opinion parliamentary committee draft, 20 May 2026
On the proposal for a regulation of the European Parliament and of the Council 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 ITRE-PA-788861 · (COM(2025)0995 – C100355/2025 – 2025/0420(COD))
Committee on Industry, Research and Energy · Rapporteur: Matej Tonin
AI:In short
The Committee on Industry, Research and Energy's rapporteur proposes targeted amendments to the Commission's proposal amending Regulation (EU) 2019/631 on CO2 emission performance standards for new cars and vans. The draft adjusts the 2030 van target to 30% and the 2035 van target to 80%, keeps the 2030 car target and sets the 2035 car target at 90%. It makes fuel credits and low-carbon material credits available from entry into force, extends eligible materials beyond steel, and recognises vehicles running exclusively on eligible fuels as zero-emission. It introduces five-year averaging periods, strengthens super-credits for small cars and vans, and calls for the utility factor for plug-in hybrids to be maintained. It links the definitions of 'made in the EU' and 'low-carbon steel' to the Industrial Accelerator Act rather than setting them in this Regulation.
Position. The rapporteur proposes several targeted amendments: adjust the 2030 and 2035 targets, extend averaging periods, strengthen super-credits, make fuel and low-carbon material credits available from entry into force, recognise VEEF as zero-emission, and link 'made in the EU' and 'low-carbon steel' definitions to the Industrial Accelerator Act.
Key points
- The rapporteur proposes targeted amendments to the Commission's CO2 standards proposal, with further amendments possible at the amendment phase.
- Fuel credits and low-carbon material credits should count towards emission targets and apply from entry into force of the Regulation, not only after 2035.
- Eligible credits should be extended beyond low-carbon steel to materials such as aluminium and plastics, starting with recognition of steel as soon as possible.
- Eligible fuels should cover all fuels defined in Directive (EU) 2018/2001 meeting its sustainability criteria.
- Vehicles running exclusively on eligible fuels (VEEF) should be classified as zero-emission vehicles for the purposes of the Regulation.
- The 2030 van target should be 30% and the 2035 van target 80%; the car target stays for 2030 and is set at 90% for 2035.
- Averaging periods should be extended: five years for cars in 2028-2032 and five-year periods for vans in 2025-2029 and 2030-2034.
- Super-credits for small zero-emission cars and vans should be strengthened and extended, with cars counted as 1.5 vehicles and vans as 1.5 or 1.2 vehicles.
- The utility factor for plug-in hybrids and range extenders should be maintained at its current level.
- The definitions of 'made in the EU' and 'low-carbon steel' should be set out in the Industrial Accelerator Act, not pre-empted in this Regulation.
- The cap on fuel credits should be raised to 10% and the cap on low-carbon material credits set at 7% of the manufacturer's 2021 specific emissions reference target.
- Restrictions on pooling for fuel credits and low-carbon material credits should be deleted.
Who is affected
- Vehicle manufacturers, who gain flexibility through credits, extended averaging and super-credits.
- Light commercial vehicle makers and small and medium-sized enterprises, for which the 2030 and 2035 van targets are lowered.
- Suppliers of low-carbon materials such as steel, aluminium and plastics, whose credits are extended.
- Producers of sustainable renewable fuels, whose credits apply from entry into force.
- Member States, which must record and transmit data on zero-emission vehicles of categories M1 and N1.
Figures and deadlines
- 2030 van target: 30% reduction.
- 2035 van target: 80% reduction.
- 2035 car target: 90% reduction.
- Fuel credits cap: 10% of the manufacturer's 2021 specific emissions reference target.
- Low-carbon material credits cap: 7% of the manufacturer's 2021 specific emissions reference target.
- Super-credit multiplier for small electric cars: 1.5 vehicles.
- Super-credit multiplier for small electric vans: 1.5 vehicles; other N1 zero-emission vehicles: 1.2 vehicles.
- Excess emissions premium: EUR 95 per gram per kilometre per newly registered vehicle.
Written by AI from the full text · every figure comes from the text · ¶ opens the paragraph · 25 Sept 2026 · Report a problem
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Short justification 472 paragraphs
As part of the Automotive Package, the European Commission proposed a revision of the CO2 emission standards for cars and vans regulation to support the automotive sector’s efforts in the transition to clean mobility. It represents an important part of the Union’s policy framework to achieve climate neutrality by 2050, as enshrined in the Climate Law.
