commission should assess its effectiveness, taking into account market developments, technological progress and industrial competitiveness. |
Or. en
Amendment 210
Viktória Ferenc
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). | (11) From the entry into force of the Regulation and every two years thereafter, the Commission should assess the effectiveness of the Regulation, taking into account market developments, technological progress and industrial competitiveness, which are essential to achieve the 2050 climate neutrality objective. |
Or. en
Amendment 211
Jonas Sjöstedt
Proposal for a regulation
Recital 11
| Text proposed by the Commission | Amendment |
|---|---|
| (11) In 2035 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). | (11) In 2030 and every five years thereafter, the Commission should assess the effectiveness of the Regulation, so as to maintain alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘Climate Law’). |
Or. en
Amendment 212
Katri Kulmuni
Proposal for a regulation
Recital 11 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (11a) The Commission proposal refers to biofuels and e-fuels, but confines their role to a capped, post-2035 compensatory mechanism. It also lacks a clear regulatory signal to enable the full deployment of renewable fuels, despite their relevance for the decarbonisation of road transport. To address that gap, a dedicated category for vehicles running exclusively on eligible fuels (VEEF) should be introduced, ensuring proper recognition of their decarbonisation potential. For the purposes of this Regulation, such vehicles should be classified as zero-emission, contributing to manufacturers’ targets through the attribution of a zero tailpipe emission value, equivalent to battery electric vehicles. The establishment of such a category would foster innovation while reinforcing both competitiveness and sustainability in the Union. |
Or. en
Amendment 213
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
Proposal for a regulation
Recital 11 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (11a) A dedicated category for vehicles running exclusively on eligible fuels (VEEF) should be introduced in order to ensure proper recognition of their decarbonisation potential. Such vehicles should be treated as zero-rated vehicles for the purposes of this Regulation, on the basis of a zero tailpipe emission value equivalent to that of battery electric vehicles, provided that the fuels used comply with Directive (EU) 2018/2001. |
Or. en
Amendment 214
Jacek Ozdoba
Proposal for a regulation
Recital 11 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (11a) In 2027 and every three years thereafter, the Commission should assess the effectiveness of the Regulation, so as to ensure the competitiveness of the European automotive industry, prevent the relocation of this industry outside the Union, protect the existing and create new jobs and ensure social fairness. |
Or. en
Amendment 215
Michael Bloss
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | deleted |
Or. en
Amendment 216
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | deleted |
Or. en
Amendment 217
Sigrid Friis
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | deleted |
| (This amendment applies throughout the text.) |
Or. en
Amendment 218
Gerben-Jan Gerbrandy
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | deleted |
Or. en
Amendment 219
Jonas Sjöstedt
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | deleted |
Or. en
Amendment 220
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Pietro Fiocchi, Sergio Berlato, Antonella Sberna, Sander Smit
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. In the context of the mid-2030 review, the Commission should examine how renewable fuels can play a greater role in decarbonising road transport through a more technology-neutral approach. This should include a robust fuel accounting system and measures to support the deployment of vehicles running exclusively on eligible renewable fuels, together with the necessary refuelling infrastructure, in order to increase flexibility, preserve consumer choice and support Europe’s industrial competitiveness. |
Or. en
Justification
Recognition of vehicles operating exclusively on Renewable Energy Directive-compliant renewable or carbon-neutral fuels as 0g CO2/km zero-emission vehicles would ensure consistency with existing EU Emissions Trading System rules. RED-certified fuels already deliver substantial lifecycle greenhouse gas reductions, while the Commission’s Impact Assessment found that including carbon-neutral fuels lowers compliance costs, supports jobs and reduces import dependence.
Amendment 221
Anja Arndt, Marc Jongen, Volker Schnurrbusch
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | (12) Direct tailpipe emissions do not tell the full story of a vehicle’s actual environmental impact. For meaningful consumer information and a proportionate regulation, the following should also be taken into account: energy mix, battery production, raw material extraction, energy provision, maintenance, recycling and disposal. |
Or. de
Amendment 222
Kateřina Konečná
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. During this review, the European Commission should consider more ambitious renewable fuel targets for transport, and specifically for road transport, as well as a suitable fuel accounting system, to enable sufficient fuel allocation and flexibility for the deployment of VEEF vehicles (Vehicles Exclusively running on Eligible Fuels) and refuelling infrastructure. |
Or. en
Amendment 223
Alexander Bernhuber
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. During this review, the European Commission shall consider more ambitious renewable fuel targets for transport, and specifically for road transport, as well as a suitable fuel accounting system, to enable sufficient fuel allocation and flexibility for the deployment of VEEF vehicles (Vehicles Exclusively running on Eligible Fuels) and refuelling infrastructure. |
Or. en
Amendment 224
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels are the ones defined by Directive (EU) 2018/2001. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. |
Or. en
Amendment 225
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Liesbet Sommen, Pascal Arimont
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | (12) It is appropriate to allow for temporary and time-limited recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide, for a limited time, some flexibilities for manufacturers and speeding up of support investments in the development of advanced sustainable renewable fuel value chain. Nevertheless such fuels will continue to play a role in the decarbonisation of transport in general as set by regulations introducing targets for renewable energy of policies in the area of aviation and maritime. |
Or. en
Amendment 226
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | (12) It is appropriate to allow for a recognition of emissions savings from renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes targets for advanced biofuels and caps for conventional biofuels in transport. A review of the Directive (EU) 2018/2001 is planned for end 2026 with the aim of removing the restrictions and creating an enabling framework for biofuels and RFNBOs. |
Or. en
Amendment 227
Katri Kulmuni
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. These fuels are those defined by the Renewable Energy Directive (EU) 2018/2001, fulfilling the sustainability criteria set out in Article 29, 29a and 31 of that Directive. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. |
Or. en
Amendment 228
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. 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. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. |
Or. en
Justification
The proposal aims to turn the 10% conditionality proposed by the Commission into a flexibility mechanism able to allow the CO2 reduction target to be met through the credit system proposed by the Commission for both light commercial vehicles and passenger cars. The proposal suggests extending all eligible fuels to those already identified in RED III to ensure regulatory consistency. To ensure a robust and sound approach, volumes of eligible fuels used for the calculation of fuel credits shall deduct the amount of eligible fuels consumed/provided to the VEEF vehicles in a relevant year.
Amendment 229
Flavio Tosi, Letizia Moratti
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. 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. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. |
Or. en
Amendment 230
Andreas Glück, Jan-Christoph Oetjen, Christine Singer, Olivier Chastel, Katri Kulmuni
Proposal for a regulation
Recital 12
| Text proposed by the Commission | Amendment |
|---|---|
| (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. | (12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. These fuels are those defined by Directive (EU) 2018/2001, fulfilling the feedstock, production and sustainability criteria set out in Article 29, 29a and 31 of that Directive and associated delegated acts. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework. |
Or. en
Amendment 231
Pascal Canfin, Sigrid Friis, Yvan Verougstraete
Proposal for a regulation
Recital 12 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (12a) Retrofitting existing light commercial vehicles to zero-emission powertrains accelerates the decarbonisation of the current fleet by removing the original internal combustion engine in circulation. Light commercial vehicles are often purchased and operated by small and medium-sized enterprises, for whom the high upfront cost of new zero-emission vehicles represents a significant barrier. Retrofit technologies offer a cost-effective alternative for consumers while generating skilled employment opportunities within the Union's automotive industry. Therefore, the recognition of emissions savings from retrofitted vehicles in CO2 standards would provide additional flexibility for manufacturers and support investment in the development of the retrofitting sector. Manufacturers should therefore be able to use retrofit credits for the purpose of compliance with this Regulation |
Or. en
Amendment 232
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 12 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (12a) Sustainable alternative fuels, including sustainable aviation fuels and renewable fuels of non-biological origin, represent scarce resources whose production requires significant energy inputs and whose supply will remain limited. In line with the regulatory frameworks established under ReFuelEU Aviation and FuelEU Maritime, their use should be prioritised for the decarbonisation of hard-to-abate sectors, especially the defence sector, where few viable zero-emission alternatives currently exist. Extending their use to road passenger transport, where mature zero-emission solutions are already available and being deployed at scale, would undermine the Union's systemic decarbonisation strategy and constitute an inefficient allocation of scarce resources. |
Or. en
Amendment 233
Jeannette Baljeu, Sigrid Friis
Proposal for a regulation
Recital 12 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (12a) Sustainable renewable fuels are limited and scarce resources and their production may require significant amounts of renewable energy, sustainable biomass, land and other inputs. They should therefore be used in a targeted and efficient manner, with priority given to hard-to-abate sectors where direct electrification is not technically or economically feasible at scale, such as aviation and maritime transport. In road transport, such fuels can play a complementary role in reducing emissions from the existing fleet of internal combustion engine passenger cars and light commercial vehicles, which cannot be immediately replaced. Their use in road transport should therefore not weaken the incentive for the uptake of new zero-emission vehicles. |
Or. en
Amendment 234
Zala Tomašič
Proposal for a regulation
Recital 12 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (12a) Renewable transport fuels, including sustainable biofuels and renewable fuels of non-biological origin meeting the sustainability and greenhouse gas emission saving criteria laid down in Directive (EU) 2018/2001, can make an important contribution to the decarbonisation of road transport. However, despite the Renewable Energy Directive, the internal market for these fuels remains fragmented, while their development is capped under the Fuel Quality Directive. In order to realise their full decarbonisation potential and ensure a level playing field, the Commission should assess both the fuel quality and fuel sustainability frameworks to create better opportunities for investment and development of renewable transport fuels across the Union. |
Or. en
Justification
Renewable fuels can only contribute effectively to transport decarbonisation if they are available across the internal market under coherent regulatory conditions. Greater consistency across Member States would improve investment certainty, support technology neutrality and strengthen the contribution of renewable fuels to EU climate objectives.
Amendment 235
Jonas Sjöstedt
Proposal for a regulation
Recital 12 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (12a) The proposal should drive electrification and award emission reduction. To this end, it is imperative that biofuels, advanced biofuels and e-fuels remain outside the scope of this regulation. Advanced biofuels should be reserved for use in hard-to-abate sectors like the aviation and maritime sectors, as projected availability of these fuels are not even sufficient for the decarbonisation of these sectors due to their extremely limited availability. Moreover, biofuels are not, and cannot be considered as, carbon neutral as none of the biofuels listed under Annex V of the Renewable Energy Directive are able to deliver a 100% CO₂ reduction. |
Or. en
Amendment 236
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Liesbet Sommen, Pascal Arimont
Proposal for a regulation
Recital 12 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (12a) At the same time, particularly as electricity generation in the Union is rapidly evolving towards a predominance of renewable energy sources and other very low-emission sources, vehicles equipped with an internal combustion engine, with or without hybrid technology, that are capable of operating exclusively on RFNBO fuels that are 100% CO₂-neutral should be considered zero-emission vehicles. A new framework is needed to certify RFNBOs as carbon neutral. |
Or. en
Amendment 237
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jana Nagyová, Viktória Ferenc
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of low-carbon materials is essential to strengthen the EU industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, aluminum and other materials or components, it is appropriate to incentivise the use of low-carbon materials in vehicle production to create a lead-market. Hence, since the entry into force of the regulation to contribute to the achievement of their specific CO₂ reductions, manufacturers should be able to use made in the EU low-carbon materials credits. The definition and methodology for "made in the Union" and "low-carbon materials" should be established under the Regulation establishing a framework of measures for the acceleration of industrial capacity and decarbonisation in strategic sectors and amending Regulations (EU) 2018/1724, (EU) 2024/1735 and (EU) 2024/3110 (the Industrial Accelerator Act) as a priority and should not delay the entry into force of the low-carbon materials provisions. |
Or. en
Amendment 238
Alexander Bernhuber
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of low-carbon materials is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, aluminum and other materials or components it is appropriate to incentivise the use of low-carbon materials in vehicle production to create a lead-market. Hence, to compensate, as quickly as possible after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. When calculating CO₂ compensations deriving from low-carbon materials, the term use shall not be limited to the amount of materials processed in the vehicle (net mass), but refer to the amount of materials purchased (gross mass). |
Or. en
Justification
The proposal should not only focus on the use of low-carbon steel only, but should instead be extended to other materials, such as aluminium for example. This would increase competition between different materials, ultimately lowering prices of those advanced materials and speeding-up decarbonisation in more lead markets, with benefits for final consumers. The contribution of the advanced materials should be part of the compliance immediately (by end 2027 at the latest) to speed-up decarbonisation of that part of the supply chain
Amendment 239
Andreas Glück, Christine Singer
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of low-carbon materials is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of energy and carbon intensive materials, it is appropriate to incentivise the use of low-carbon materials in vehicle production to create lead-markets. Expanding eligible credits beyond low-carbon steel to include other materials such as aluminium, plastics and glass would enable a more accurate reflection of embedded vehicle emissions, given that these materials account for a substantial share of a vehicles lifecycle emissions. Hence, vehicle manufacturers should be able to make use of made in the EU low-carbon materials credits from the entry into force of this Regulation and have them contribute to achieve their specific CO2 reduction targets. The Commission should be empowered to adopt delegated acts to define and operationalise criteria for other materials than steel. |
Or. en
Amendment 240
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Ondřej Knotek, Antonín Staněk, Jana Nagyová, Mélanie Disdier, Valérie Deloge, Catherine Griset, Viktória Ferenc
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of low-carbon materials is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon material credits. When calculating the CO2 offsets linked to low-carbon materials, the term ‘use’ should not be limited to the amount of material incorporated in the vehicle (the net mass), but should refer to the amount of material purchased (gross mass). |
Or. fr
Amendment 241
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of low-carbon materials is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, aluminum and other materials or components it is appropriate to incentivise the use of low-carbon materials in vehicle production to create a lead-market. Hence, to compensate, as quickly as possible, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use low-carbon materials credits. When calculating CO2 compensations deriving from low-carbon materials, the term use shall not be limited to the amount of materials processed in the vehicle (net mass), but refer to the amount of materials purchased (gross mass). |
Or. en
Justification
The proposal should not be limited to low-carbon steel alone, but should also cover other strategically important advanced materials, including aluminium. Expanding the scope would strengthen competition, improve supply chain resilience, support industrial innovation, and reduce costs across Europe’s manufacturing value chains.