The rapporteur considers that the transition towards zero-emission mobility is taking place under evolving market and technological conditions, which require a careful calibration of the regulatory framework. It is therefore necessary to provide appropriate conditions for the automotive industry to efficiently reach the emission reduction targets while preserving jobs, strengthening its competitiveness and providing investment certainty.
The rapporteur therefore proposes several targeted amendments in his report. Further amendments might follow at the amendment phase as work progresses.
Technological neutrality and decarbonisation pathways
The rapporteur considers that technological neutrality must be given concrete effect in the Regulation. The Commission proposal introduces for the first time credits for renewable fuels and low-carbon steel, but limits their use to the period after 2035. The rapporteur considers these mechanisms should count towards achieving the emission targets and apply from the entry into force of the Regulation, in order to incentivise investment without delay and to avoid creating an unnecessary regulatory imbalance between different decarbonisation pathways. Additionally, the rapporteur considers that the scope of eligible credits should be extended beyond low-carbon steel to include materials such as aluminium and plastics. This would enable a more accurate reflection of embedded vehicle emissions, 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. Recognising such materials, starting with the recognition of steel as soon as possible, would strengthen incentives for innovation and investment across the automotive value chain.
The Renewable Energy Directive remains the main reference and most appropriate policy framework for determining and governing sustainable fuel feedstocks, since it sets binding sustainability criteria while defining at the same time limits for other feedstock categories. It is therefore appropriate to extend the definition of eligible fuels to cover all RED compliant fuels.
The rapporteur further proposes to recognise vehicles running exclusively on eligible fuels (VEEF). In the absence of a life-cycle-based emissions accounting framework under the CO₂ standards Regulation, such vehicles should be recognised as zero-emission vehicles for the purpose of this Regulation, provided that certain criteria are met. This would set these vehicles on an equal footing with battery-electric vehicles, thus extending the available drivetrain options for the reduction of CO2 emissions. This is necessary to ensure that sustainable renewable fuels can contribute in a robust and verifiable manner to the decarbonisation of road transport.
Targets and averaging mechanism
The rapporteur considers that the targets set for 2030 and 2035 should be adjusted to better align with current market realities. The uptake of low- and zero-emission vehicles remains uneven and is affected by infrastructure gaps and affordability concerns. These challenges are particularly relevant for light commercial vehicles, which are often used intensively, have specific payload requirements and are purchased primarily based on total cost of ownership. For this reason, the rapporteur proposes a differentiated approach between passenger cars and light commercial vehicles. The report reflects this with an adjustment of the light commercial vehicles target for 2030 to 30 % and for 2035 to 80%. The reduction targets for passenger cars are maintained for 2030 and set at 90% for 2035.
Furthermore, the rapporteur considers that compliance flexibility is essential during the transition. The report therefore proposes extended averaging periods, including a five-year averaging period for passenger cars for 2028–2032 and five-year periods for vans for 2025–2029 and 2030–2034. Such averaging better reflects market fluctuations, investment cycles and uneven demand across Member States, without changing the overall direction of travel.
Super-credits
The rapporteur considers that super-credits can play a useful role in supporting the production of small zero-emission vehicles. The report therefore proposes to strengthen and extend the super-credit mechanism for small passenger cars and vans. These targeted incentives through super-credits should be enhanced to help push for a rapid ramp-up of these vehicles currently missing from customer choice.
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A future for the Hybrid Technology in Europe
The rapporteur considers that plug-in hybrid technologies and range extenders have a role to play in the transition and therefore considers that the utility factor should be part of the discussion when shaping legislation on the future of the automotive sector. The report therefore includes a clear call for the utility factor to be maintained at its current level to avoid prematurely weakening a technology, which can contribute to emissions reductions while supporting European industrial capacity and employment.
Link to the Industrial Accelerator Act
The Commission proposal introduces the concept of an undefined “made in the EU” and “low carbon steel” provisions. These can clearly be read as being linked to the Industrial Accelerator Act (IAA) where these provisions are being addressed in more detail but remain to be addressed by co-legislators. The rapporteur suggests to not pre-empt the upcoming political and complex discussions and therefore introduces a clean link to the IAA. These references will have to be readdressed at a later stage to ensure coherence between the two pieces of legislation.