Amendment 242
Kateřina Konečná
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of low-carbon materials is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, aluminum and other materials or components it is appropriate to incentivise the use of low-carbon materials in vehicle production to create a lead-market. Hence, to compensate, as quickly as possible, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use low-carbon materials credits. When calculating CO₂ compensations deriving from low-carbon materials, the term use shall not be limited to the amount of materials processed in the vehicle (net mass), but refer to the amount of materials purchased (gross mass). |
Or. en
Amendment 243
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of low-carbon materials is essential to strengthen Europe's industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, aluminium and other materials or components, it is appropriate to incentivise the use of low-carbon materials in vehicle and battery production to create a lead-market. When calculating CO2 compensations deriving from low-carbon materials, the term use shall not be limited to the amount of materials processed in the vehicle (net mass), but refer to the amount of materials purchased (gross mass). |
Or. en
Amendment 244
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of low-carbon materials is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, aluminum and other materials or components, it is appropriate to incentivise the use of low-carbon materials in vehicle production to create a lead-market. Hence, to compensate, since the entry into force of the Regulation to contribute to the achievements of their specific CO2 reduction targets, manufacturers should be able to use made in the EU low-carbon materials credits. |
Or. en
Amendment 245
Michael Bloss
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of fossil-free steel 'made in the EU' is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of fossil-free steel 'made in the EU' in vehicle production to create a lead-market. |
Or. en
Amendment 246
Flavio Tosi, Letizia Moratti
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of low-carbon materials is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. It is appropriate to incentivise within the automotive sector the use of low-carbon materials in vehicle production to create a lead-market. Hence, from the entry into force of the regulation to contribute to the achievement of their specific CO₂ reduction targets, manufacturers should be able to use made in the EU low-carbon materials credits. |
Or. en
Amendment 247
Heléne Fritzon
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of fossil-free steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of fossil-free steel in vehicle production to create a lead-market and ensure investments in the transition of the energy-intensive steel sector. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU fossil-free steel credits. |
Or. en
Amendment 248
Jonas Sjöstedt
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of green steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of green steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles manufacturers should be able to use made in the EU green steel credits. |
Or. en
Amendment 249
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of fossil-free steel made in the EU is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of fossil-free steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, manufacturers should be able to use made in the EU fossil-free steel credits. |
Or. en
Amendment 250
Peter Liese
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, from the entry into force of this Regulation, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. |
Or. en
Amendment 251
Sigrid Friis
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of fossil fuel-free steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of fossil fuel-free steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, manufacturers should be able to use made in the EU fossil fuel-free steel credits. |
Or. en
Amendment 252
Jacek Ozdoba
Proposal for a regulation
Recital 13
| Text proposed by the Commission | Amendment |
|---|---|
| (13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits. | (13) The promotion of domestically produced steel is essential to ensure the competitiveness of the Union's economy, and its strategic autonomy while reducing emissions from the steel production sector. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of steel produced in the Union in vehicle production to create a lead-market. |
Or. en
Amendment 253
Andreas Glück, Jan-Christoph Oetjen, Olivier Chastel
Proposal for a regulation
Recital 13 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (13a) 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 and are increasingly popular in global markets. OVC-HEVs contribute to reducing CO2 emissions from road transport by combining combustion engine technology with electric driving capability. 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 provides for a further tightening in 2027. Such 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 laid down in this Regulation. In order to preserve the contribution of OVC-HEVs to emission reductions, the utility factor applicable from 2027 onwards should be maintained through a direct amendment to Regulation (EU) 2024/1257, currently under revision through the Automotive Omnibus. |
Or. en
Amendment 254
Martin Günther
Proposal for a regulation
Recital 13 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (13a) The CO₂ emission performance standards for passenger cars and light commercial vehicles are based on tailpipe CO₂ emissions as determined by the applicable type-approval procedure. This tailpipe approach provides a clear, standardised and enforceable compliance basis and has proven effective in delivering emissions reductions and driving market transformation. Proposals to replace or supplement the tailpipe approach with a lifecycle analysis (LCA) methodology as a basis for regulatory compliance would substantially increase administrative and compliance costs, introduce methodological uncertainties arising from the attribution of upstream emissions across globally distributed supply chains, and risk creating divergent national interpretations that would undermine the level playing field within the internal market. The tailpipe approach shall therefore be maintained as the compliance basis under this Regulation. Lifecycle emissions considerations may be addressed separately through other policy instruments without compromising the enforceability of the CO₂ standards. |
Or. en
Justification
Attribution of upstream emissions across diverse, globally distributed supply chains requires contested methodological assumptions that are difficult to verify and prone to divergent interpretations. The compliance and administrative costs of a lifecycle approach would be substantial for manufacturers, type-approval bodies and regulators. The tailpipe approach is simple, standardised, enforceable and has delivered consistent results. Lifecycle data may have analytical value but should not replace a well-functioning compliance instrument.
Amendment 255
Katri Kulmuni, Andreas Glück
Proposal for a regulation
Recital 13 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (13a) The deployment of vehicles equipped with Vehicle Integrated Photovoltaics (VIPV) represents a critical pathway for decentralised onboard renewable energy generation in transport, in line with the objectives of Directive (EU) 2023/2413 (RED III). By converting solar radiation directly into electricity to supply the powertrain or auxiliary loads, VIPV acts as an efficiency multiplier that directly reduces a vehicle's external grid dependency. As demonstrated by the Commission's SolarMoves study, VIPV can supply up to 50% of the annual energy needs of passenger vehicles, thereby alleviating grid congestion and enhancing European energy independence, resilience and sovereignty. To foster technology neutrality and secure EU cleantech supply chains, manufacturers should be permitted to account for this verified on-board renewable generation within the compliance offset mechanisms of their fleet targets. |
Or. en
Justification
COM(2025) 995 outlines a 10% compliance offset bucket reserved for low-carbon steel and alternative fuels to balance the fleet-wide 2035 CO2 reduction targets, prioritizing supply-side manufacturing interventions.
Amendment 256
Peter Liese
Proposal for a regulation
Recital 13 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (13a) (13a) As low- and zero-carbon technologies are continuously developed and scaled up, the Commission should expand eligible credits beyond low-carbon steel to other low-carbon materials made in the EU in the following years. This is particularly relevant for materials such as synthetic materials and aluminium given that these materials account for a substantial share of lifecycle emissions and originate from carbon- and energy-intensive value chains requiring significant investment to decarbonise. To strengthen innovation, incentivise decarbonisation and create lead markets for other low-carbon materials than steel, such as synthetic materials and aluminium, as well the Commission should publish a delegated act to expand eligible credits to other low-carbon materials made in the EU, including relevant definitions and a methodology to operationalise criteria for other materials until 2035. |
Or. en
Amendment 257
Zala Tomašič
Proposal for a regulation
Recital 13 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (13a) The availability of low-carbon steel and other low-carbon industrial materials on the Union market remains limited and is expected to develop progressively over time. The implementation of incentive mechanisms linked to the use of such materials should therefore take account of actual market availability, technological maturity and economically viable supply conditions. Such mechanisms should support the decarbonisation of industrial value chains while preserving the competitiveness of European vehicle manufacturers and avoiding unintended market distortions. |
Or. en
Justification
The production capacity and availability of low-carbon industrial materials remain uncertain and uneven across the Union. Regulatory incentives should reflect market realities and avoid creating disproportionate burdens where sufficient quantities of eligible materials are not yet available under economically viable conditions.