AMENDMENTS
The Committee on Industry, Research and Energy submits the following to the Committee on Industry, Research and Energy, as the committee responsible:
Amendment 1
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, inter alia, to support and strengthen the competitiveness and resilience of European industry, to ensure transition pathways based on cost-effective, safe and scalable technologies, to place greater emphasis on a just transition, to ensure fair competition with international partners, and to accelerate the decarbonisation of the energy system through all zero- and low-carbon energy solutions. |
Or. en
Amendment 2
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 are 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. |
Or. en
Amendment 3
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 and vans 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 and vans 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
Amendment 4
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 vehicle manufacturers’ transition to zero-emission mobility and transport. For this reason, they should apply from the date of entry into force of this Regulation to both passenger cars and light commercial vehicles. |
Or. en
Amendment 5
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 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 6
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. For light-commercial vehicles the fleet-wide emission reduction targets as from 2035 is reduced from 100% to 80%. From the entry into force of this Regulation, vehicle manufacturers may use sustainable renewable fuels credits and low-carbon material credits to reach their respective CO2 reduction targets. |
Or. en
Amendment 7
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 may reach their respective CO2 emissions reduction targets through the contribution of up to 10% eligible fuel credits and up to 7 % for low-carbon materials credits of the manufacturer specific reference target of 2021 as from the entry into force of this Regulation. |
Or. en
Amendment 8
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 this 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 this category would foster innovation while reinforcing both competitiveness and sustainability in the Union. |
Or. en
Amendment 9
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 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 10
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 low-carbon materials, it is appropriate to incentivise the use of low-carbon materials such as steel in vehicle production to create lead-markets. Expanding eligible credits beyond low-carbon steel to include materials such as aluminium and plastics would enable a more accurate reflection of embedded vehicle emissions, 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. Recognising such materials, starting with the recognition of steel as soon as possible, would strengthen incentives for innovation and investment across the automotive value chain. Therefore, vehicle manufacturers should be able to make use of made in the EU low-carbon material credits from the entry into force of this Regulation and have them contribute to the achievement of their specific CO2 reduction targets. The definition and methodology for “made in the Union” and “low-carbon steel” should be established under the IAA as a priority and should not delay the entry into force of the low-carbon materials provisions. Additionally, the Commission should be empowered to adopt delegated acts to define and operationalise criteria for other materials. |
Or. en
Amendment 11
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 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 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 by amending Regulation (EU) 2024/1257. |
Or. en
Amendment 12
Proposal for a regulation
Recital 13 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (13b) It is essential to maintain the Union’s objective of achieving climate neutrality by 2050 across all sectors of the economy, while ensuring that European industry remains globally competitive and continues to provide high-quality jobs, growth and prosperity within the Union. In this context, the use of market-based compensation measures plays a fundamental role in ensuring that greenhouse gas emission reductions are achieved in the most cost-effective manner, while supporting industrial competitiveness and an efficient transition towards climate neutrality. |
Or. en
Amendment 13
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 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 14
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 15
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 uptake of low- and zero-emission vans remains significantly below expectations due to persistent barriers, including insufficient charging infrastructure. SMEs are particularly affected, as their operational models depend on high vehicle utilisation rates, payload optimisation and strict cost-efficiency considerations. Adjusting the 2030 target for vans to 30% ensures a more realistic and economically viable transition pathway, aligned with actual market realities while safeguarding competitiveness.
Amendment 16
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5a – 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 80% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; |
Or. en
Justification
The proposed 90% target for vans in 2035 is overly stringent and does not reflect technological readiness nor market constraints. Lowering it to 80% ensures a gradual and economically sustainable transition, safeguards investment capacity, industrial competitiveness and jobs. Vans face specific constraints, including high utilisation, payload needs and cost sensitivity, requiring a more realistic target.
Amendment 17
Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a
Regulation (EU) 2019/631
Article 2 – paragraph 1 – point b
| Text proposed by the Commission | Amendment |
|---|---|
| in the case of zero-emission vehicles of category N they shall, 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 light commercial vehicles falling within the scope of this Regulation if the reference mass minus the mass of the energy storage system does not exceed 2840 kg.; | in the case of zero-emission vehicles of category N they shall, 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 light commercial vehicles falling within the scope of this Regulation if the technically permissible maximum laden mass (TPMLM) does not exceed 4250 kg.” |
Or. en
Justification
Due to the weight of onboard energy storage, some battery electric vans exceed 3.5 tonnes and thus risk falling outside the scope of this Regulation, despite them being equivalent to ICE counterparts in design and use. Recent changes to the Driving License Directive (2006/126/EC) allow such vehicles up to 4.25 tonnes to be driven with a category B license. This amendment ensures regulatory coherence and proper recognition of these vehicles within this framework.