Amendment 258
Martin Günther
Proposal for a regulation
Recital 13 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (13b) The planned tightening of the utility factor (UF) applicable to off-vehicle charging hybrid electric vehicles (OVC-HEVs) from 2027 onwards, as provided for in Regulation (EU) 2024/1257, should be implemented as scheduled and not be suspended, delayed or weakened. Real-world fuel consumption data collected under the OBFCM framework demonstrates that plug-in hybrid vehicles consume on average approximately three times more fuel than their type-approval values indicate. Furthermore, the utility factor curve should be reviewed and updated on a regular basis using continuously collected OBFCM data, to ensure it remains representative of actual real-world PHEV usage over time. |
Or. en
Amendment 259
Jonas Sjöstedt
Proposal for a regulation
Recital 14 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (14a) Second-hand zero-emission vehicles play a crucial role in making clean mobility accessible to low-income households. Buyers on second-hand markets should be able to make informed purchasing decisions to avoid financial hardship from premature battery failure and other unnecessary costs. Therefore, potential buyers should receive a standardised, independent battery health certificate, with the accompanying costs borne by the seller. Online platforms selling such vehicles should share liability for certificate accuracy. |
Or. en
Amendment 260
Michael Bloss
Proposal for a regulation
Recital 14 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (14a) The increased roll-out of battery electric vehicles is an opportunity to improve the sustainability and resilience of the electric grid infrastructure, while allowing consumers to generate additional revenues through the sale of excess power in peak times. Regulation (EU) …/… [Automotive Omnibus] should provide for a harmonised approach at Union level to avoid fragmentation of certain technical requirements, and ensure interoperability between vehicles, the charging infrastructure and the electricity grid. |
Or. en
Amendment 261
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 14 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (14a) The utility factor used to determine the CO2 emissions of off-vehicle charging hybrid electric vehicles should reflect the real-world emissions and should be determined only on the basis of scientific evidence. Therefore, it constitutes a purely technical parameter and should not be adjusted on the basis of political considerations. In order to ensure real technological neutrality, any revision of the utility factor should be based exclusively on updated scientific evidence and real-world data. |
Or. en
Amendment 262
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 14 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (14b) The Dieselgate scandal demonstrated the severe consequences of a generalised divergence between declared and real-world vehicle emissions for consumer trust, market integrity and the credibility of the Union's regulatory framework. This Regulation should therefore aim to prevent any such divergence, including with respect to the utility factor applicable to off-vehicle charging hybrid electric vehicles, which must under no circumstances be adjusted on the basis of political considerations rather than scientific evidence and real-world data. |
Or. en
Amendment 263
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 14 c (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (14c) The transition to zero-emission mobility generates significant co-benefits beyond climate action. The replacement of internal combustion engine vehicles by battery electric vehicles contributes to improving air quality, in particular in urban areas, by reducing tailpipe emissions of pollutants harmful to human health, including nitrogen oxides and particulate matter. It also contributes to reducing noise pollution, which constitutes a major source of environmental nuisance and is associated with adverse health outcomes. These co-benefits reinforce the case for maintaining the ambition of this Regulation and accelerating the transition to zero-emission mobility. |
Or. en
Amendment 264
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 14 d (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (14d) The transition to zero-emission mobility is influenced by several legislative instruments including the Critical Raw Materials Regulation, the Net-Zero Industry Act, the European Batteries Regulation, the Battery Booster, the European Battery Alliance, the Alternative Fuels Infrastructure Regulation, the Renewable Energy Directive, and the Electricity Market Design. Together, these instruments have helped mobilise significant public and private investment across the entire electric vehicle value chain, from critical raw material supply and battery cell manufacturing to charging infrastructure deployment and end-of-life recycling. Any weakening of the CO2 emission reduction targets for new passenger cars would weaken the effectiveness of these legislative instruments. |
Or. en
Amendment 265
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 14 e (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (14e) The European automotive industry represents one of the Union's most strategic sectors, accounting for a substantial share of its GDP, exports, research and development investment, and direct and indirect employment. Private investment by car manufacturers is essential to drive the technological transformation required to achieve the Union's climate and industrial objectives. In this regard, the major European car manufacturers have collectively generated net profits of EUR 255 billion over the period 2019 to 2025, placing them in a position of financial strength to contribute to the investment needs associated with the transition to zero-emission mobility, to accelerate research and development in battery technology and electric drivetrains, and to maintain and expand their production base within the Union. The regulatory framework established by this Regulation should provide the long-term demand signal necessary to de-risk investment, decrease the cost of capital, and help inform private investors’ decisions to ensure that the Union's automotive industry emerges from this transition as a global cleantech leader. |
Or. en
Amendment 266
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) The evaluation of the Car Labelling Directive concluded that there is a lack of harmonisation of the label across Member States, that potential buyers of zero-and low-emission vehicles, vans and second-hand vehicles are not adequately informed under the current rules, and that consumers rely increasingly on digital tools whereas current rules focus on physical points of sale, with a guide and poster on paper. Directive 1999/94/EC needs therefore to be revised and updated. | deleted |
Or. en
Amendment 267
Jonas Sjöstedt
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) The evaluation of the Car Labelling Directive concluded that there is a lack of harmonisation of the label across Member States, that potential buyers of zero-and low-emission vehicles, vans and second-hand vehicles are not adequately informed under the current rules, and that consumers rely increasingly on digital tools whereas current rules focus on physical points of sale, with a guide and poster on paper. Directive 1999/94/EC needs therefore to be revised and updated. | (15) The evaluation of the Car Labelling Directive concluded that there is a lack of harmonisation of the label across Member States, that potential buyers of zero- and low-emission vehicles, vans and second-hand vehicles are not adequately informed under the current rules, and that consumers rely increasingly on digital tools whereas current rules focus on physical points of sale, with a guide and poster on paper. The evaluation also concluded that there is an increasing discrepancy between real-world and test cycle CO2 emissions and fuel efficiency. The implication of this is that the information required by the Directive is increasingly less representative of the fuel and energy efficiency that a driver experiences when using the car. Directive 1999/94/EC needs therefore to be revised and updated. |
Or. en
Amendment 268
Michael Bloss
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) The evaluation of the Car Labelling Directive concluded that there is a lack of harmonisation of the label across Member States, that potential buyers of zero-and low-emission vehicles, vans and second-hand vehicles are not adequately informed under the current rules, and that consumers rely increasingly on digital tools whereas current rules focus on physical points of sale, with a guide and poster on paper. Directive 1999/94/EC needs therefore to be revised and updated. | (15) The evaluation of the Car Labelling Directive concluded that there is a lack of harmonisation of the label across Member States, that potential buyers of zero-and low-emission vehicles, vans and second-hand vehicles are not adequately informed under the current rules, and that consumers rely increasingly on digital tools whereas current rules focus on physical points of sale, with a guide and poster on paper. The evaluation also concluded that there is an increasing discrepancy between real-world CO2 emissions and fuel efficiency and those measured at type-approval. Therefore, the information required by that Directive is increasingly less representative of the in-use reality of drivers and leads to consumer misinformation. Directive 1999/94/EC needs therefore to be revised and updated. |
Or. en
Amendment 269
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Jorge Buxadé Villalba, Jana Nagyová
Proposal for a regulation
Recital 15
| Text proposed by the Commission | Amendment |
|---|---|
| (15) The evaluation of the Car Labelling Directive concluded that there is a lack of harmonisation of the label across Member States, that potential buyers of zero-and low-emission vehicles, vans and second-hand vehicles are not adequately informed under the current rules, and that consumers rely increasingly on digital tools whereas current rules focus on physical points of sale, with a guide and poster on paper. Directive 1999/94/EC needs therefore to be revised and updated. | (15) The evaluation of the Car Labelling Directive concluded that there is a lack of harmonisation of the label across Member States. The revised framework should ensure that consumers receive clear, harmonised and technology-neutral information, including on vehicles running exclusively on eligible fuels ('VEEF vehicles'). |
Or. en
Amendment 270
Sigrid Friis
Proposal for a regulation
Recital 15 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (15 a) The introduction of additional compliance flexibilities under the CO₂ emission performance standards for new passenger cars and light commercial vehicles will allow the continued use of internal combustion engines. These flexibilities should not weaken the Union’s climate, air quality and public health objectives. In order to maintain coherence between the CO₂ standards and Union type-approval rules, the Commission should assess whether Regulation (EU) 2024/1257 remains effective in supporting the transition to zero-emission mobility, including through robust requirements on pollutant emissions, battery durability and real-world vehicle performance. Where that assessment identifies risks that regulatory flexibilities may delay emission reductions, prolong the use of more polluting vehicles, or undermine the Union’s climate-neutrality objective, the Commission should consider appropriate legislative measures to strengthen the Euro 7 framework. |
Or. en
Amendment 271
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
Proposal for a regulation
Recital 16
| Text proposed by the Commission | Amendment |
|---|---|
| (16) A vehicle label providing information that is relevant for zero-emission vehicles should be available to empower potential vehicle buyers to make informed purchase decisions. In addition, a vehicle label should be available not only for new passenger cars, but also for potential buyers of vans and second-hand vehicles, to ensure that potential buyers of those vehicles are also appropriately informed. | deleted |
Or. en
Amendment 272
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider
Proposal for a regulation
Recital 16
| Text proposed by the Commission | Amendment |
|---|---|
| (16) A vehicle label providing information that is relevant for zero-emission vehicles should be available to empower potential vehicle buyers to make informed purchase decisions. In addition, a vehicle label should be available not only for new passenger cars, but also for potential buyers of vans and second-hand vehicles, to ensure that potential buyers of those vehicles are also appropriately informed. | deleted |
Or. en
Amendment 273
Gerben-Jan Gerbrandy
Proposal for a regulation
Recital 16
| Text proposed by the Commission | Amendment |
|---|---|
| (16) A vehicle label providing information that is relevant for zero-emission vehicles should be available to empower potential vehicle buyers to make informed purchase decisions. In addition, a vehicle label should be available not only for new passenger cars, but also for potential buyers of vans and second-hand vehicles, to ensure that potential buyers of those vehicles are also appropriately informed. | (16) A vehicle label providing information relevant to zero-emission vehicles shall be available to enable potential buyers to make informed purchase decisions. The labelling system shall move from a sole focus on CO₂ emissions towards the provision of energy efficiency information, in order to reflect the transition to electric mobility and to provide consumers with more meaningful and comparable data. The label shall apply not only to new passenger cars, but also to vans and second-hand vehicles, ensuring that all potential buyers are appropriately informed. |
Or. en
Amendment 274
Valentina Palmisano, Dario Tamburrano, Pasquale Tridico
Proposal for a regulation
Recital 16
| Text proposed by the Commission | Amendment |
|---|---|
| (16) A vehicle label providing information that is relevant for zero-emission vehicles should be available to empower potential vehicle buyers to make informed purchase decisions. In addition, a vehicle label should be available not only for new passenger cars, but also for potential buyers of vans and second-hand vehicles, to ensure that potential buyers of those vehicles are also appropriately informed. | (16) A vehicle label providing information that is relevant for zero-emission vehicles should be available to empower potential vehicle buyers to make informed purchase decisions. In addition, a vehicle label should be available not only for new passenger cars, but also for potential buyers of vans and second-hand vehicles, to ensure that potential buyers of those vehicles are also appropriately informed. The labelling system should be clear, user-friendly and based on sound scientific criteria, in order to enable consumers to make fully informed purchasing decisions and to promote vehicles with the lowest overall environmental footprint. |
Or. en
Amendment 275
Sigrid Friis
Proposal for a regulation
Recital 16 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (16a) Off-vehicle charging hybrid electric vehicles can only contribute effectively to the Union’s climate objectives where their regulatory CO2 emission values reflect their real-world performance. The utility factor used to determine the weighted CO2 emissions of such vehicles under the type-approval framework should therefore be regularly assessed by the Commission against real-world data, including data on actual electric driving shares, fuel consumption, electricity consumption and charging behaviour. Where type-approval values are found not to be representative of real-world performance, the Commission should adjust the relevant methodology and, where appropriate, apply correction factors to ensure the environmental integrity and effectiveness of this Regulation. |
Or. en
Justification
Plug-in hybrid vehicles are credited under the CO2 standards on the basis of type-approval values that depend heavily on the assumed electric driving share. If those assumptions do not reflect real-world use, the Regulation risks overestimating emissions reductions and weakening the transition to zero-emission mobility. Regularly assessing and updating the utility factor would ensure that regulatory values reflect actual vehicle performance, protect the integrity of the CO2 standards and maintain a fair competitive framework for manufacturers investing in genuine electrification.
Amendment 276
Michael Bloss
Proposal for a regulation
Recital 16 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (16a) The current rating system for vehicle emission classes fails to help consumers distinguish between different zero-emission models. The rating system should therefore be amended to differentiate models based on their overall efficiency. |
Or. en
Amendment 277
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider
Proposal for a regulation
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) The label for individual vehicles should include the most significant information from the certificate of conformity. It should also provide the opportunity to consumers to access additional information. In the future, as technical requirements, monitoring and reporting and available data evolve, additional information could for instance inform the customers about the performance of plug-in hybrid vehicles depending on behaviour of the user in terms of share of driving in electric mode. | deleted |
Or. en
Amendment 278
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
Proposal for a regulation
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) The label for individual vehicles should include the most significant information from the certificate of conformity. It should also provide the opportunity to consumers to access additional information. In the future, as technical requirements, monitoring and reporting and available data evolve, additional information could for instance inform the customers about the performance of plug-in hybrid vehicles depending on behaviour of the user in terms of share of driving in electric mode. | deleted |
Or. en
Amendment 279
Jonas Sjöstedt
Proposal for a regulation
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) The label for individual vehicles should include the most significant information from the certificate of conformity. It should also provide the opportunity to consumers to access additional information. In the future, as technical requirements, monitoring and reporting and available data evolve, additional information could for instance inform the customers about the performance of plug-in hybrid vehicles depending on behaviour of the user in terms of share of driving in electric mode. | (17) The label for individual vehicles should include the most significant information from the certificate of conformity. It should also provide the opportunity to consumers to access additional information, including real-world data collected from on-board fuel consumption meters (OBFCMs). In the future, as technical requirements, monitoring and reporting and available data evolve, additional information could for instance inform the customers about the performance of plug-in hybrid vehicles depending on behaviour of the user in terms of share of driving in electric mode. |
Or. en
Amendment 280
Michael Bloss
Proposal for a regulation
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) The label for individual vehicles should include the most significant information from the certificate of conformity. It should also provide the opportunity to consumers to access additional information. In the future, as technical requirements, monitoring and reporting and available data evolve, additional information could for instance inform the customers about the performance of plug-in hybrid vehicles depending on behaviour of the user in terms of share of driving in electric mode. | (17) The label for individual vehicles should include the most significant information from the certificate of conformity. It should also provide the opportunity to consumers to access additional information, including real-world data collected from on-board fuel consumption meters. In the future, as technical requirements, monitoring and reporting and available data evolve, additional information could for instance inform the customers about the performance of plug-in hybrid vehicles depending on behaviour of the user in terms of share of driving in electric mode. |
Or. en
Amendment 281
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Pietro Fiocchi, Sergio Berlato, Antonella Sberna, Sander Smit
Proposal for a regulation
Recital 17 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (17a) Off-vehicle charging hybrid electric vehicles (OVC-HEVs) can support the transition to zero-emission mobility by combining electric driving capability with combustion engine technology. They offer consumers a practical and flexible pathway towards electrification and remain relevant for certain use cases and global markets. Under Regulation (EU) 2024/1257, the CO2 emissions of OVC-HEVs are calculated using a utility factor. The 2025 revision increased the mileage parameters used in type-approval tests and foresees a further tightening from 2027. This would significantly raise type-approval CO2 values and reduce the contribution of OVC-HEVs to manufacturers’ compliance with the CO2 reduction targets under this Regulation. To ensure regulatory stability and preserve the contribution of OVC-HEVs to emission reductions, the utility factor applicable from 2027 onwards should be maintained through a direct amendment to Regulation (EU) 2024/1257, which is currently under revision under the Proposal for a Regulation as regards the simplification of technical requirements and testing procedures for motor vehicles, COM(2025) 993 final. |
Or. en
Justification
Tightening the Utility Factor at this stage would undermine a technology that continues to reduce CO2 emissions and support EU competitiveness. Higher type-approval CO2 values would reduce the compliance contribution of plug-in hybrid electric vehicles (PHEVs), weakening investments and export opportunities. Freezing the Utility Factor would provide regulatory stability, preserve consumer choice, and avoid penalising manufacturers for insufficient charging infrastructure.