Amendment 18
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point b – introductory part
Regulation (EU) 2019/631
Article 3 – paragraph 1
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the following points (n) to (r) are added: | (b) the following points (n), (na), (nb), (o), (p), (q), (r) are added: |
Or. en
Justification
New definitions added. Linguistic change.
Amendment 19
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point b
Regulation (EU) 2019/631
Article 3 – paragraph 1 – point n
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle either with tailpipe emissions of 0 g CO₂/km as determined in accordance with the applicable EU type-approval procedure or running exclusively on eligible fuels (VEEF) in accordance with Article 4(4); |
Or. en
Justification
The current framework fails to recognise the full decarbonisation potential of renewable fuels. Introducing a category for vehicles running exclusively on eligible fuels ensures technological neutrality and a level playing field with battery-electric vehicles. It strengthens Europe’s industrial base, diversifies the available power train solutions, supports existing value chains and offers a cost-efficient pathway, particularly for SMEs, while safeguarding jobs and ensuring a pragmatic transition to climate neutrality.
Amendment 20
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point b
Regulation (EU) 2019/631
Article 3 – paragraph 1 – point n a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (na) 'Vehicle running exclusively on eligible fuels' (VEEF) means a passenger car or a light commercial vehicle running exclusively on eligible fuels over its lifetime; |
Or. en
Justification
The current framework fails to recognise the full decarbonisation potential of renewable fuels. Introducing a category for vehicles running exclusively on eligible fuels ensures technological neutrality and a level playing field with battery-electric vehicles. It strengthens Europe’s industrial base, diversifies the available power train solutions, supports existing value chains and offers a cost-efficient pathway, particularly for SMEs, while safeguarding jobs and ensuring a pragmatic transition to climate neutrality. Therefore, VEEF should be recognised as zero-emission vehicles for the purpose of manufacturers compliance with CO2 emissions, setting this class on an equal footing with battery-electric vehicles.
Amendment 21
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point b
Regulation (EU) 2019/631
Article 3 – paragraph 1 – point n b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (nb) 'Eligible fuels' means all fuels defined in Directive (EU) 2018/2001 of the European Parliament and of the Council, meeting the sustainability criteria of that Directive. |
Or. en
Justification
Eligible fuels are defined in accordance with the Renewable Energy Directive and its sustainability criteria. The approach guarantees legal coherence across EU legislation, prevents regulatory fragmentation and establishes a clear, transparent and technology-neutral framework for the use of sustainable fuels.
Amendment 22
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point a
Regulation (EU) 2019/631
Article 4 – paragraph 1 – point c
| Text proposed by the Commission | Amendment |
|---|---|
| In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in with Article 5b.; | In addition, from the entry into force of this Regulation, a manufacturer may use its fuel credits as referred to in Article 5a, and its low-carbon material credits as referred to in with Article 5b, to count them towards achieving its average specific emissions of CO2.; |
Or. en
Justification
The conditionality proposed by the Commission should be replaced by an optionality-based approach. This would provide manufacturers with several pathways to achieve the 90% target. They may either comply directly with the target or alternatively make use of fuel credits or low-carbon material credits. This ensures greater flexibility, cost-efficiency and technological neutrality while maintaining the overall climate ambition.
Amendment 23
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point b
Regulation (EU) 2019/631
Article 4 – paragraph 1a – subparagraph 1
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2028 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. |
Or. en
Justification
Averaging is an established mechanism to reflect market developments at this critical stage of the e-mobility ramp-up. The 3-year averaging should be adapted for vans and complemented for passenger cars, reflecting the different market realities of both segments. For vans, a 5-year averaging period should apply for 2025–2029 and 2030–2034, providing the necessary flexibility and better reflecting market fluctuations. For passenger cars, a 5-year averaging period covering 2028–2032 should be introduced, ensuring the achievability of the -55% target.
Amendment 24
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point b
Regulation (EU) 2019/631
Article 4 – paragraph 1a – subparagraph 2
| Text proposed by the Commission | Amendment |
|---|---|
| Those average specific emissions of CO2 shall be calculated as the average over the period concerned of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. | Those average specific emissions of CO2 shall be calculated as the average over the period concerned of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles of category M for the manufacturer in each calendar year. |
Or. en
Justification
Averaging is an established mechanism to reflect market developments at this critical stage of the e-mobility ramp-up. The 3-year averaging should be adapted for vans and complemented for passenger cars, reflecting the different market realities of both segments. For vans, a 5-year averaging period should apply for 2025–2029 and 2030–2034, providing the necessary flexibility and better reflecting market fluctuations. For passenger cars, a 5-year averaging period covering 2028–2032 should be introduced, ensuring the achievability of the -55% target.