Amendment 282
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider
Proposal for a regulation
Recital 20
| Text proposed by the Commission | Amendment |
|---|---|
| (20) Vehicle labelling requirements should be incorporated into Regulation (EU) 2019/631 in order to safeguard its consistent and harmonised application across the Union. | deleted |
Or. en
Amendment 283
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
Proposal for a regulation
Recital 20
| Text proposed by the Commission | Amendment |
|---|---|
| (20) Vehicle labelling requirements should be incorporated into Regulation (EU) 2019/631 in order to safeguard its consistent and harmonised application across the Union. | deleted |
Or. en
Amendment 284
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 20 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (20a) In order to ensure this Regulation effectively reflects energy efficiency progress in the real world and therefore guarantee the effectiveness and integrity of this Regulation, it is essential that the regulatory metrics precisely reflect real-world vehicle performance. The Commission should regularly assess the representative accuracy of type-approval values and adjust WLTP emission values by applying appropriate manufacturer-specific corrections. |
Or. en
Amendment 285
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 20 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (20b) Powered two- and three-wheeled vehicles and quadricycles (L-category vehicles) currently fall outside the scope of any CO2 emission reduction targets under Union law. The Commission should therefore review Regulation (EU) No 168/2013 with a view to introducing CO2 emission reduction targets for new L-category vehicles, in order to ensure a comprehensive and consistent approach to the decarbonisation of road transport across all vehicle categories. |
Or. en
Amendment 286
Michael Bloss
Proposal for a regulation
Recital 21
| Text proposed by the Commission | Amendment |
|---|---|
| (21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for steel to be considered low carbon and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. | (21) In order to amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. |
Or. en
Amendment 287
Jonas Sjöstedt
Proposal for a regulation
Recital 21
| Text proposed by the Commission | Amendment |
|---|---|
| (21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for steel to be considered low carbon and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. | (21) In order to amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. |
Or. en
Amendment 288
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 21
| Text proposed by the Commission | Amendment |
|---|---|
| (21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for steel to be considered low carbon and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. | (21) In order to set up methodologies for determining the criteria for social leasing schemes, for steel to be considered fossil-free and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. |
Or. en
Amendment 289
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Ondřej Knotek, Antonín Staněk, Jana Nagyová, Mélanie Disdier, Valérie Deloge, Catherine Griset, Viktória Ferenc
Proposal for a regulation
Recital 21
| Text proposed by the Commission | Amendment |
|---|---|
| (21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for steel to be considered low carbon and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. | (21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for materials to be considered low carbon and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. |
Or. fr
Amendment 290
Sigrid Friis
Proposal for a regulation
Recital 21
| Text proposed by the Commission | Amendment |
|---|---|
| (21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for steel to be considered low carbon and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. | (21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for steel to be considered fossil fuel-free and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. |
Or. en
Amendment 291
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
Proposal for a regulation
Recital 21
| Text proposed by the Commission | Amendment |
|---|---|
| (21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for steel to be considered low carbon and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. | (21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for materials to be considered low carbon and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. |
Or. en
Amendment 292
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
Proposal for a regulation
Recital 21
| Text proposed by the Commission | Amendment |
|---|---|
| (21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for steel to be considered low carbon and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. | (21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for materials to be considered low carbon and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. |
Or. en
Amendment 293
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Pietro Fiocchi, Sergio Berlato, Antonella Sberna, Sander Smit
Proposal for a regulation
Recital 21
| Text proposed by the Commission | Amendment |
|---|---|
| (21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for steel to be considered low carbon and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. | (21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for materials to be considered low carbon and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. |
Or. en
Justification
The proposal should not be limited to low-carbon steel alone, but should also encompass other strategically important advanced materials, including aluminium. Expanding the scope in this way would strengthen competition, reduce costs, enhance supply chain resilience, and accelerate decarbonisation across Europe’s industrial value chains.
Amendment 294
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
Proposal for a regulation
Recital 22
| Text proposed by the Commission | Amendment |
|---|---|
| (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits and the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. | deleted |
Or. en
Amendment 295
Michael Bloss
Proposal for a regulation
Recital 22
| Text proposed by the Commission | Amendment |
|---|---|
| (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits and the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. | (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. |
Or. en
Amendment 296
Jonas Sjöstedt
Proposal for a regulation
Recital 22
| Text proposed by the Commission | Amendment |
|---|---|
| (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits and the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. | (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. |
Or. en
Amendment 297
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Ondřej Knotek, Antonín Staněk, Jana Nagyová, Mélanie Disdier, Valérie Deloge, Catherine Griset, Viktória Ferenc
Proposal for a regulation
Recital 22
| Text proposed by the Commission | Amendment |
|---|---|
| (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits and the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. | (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon material credits and the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. |
Or. fr
Amendment 298
Sigrid Friis
Proposal for a regulation
Recital 22
| Text proposed by the Commission | Amendment |
|---|---|
| (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits and the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. | (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the fossil fuel-free steel credits and the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. |
Or. en
Amendment 299
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Pietro Fiocchi, Sergio Berlato, Antonella Sberna, Sander Smit
Proposal for a regulation
Recital 22
| Text proposed by the Commission | Amendment |
|---|---|
| (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits and the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. | (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon materials credits and the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. |
Or. en
Justification
The proposal should not be limited to low-carbon steel alone, but should also encompass other strategically important advanced materials, including aluminium. Expanding the scope in this way would strengthen competition, reduce costs, enhance supply chain resilience, and accelerate decarbonisation across Europe’s industrial value chains.