Amendment 25
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point b
Regulation (EU) 2019/631
Article 4 – paragraph 1a – subparagraph 3
| Text proposed by the Commission | Amendment |
|---|---|
| The specific emissions target shall be calculated as the average over the period concerned of the annual specific emissions targets determined in accordance with point 6.3 of Part A or Part B of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. | The specific emissions target shall be calculated as the average over the period concerned of the annual specific emissions targets determined in accordance with point 6.3 of Part A of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. |
Or. en
Justification
Averaging is an established mechanism to reflect market developments at this critical stage of the e-mobility ramp-up. The 3-year averaging should be adapted for vans and complemented for passenger cars, reflecting the different market realities of both segments. For vans, a 5-year averaging period should apply for 2025–2029 and 2030–2034, providing the necessary flexibility and better reflecting market fluctuations. For passenger cars, a 5-year averaging period covering 2028–2032 should be introduced, ensuring the achievability of the -55% target.
Amendment 26
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point b
Regulation (EU) 2019/631
Article 4 – paragraph 1a a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the five-year period comprising the calendar years 2025 to 2029 and for the five-year period comprising the calendar years 2030 to 2034, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over that period do not exceed its specific emissions target over that period. Those average specific emissions of CO2 shall be calculated as the average over the five-year period of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles of category N for the manufacturer in each calendar year. The specific emissions target shall be calculated in accordance with point 6.3 of Part B of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year.; |
Or. en
Justification
Averaging is an established mechanism to reflect market developments at this critical stage of the e-mobility ramp-up. The 3-year averaging should be adapted for vans and complemented for passenger cars, reflecting the different market realities of both segments. For vans, a 5-year averaging period should apply for 2025–2029 and 2030–2034, providing the necessary flexibility and better reflecting market fluctuations. For passenger cars, a 5-year averaging period covering 2028–2032 should be introduced, ensuring the achievability of the -55% target.
Amendment 27
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point b a (new)
Regulation (EU) 2019/631
Article 4 – paragraph 3 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (ba) the following paragraph is added: | |
| "3a. The specific emissions of vehicles powered exclusively by eligible fuels, as defined in Article 3 - point ra (new), are considered zero for the purpose of this Regulation. | |
| Six months after the entry into force of this Regulation, in accordance with Articles 5 and 15 of Regulation (EU) 2024/1257 on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7), the Commission shall adopt a delegated act introducing an additional option to implement the rules for the type approval of such vehicles. | |
| The delegated act referred to in this paragraph shall lay down the following: | |
| (a) a proper set of monitoring methodologies which are suitable for both liquid and gaseous fuels; | |
| (b) a pragmatic and flexible inducement system, that does not introduce any safety risk for the final user; | |
| (c) rules for vehicles travelling outside the Union and in cross-border transport. | |
| Accordingly, the Commission shall, six months after the entry into force of this Regulation, integrate this into the Certificate of Conformity by amending Regulation (EU) 2020/683 of the European Parliament and of the Council by means of an implementing act." |
Or. en
Justification
In order to ensure a level playing field between battery electric vehicles (BEVs) and vehicles running exclusively on eligible fuels (VEEFs), VEEFs should be recognised as zero-emission for the purposes of the Regulation. To operationalise this new category, the Commission should be empowered to adopt delegated acts establishing the necessary framework conditions for its effective functioning. This will ensure that VEEFs are strictly limited to the use of eligible fuels and that the category is implemented in a robust and workable manner, consistent with its intended purpose.
Amendment 28
Proposal for a regulation
Article 1 – paragraph 1 – point 5
Regulation (EU) 2019/631
Article 5 – paragraph 1
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. For the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.5 vehicles. |
Or. en
Justification
To ensure long-term investment certainty and stimulate the development of small electric vehicles, the credit should be extended beyond 2034 and strengthened. This would enhance the business case for this segment and provide a clear incentive for manufacturers, many of whom have so far been unable to invest due to the comparatively high production costs of small electric vehicles. The definition and the related methodology for determining eligibility under the “made in the EU” criteria should be set out in the Industry Accelerator Act (IAA).