Amendment 300
Andreas Glück, Christine Singer
Proposal for a regulation
Recital 22
| Text proposed by the Commission | Amendment |
|---|---|
| (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits and the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. | (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon materials credits and the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. |
Or. en
Amendment 301
Thomas Pellerin-Carlin
Proposal for a regulation
Recital 22
| Text proposed by the Commission | Amendment |
|---|---|
| (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits and the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. | (22) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to establishing the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the fossil-free steel credits and the operational details of the product database for the vehicle labelling. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. |
Or. en
Amendment 302
Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Silvia Sardone
Proposal for a regulation
Recital 23
| Text proposed by the Commission | Amendment |
|---|---|
| (23) Since the objectives of this Regulation to provide vehicles manufacturers with additional flexibilities for their compliance while maintaining the level of ambition of the CO2 reduction targets, as well to harmonise and update vehicle labelling requirements, cannot be sufficiently achieved by the Member States, but can rather, by reason of the scale and effects of the action, 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 303
Michael Bloss
Proposal for a regulation
Recital 23
| Text proposed by the Commission | Amendment |
|---|---|
| (23) Since the objectives of this Regulation to provide vehicles manufacturers with additional flexibilities for their compliance while maintaining the level of ambition of the CO2 reduction targets, as well to harmonise and update vehicle labelling requirements, cannot be sufficiently achieved by the Member States, but can rather, by reason of the scale and effects of the action, 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. | (23) Since the objectives of this Regulation to maintain a clear and predictable regulatory framework to allow all actors across the zero-emission mobility supply chain to plan their investments, while providing vehicle manufacturers with limited flexibilities for their compliance while maintaining the level of ambition of the CO2 reduction targets, as well as to harmonise and update vehicle labelling requirements, cannot be sufficiently achieved by the Member States, but can rather, by reason of the scale and effects of the action, 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. |
Or. en
Amendment 304
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
Proposal for a regulation
Recital 23
| Text proposed by the Commission | Amendment |
|---|---|
| (23) Since the objectives of this Regulation to provide vehicles manufacturers with additional flexibilities for their compliance while maintaining the level of ambition of the CO2 reduction targets, as well to harmonise and update vehicle labelling requirements, cannot be sufficiently achieved by the Member States, but can rather, by reason of the scale and effects of the action, 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. | (23) Since the objectives of this Regulation to provide vehicle manufacturers with additional flexibilities for their compliance cannot be sufficiently achieved by the Member States, but can rather, by reason of the scale and effects of the action, 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. |
Or. en
Amendment 305
Jonas Sjöstedt
Proposal for a regulation
Recital 23
| Text proposed by the Commission | Amendment |
|---|---|
| (23) Since the objectives of this Regulation to provide vehicles manufacturers with additional flexibilities for their compliance while maintaining the level of ambition of the CO2 reduction targets, as well to harmonise and update vehicle labelling requirements, cannot be sufficiently achieved by the Member States, but can rather, by reason of the scale and effects of the action, 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. | (23) Since the objectives of this Regulation to maintaining the level of ambition of the CO2 reduction targets, while providing vehicle manufacturers with limited flexibilities for their compliance, as well as to harmonise and update vehicle labelling requirements, cannot be sufficiently achieved by the Member States, but can rather, by reason of the scale and effects of the action, 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. |
Or. en
Amendment 306
Kateřina Konečná
Proposal for a regulation
Recital 23 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (23a) 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 can bring them closer 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 provides for a further tightening of those tests in 2027. Such 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 laid down in this Regulation. In order to ensure regulatory stability and preserve the contribution of OVC-HEVs to emission reductions, the utility factor applicable from 2027 onwards should be maintained through a direct amendment to Regulation (EU) 2024/1257, currently under revision through the Automotive Omnibus COM (2025) 993. |
Or. en
Amendment 307
Pascal Canfin, Yvan Verougstraete
Proposal for a regulation
Recital 23 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (23a) The obligation to reduce CO2 emissions from new vehicles falls exclusively on manufacturers under this Regulation. However, the uptake of zero-emission vehicles depends not only on the efforts of manufacturers but also on the enabling public policies implemented by Member States, such as fiscal incentives, the availability and affordability of public charging infrastructure, the price of electricity, etc. Significant disparities in the deployment of zero-emission vehicles across Member States reflect differences in national policy ambition. Member States should therefore bear a shared responsibility for creating the market conditions necessary for manufacturers to comply with this Regulation. |
Or. en
Amendment 308
Pascal Canfin, Yvan Verougstraete, Sigrid Friis
Proposal for a regulation
Recital 23 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (23b) In order to ensure that the legal framework is science-based and provides clarity and predictability, it should be recalled that the second step of the revision of the utility factor applicable to plug-in hybrid electric vehicles, in accordance with Regulation (EU) 2025/1706, implementing Regulation (EU) 2024/1257 (Euro 7), will enter into force on 29 November 2027 for all new vehicles to better reflect real-world usage and emissions. |
Or. en
Amendment 309
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider
Proposal for a regulation
Article 1 – title
| Text proposed by the Commission | Amendment |
|---|---|
| Amendments to Regulation (EU) 2019/631 | Repeal of Regulation (EU) 2019/631 |
Or. en
Amendment 310
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider
Proposal for a regulation
Article 1 – paragraph 1 – introductory part
| Text proposed by the Commission | Amendment |
|---|---|
| Regulation (EU) 2019/631 is amended as follows: | Regulation (EU) 2019/631 is repealed. |
Or. en
Amendment 311
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – introductory part
| Text proposed by the Commission | Amendment |
|---|---|
| (1) Article 1 is amended as follows: | (1) Article 1 is replaced by the following: |
| 1. This Regulation establishes a market-driven and technology-neutral framework for the reduction of CO2 emissions from new passenger cars and light commercial vehicles. The framework shall not set mandatory fleet-wide emissions reduction targets for 2030, 2035 or any subsequent period. | |
| 2. Manufacturers shall retain full flexibility to determine the most appropriate compliance pathways in response to market demand, technological development, consumer preferences and industrial conditions. |
Or. en
Amendment 312
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point - a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point a
| Present text | Amendment |
|---|---|
| (-a) in paragraph 5, point (a) is replaced by the following: | |
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 55% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part A of Annex 1. | "(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 37,5% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part A of Annex 1." |
Or. en
(32019R0631)
Amendment 313
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (a) in paragraph 5, point (b) is replaced by the following: | deleted |
| ‘(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.;’ |
Or. en
Amendment 314
Jonas Sjöstedt
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (a) in paragraph 5, point (b) is replaced by the following: | deleted |
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; |
Or. en
Amendment 315
Anja Arndt, Marc Jongen, Volker Schnurrbusch
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I. | (b) for the average emissions of the new light commercial vehicles fleet, the EU fleet target currently applicable for the 2025-2029 period shall continue to apply from the 2030 calendar year. It is out of the question for this target to be made any lower until an independent impact assessment proves that a lower target is possible without considerable adverse consequences for tradespeople, small and medium-sized enterprises, logistics, agriculture, consumer prices, employment and industrial value creation in the Union. |
Or. de
Justification
The proposal transposes the political guidance into a clear normative structure, blocking not only the Commission’s proposed reduction for vans but also challenging the reduction in the post-2030 passenger car targets, laid down in the current legislation. This wording steers clear of the contentious claim that there is only one ‘current limit’ and focuses instead on the currently applicable 2025-2029 fleet targets, thus enhancing legal certainty and political consistency.
Amendment 316
Kateřina Konečná
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – para 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 35 % reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I. ; |
Or. en
Amendment 317
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 30% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.”; |
Or. en
Justification
The current market uptake of low- and zero emission vehicles is far from expectations and market situation. Especially small SMEs suffer from lack of infrastructure and high electricity prices for charging electrified vans. Current framework conditions do not reflect specificities of the vans market (focus on maximum use - often 24/7, maximum payload and lowest total costs of ownership). This is reflected in purchase behaviour of the businesses.
Amendment 318
Heléne Fritzon
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 50% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; |
Or. en
Amendment 319
Viktória Ferenc
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 30% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; |
Or. en
Amendment 320
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 30% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; |
Or. en
Justification
The current uptake of low- and zero-emission vehicles remains significantly below policy expectations, demonstrating a growing disconnect between regulatory assumptions and market realities. SMEs continue to face major obstacles to adoption, including inadequate charging infrastructure, limited grid capacity, and persistently high electricity prices, all of which undermine operational viability and investment confidence. The existing framework also fails to reflect the specific operational demands of vans, which are frequently used intensively and continuously, while requiring maximum payload capacity and the lowest possible total cost of ownership. These practical constraints are not theoretical; they are decisive factors in real-world business purchasing decisions and must be properly recognised in legislation.
Amendment 321
Andreas Glück, Jan-Christoph Oetjen, Olivier Chastel
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 30% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; |
Or. en
Justification
Insufficient charging infrastructure and other persistent barriers have kept the adoption of low- and zero-emission vans well below expectations. This particularly impacts SMEs, whose business models require high vehicle utilization, optimized payloads, and strict cost-efficiency. Adjusting the 2030 target for vans to 30% aligns with current market realities, offering a more realistic, economically viable transition that safeguards competitiveness.
Amendment 322
Thomas Pellerin-Carlin
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 45% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; |
Or. en
Amendment 323
Flavio Tosi, Letizia Moratti
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 30% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; |
Or. en
Amendment 324
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1– paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 31% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; |
Or. en
Justification
Level of the Pre-Green-Deal period, as it was defined in Regulation (EU) 2019/631
Amendment 325
Jorge Buxadé Villalba, Antonín Staněk
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (b a) manufacturers which accomplish the non-binding recommendations set out in paragraph 5, point (b), shall be exempt from all obligations under Directive 2003/87/EC. |
Or. en
Amendment 326
Sigrid Friis
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 45% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; |
Or. en
Justification
The 2030 target is a crucial investment signal for zero-emission vans and the wider European electrification value chain. Lowering the target substantially will slow down the market for affordable zero-emission light commercial vehicles, weaken certainty for charging, battery and component investments already made in the Union, and risk leaving European manufacturers behind global competitors, in particular China. Targeted flexibilities should address short-term compliance challenges without weakening the overall direction of travel.
Amendment 327
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Ondřej Knotek, Antonín Staněk, Jana Nagyová, Mélanie Disdier, Valérie Deloge, Catherine Griset
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 30% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; |
Or. fr
Amendment 328
Michael Bloss
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 45% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; |
Or. en
Amendment 329
Jorge Buxadé Villalba, Antonín Staněk
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide non-binding target recommendation equal to a reduction of between 10% and 40% of the 2021 target; |
Or. en
Amendment 330
Anja Arndt, Marc Jongen
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (b) paragraph 5a is replaced by the following: | deleted |
| “From 1 January 2035, the following EU fleet-wide targets shall apply: | |
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | |
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.”; |
Or. de
Justification
In practice, a tailpipe target of 0 or close to 0g is tantamount to excluding combustion engines from the new car market. Europe has considerable industrial prowess when it comes to combustion engines, hybrid systems, propulsion control, after-treatment systems, precision manufacturing and supply chains. A legally sound justification should not be based on a scientific re-evaluation of CO2, but rooted in proportionality, competitiveness, consumer freedom and technological openness.
Amendment 331
Jonas Sjöstedt
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a
| Text proposed by the Commission | Amendment |
|---|---|
| (b) paragraph 5 a is replaced by the following: | deleted |
| ‘From 1 January 2035, the following EU fleet-wide targets shall apply: | |
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | |
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.;’ |
Or. en
Amendment 332
Jacek Ozdoba
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a
| Present text | Amendment |
|---|---|
| 5 a. From 1 January 2035, the following EU fleet-wide targets shall apply: (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I. | b) paragraph 5 a is deleted |
Or. en
Justification
No emissions reduction targets should be set for new passenger cars and new light commercial vehicles for 2035, in order to ensure technological neutrality and to provide sufficient flexibility for the European automotive industry in light of ongoing economic and industrial challenges.
(32019R0631)
Amendment 333
Jacek Ozdoba
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation 2019/631
Article 1 – paragraph 5 a
| Text proposed by the Commission | Amendment |
|---|---|
| (b) paragraph 5 a is replaced by the following: | deleted |
| ‘From 1 January 2035, the following EU fleet-wide targets shall apply: | |
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | |
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.;’ |
Or. en
Justification
Article 1 paragraph 5 a in the Regulation 2019/631 should be deleted. In order to preserve the competitiveness of the European automotive industry, protect and maintain jobs across the Union in this sector, the Union legislation should not impose strict and unfeasible deadlines related to the reduction of emissions from new passenger cars and light commercial vehicles. The ban on the sale of the internal combustion engines should be fully deleted in order to allow for necessary flexibilities for the automotive sector to restore its competitiveness at the global stage. Therefore, there should be no targets for the emissions reduction from this sector for 2035.
Amendment 334
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a
| Text proposed by the Commission | Amendment |
|---|---|
| (b) paragraph 5 a is replaced by the following: | deleted |
| ‘From 1 January 2035, the following EU fleet-wide targets shall apply: | |
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | |
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.;’ |
Or. en
Amendment 335
Jorge Buxadé Villalba, Antonín Staněk
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – Introductory sentence
| Text proposed by the Commission | Amendment |
|---|---|
| From 1 January 2035, the following EU fleet-wide targets shall apply: | From 1 January 2035, the following EU fleet-wide non-binding targets shall be recommended to manufacturers: |
Or. en
Amendment 336
Jonas Sjöstedt
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | deleted |
Or. en
Amendment 337
Jorge Buxadé Villalba, Antonín Staněk
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a reduction of between 20% and 70% of the 2021 target; |
Or. en
Amendment 338
Martin Günther
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 100% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; |
Or. en
Amendment 339
Michael Bloss
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 100% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; |
Or. en
Amendment 340
Viktória Ferenc
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to an 80% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; |
Or. en
Amendment 341
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 80% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; |
Or. en
Amendment 342
Sigrid Friis
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 93% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; |
| (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) |
Or. en
Justification
A 93% target maintains a clear and credible pathway towards zero-emission mobility while allowing a strictly limited 7% compensation mechanism for European fossil fuel-free steel. This better protects the electrification signal, consumer affordability, energy security and the competitiveness of the European EV value chain than a 90% target with broader fuel-based flexibilities.
Amendment 343
Peter Liese, Dennis Radtke
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; |
Or. en
Justification
Alignmentwith the intention of the proposal as set out in Recital 9: to reduce the fleettargets from 100% to 90% PROVIDED that the remaining 10% emissions arecompensated by the use of made in the EU low-carbon steel credits orsustainable renewable fuel credits.
Amendment 344
Heléne Fritzon
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 95% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; |
Or. en
Amendment 345
Thomas Pellerin-Carlin
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 95% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; |
Or. en
Amendment 346
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 80% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; |
Or. en
Justification
A 2035 CO2 reduction target of 80% for passenger cars would provide a more realistic and socially sustainable pathway for the transition. Combined with greater use of renewable fuels and a stronger Renewable Energy Directive III target, it would support emissions reductions across both new and existing fleets. By 2035, many Member States are still expected to remain below a 15% battery electric vehicle share, while charging infrastructure and affordable access will remain uneven across Europe. A 100% target risks higher vehicle costs, slower fleet renewal, ageing vehicles and reduced public support for the transition. An 80% target would preserve competitiveness, consumer choice and social acceptance while maintaining a credible decarbonisation trajectory.
Amendment 347
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; |
Or. en
Amendment 348
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Mélanie Disdier, Valérie Deloge, Catherine Griset
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 80% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; |
Or. fr
Amendment 349
Jessica Polfjärd, Ingeborg Ter Laak
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 1 – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 95% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; |
Or. en
Amendment 350
Flavio Tosi, Letizia Moratti
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a
| Text proposed by the Commission | Amendment |
|---|---|
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 80% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; |
Or. en
Amendment 351
Jorge Buxadé Villalba, Antonín Staněk
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point a a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (aa) manufacturers, which accomplish the non-binding recommendations set out in paragraph 5 a, point (a), shall be exempt from all obligations under Directive 2003/87/EC; |
Or. en
Amendment 352
Jonas Sjöstedt
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; | deleted |
Or. en
Amendment 353
Peter Liese, Dennis Radtke
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I. |
| The remaining 10% of the 2021 baseline shall be compensated by the use of credits for made in the EU low-carbon steel used in vehicle production of 7% and credits for sustainable renewable fuels placed on the market of 3% as laid down in Articles 5 a and 5b of this Regulation. Such credits shall not affect the calculation of the fleet-wide targets set out in points (a) and (b).”; |
Or. en
Justification
Alignmentwith the intention of the proposal as set out in Recital 9: to reduce the fleettargets from 100% to 90% PROVIDED that the remaining 10% emissions arecompensated by the use of made in the EU low-carbon steel credits orsustainable renewable fuel credits.
Amendment 354
Jorge Buxadé Villalba, Antonín Staněk
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a – point b
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a reduction of between 20% and 70% of the 2021 target; |
Or. en