Amendment 29
Proposal for a regulation
Article 1 – paragraph 1 – point 5
Regulation (EU) 2019/631
Article 5 – paragraph 1 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| 1a. For the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category N1 identified as small electric vehicle in line with point 2.4.1 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.5 vehicles. |
Or. en
Justification
As the market uptake of small zero-emission vans is even more limited than for small electric vehicles, it is appropriate to introduce super-credits to incentivise the market deployment of N1 vehicles. To further support industrial production within the EU, a dedicated super-credit should be established for “made in EU” vehicles. The definition and the related methodology for determining eligibility under the “made in the EU” criterion should be set out in the IAA. A corresponding amendment to create this vehicle class will be tabled to the Automotive Omnibus currently under review by co-legislators.
Amendment 30
Proposal for a regulation
Article 1 – paragraph 1 – point 5
Regulation (EU) 2019/631
Article 5 – paragraph 1 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| 1b. For the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category N1 shall be counted as 1.2 vehicles. |
Or. en
Justification
As the market uptake of small zero-emission vans is even more limited than for small electric vehicles, it is appropriate to introduce super-credits to incentivise the market deployment of N1 vehicles.
Amendment 31
Proposal for a regulation
Article 1 – paragraph 1 – point 5
Regulation (EU) 2019/631
Article 5 – paragraph 2
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 whether or not it is identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. | 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 and N1 whether or not it is identified as small electric vehicle in line with point 2.4 and 2.4.1 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. |
Or. en
Justification
Technical adaptation to ensure that N1 super-credits are properly reflected in the reporting system and that eligible vehicles are correctly identified.
Amendment 32
Proposal for a regulation
Article 1 – paragraph 1 – point 5
Regulation (EU) 2019/631
Article 5 – paragraph 3
| Text proposed by the Commission | Amendment |
|---|---|
| 3. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the criteria for a car to be considered ‘made in the EU ’. | 3. The definition and its related methodology for determining the criteria for a vehicle to be considered “made in the EU” are set out in Regulation (EU) …/… (Regulation establishing a framework of measures for the acceleration of industrial capacity and decarbonisation in strategic sectors [2026/0068 (COD)]). |
Or. en
Justification
The current empowerment is legally not sound. Therefore, the definition and the related methodology for determining eligibility under the “made in the EU” criteria should be set out in the IAA.
Amendment 33
Proposal for a regulation
Article 1 – paragraph 1 – point 5
Regulation (EU) 2019/631
Article 5 – paragraph 4
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
Or. en
Amendment 34
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 5a – paragraph 1
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. From the date of entry into force of this Regulation, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29, 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. The quantity of eligible fuels used for the calculation of fuel credits shall be reduced by the amount of eligible fuels consumed, in the relevant year, by vehicles running exclusively on eligible fuels as defined in Article 3 - point n (n a) – (new). |
Or. en
Justification
Delaying fuel credits until 2035 would not provide a meaningful incentive for early uptake of sustainable renewable fuels. To ensure a credible investment signal and support market deployment of these decarbonising fuels, the mechanism should apply from the entry into force of the Regulation. This is particularly important given that compliance, under the current proposal, is based on data from the calendar year two years prior to the target year, or the most recent available data. Eligible fuels are defined in accordance with the Renewable Energy Directive and its sustainability criteria. This ensures that all fuels falling under Articles 29, 29a and 31 are eligible for accounting under the new VEEF category. In order to prevent double counting of fuels under the proposed VEEF category and under the fuel credits, the amount of fuels needs to be reduced by the amount of fuel used by VEEFs.
Amendment 35
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 5a – paragraph 2
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | deleted |
Or. en
Justification
Technical adjustment as content of paragraph has been moved to the definitions.
Amendment 36
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 5a – paragraph 3 – subparagraph 1
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | The credits from all eligible fuels shall not contribute to the specific CO2 emission target of a manufacturer by more than 10% of the specific emissions reference target of the manufacturer in 2021 as set out in point 6.0 of Annex I Parts A and B. |
Or. en
Justification
The proposed 3% cap, including the sub-cap on biofuels and biogas, significantly limits the contribution of fuel credits to manufacturers’ compliance with CO₂ standards. To make investment in this sector more attractive and to unlock spill-over benefits for the existing fleet and for other sectors reliant on sustainable fuels for decarbonisation, the cap should be increased. This would acknowledge the actual emission reduction potential of sustainable fuels.
Amendment 37
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 5a – paragraph 3 – subparagraph 2
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
Or. en
Justification
The proposed 3% cap, including the sub-cap on biofuels and biogas, significantly limits the contribution of fuel credits to manufacturers’ compliance with CO₂ standards. To make investment in this sector more attractive and to unlock spill-over benefits for the existing fleet and for other sectors reliant on sustainable fuels for decarbonisation, the cap should be increased. This would acknowledge the actual emission reduction potential of sustainable fuels.
Amendment 38
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 5a – paragraph 4
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers. | deleted |
Or. en
Justification
The limitation on pooling for the fuel credits should be deleted. Otherwise, the practical effectiveness of this mechanism would be substantially reduced. By lifting this restriction and allowing broader pooling arrangements unnecessary administrative burdens and operational constraints are eliminated.
Amendment 39
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 5b – title
| Text proposed by the Commission | Amendment |
|---|---|
| Role of low-carbon steel | Role of low-carbon materials |
Or. en
Justification
Linguistic change.
Amendment 40
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 5b – paragraph 1
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. From the date of entry into force of this Regulation, a manufacturer shall obtain credits for low-carbon materials made in the EU (‘low-carbon materials credits’) used in new passenger cars and new light commercial vehicles registered and may count those credits towards meeting its specific CO2 emission target. |
Or. en
Justification
Expanding eligible credits beyond low-carbon steel to include other low-carbon materials such as aluminum or plastics would allow embedded vehicle emissions to be more accurately reflected. These materials account for a significant share of lifecycle emissions and stem from carbon- and energy-intensive value chains requiring substantial investment to decarbonise. The recognition of such materials, starting with steel, would strengthen incentives for innovation and investment across the automotive value chain. Allowing crediting only after 2035 would delay uptake and investment in low-carbon materials. Therefore, the start date should be moved up to provide an immediate and predictable investment signal and support early deployment of these technologies.
Amendment 41
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 5b – paragraph 2
| Text proposed by the Commission | Amendment |
|---|---|
| 2. Paragraph 1 shall not apply for those vehicles whose contribution to the average emissions is covered by Article 5a. | deleted |
Or. en
Justification
The restriction on the use of fuel and low-carbon materials credits should be removed to ensure that the deployment of low-carbon materials can be recognised across the widest possible range of vehicles. This would incentivise OEMs to integrate low-carbon materials throughout their entire product portfolio, rather than limiting their use to a subset of vehicles.
Amendment 42
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 5b – paragraph 3
| Text proposed by the Commission | Amendment |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. Low-carbon materials credits shall be calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon materials made in the EU used in the production of manufacturer’s new passenger cars or new light commercial vehicles produced in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. |
Or. en
Justification
The definition and methodology for determining whether vehicles qualify as “made in the EU”, as well as for classifying and labelling “low-carbon materials”, should be established under the IAA and made operational as swiftly as possible. The calculation of related credits should take into account the total number of vehicles produced in the Union, reflecting the export-oriented nature of the European automotive industry. The implementation of the IAA provisions should not undermine industrial competitiveness nor manufacturers’ possibility to benefit from these credits.
Amendment 43
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 5b – paragraph 4
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | 4. Low-carbon materials credits shall not contribute to the specific emissions of CO2 of a manufacturer by more than 7% of the specific emissions reference target of the manufacturer in 2021 as set out in point 6.0 of Annex I Parts A and B. |
Or. en
Justification
The use of low-carbon materials credits should be optional for OEMs, allowing manufacturers full flexibility to decide whether to integrate low-carbon materials into their production processes. The contribution of these credits should be capped at 7% to preserve the primary focus on direct fleet decarbonisation. This would ensure that OEMs continue to pursue emissions reductions through increased sales of BEVs, VEEFs and improved drivetrain efficiency, rather than relying excessively on credit mechanisms.
Amendment 44
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 5b – paragraph 5
| Text proposed by the Commission | Amendment |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, 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. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall specify, by means of implementing acts, 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. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). |
Or. en
Justification
Expanding eligible credits beyond low-carbon steel to include other low-carbon materials such as aluminum or plastics would allow embedded vehicle emissions to be more accurately reflected. These materials and components account for a significant share of lifecycle emissions and stem from carbon- and energy-intensive value chains requiring substantial investment to decarbonise. The recognition of such materials, starting with steel, would strengthen incentives for innovation and investment across the automotive value chain.
Amendment 45
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 5b – paragraph 6
| Text proposed by the Commission | Amendment |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The definition and its related methodology for determining the criteria for a vehicle to be considered “made in the EU” and “low-carbon steel” are set out in Regulation …/… (Regulation establishing a framework of measures for the acceleration of industrial capacity and decarbonisation in strategic sectors [2026/0068 (COD)]). |
| For other materials, the Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon materials and the CO2 emissions intensity of the materials and of the baseline materials as a reference point for the calculation for the low-carbon materials credits. |
Or. en
Justification
The current empowerment is legally not sound. Therefore, the definition and methodology for determining whether vehicles qualify as “made in the EU” and for classifying and labelling "low-carbon steel” should be established under the IAA. This methodology should be developed and made operational as swiftly as possible. For other materials, such as aluminium and plastics, the Commission should be empowered to adopt delegated acts to establish the necessary definitions and methodologies.
Amendment 46
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 5b – paragraph 7
| Text proposed by the Commission | Amendment |
|---|---|
| 7. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
Or. en
Justification
The limitation on pooling for the low carbon material credits should be deleted. Otherwise, the practical effectiveness of this mechanism would be substantially reduced. By lifting this restriction and allowing broader pooling arrangements unnecessary administrative burdens and operational constraints are eliminated.
Amendment 47
Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point a
Regulation (EU) 2019/631
Article 8 – paragraph 1 – subparagraph 2
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and 2030 to 2032, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; | By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and for cars 2028 to 2032, and for vans 2025 to 2029 and 2030 to 2034, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; |
Or. en
Justification
Technical adjustment to align with the newly proposed averaging periods for passenger cars and vans.
Amendment 48
Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point a a (new)
Regulation (EU) 2019/631
Article 8 – paragraph 2
| Present text | Amendment |
|---|---|
| (aa) paragraph 2 is replaced by the following: | |
| 2. The excess emissions premium under paragraph 1 shall be calculated using the following formula: | ‘2. The excess emissions premium under paragraph 1 shall be calculated using the following formula: |
| (Excess emissions × EUR 95) × number of newly registered vehicles. | ((Excess emissions - (fuel credits + low-carbon material credits)) × EUR 95) × number of newly registered vehicles. |
| For the purposes of this Article, the following definitions shall apply: | For the purposes of this Article, the following definitions shall apply: |
| — ‘excess emissions’ means the positive number of grams per kilometre by which a manufacturer's average specific emissions of CO2, taking into account CO2 emissions reductions due to innovative technologies approved in accordance with Article 11, exceeded its specific emissions target in the calendar year or part thereof to which the obligation under Article 4 applies, rounded to the nearest three decimal places, and | — ‘excess emissions’ means the positive number of grams per kilometre by which a manufacturer's average specific emissions of CO2, taking into account CO2 emissions reductions due to innovative technologies approved in accordance with Article 11, exceeded its specific emissions target in the calendar year or part thereof to which the obligation under Article 4 applies, rounded to the nearest three decimal places, |
| — ‘number of newly registered vehicles’ means the number of new passenger cars or new light commercial vehicles counted separately of which it is the manufacturer and which were registered in that period according to the phase- in criteria as set out in Article 4(3). | — ‘number of newly registered vehicles’ means the number of new passenger cars or new light commercial vehicles counted separately of which it is the manufacturer and which were registered in that period according to the phase-in criteria as set out in Article 4(3), |
| — 'fuel credits' means the number of credits calculated in accordance with Article 5a, and | |
| — 'low carbon materials credits' mans the number of credits calculated in accordance with Article 5b.’ |
Or. en
Justification
Necessary technical adjustment ensuring that the number of fuel or low carbon materials credits get deducted from any potential excess emissions premiums.
Amendment 49
Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point b
Regulation (EU) 2019/631
article 8 – paragraph 5 – subparagraph 1
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b. | By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon materials credits as referred to in Article 5b. |
Or. en
Justification
Technical adjustment.
Amendment 50
Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point b
Regulation (EU) 2019/631
Article 8 – paragraph 5 – subparagraph 2
| Text proposed by the Commission | Amendment |
|---|---|
| (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) × number of newly registered vehicles. | (excess emissions – ( fuel credits + low-carbon material credits) ) × EUR 95) × number of newly registered vehicles. |
Or. en
Justification
Technical adjustment in the calculation formula.
Amendment 51
Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point b
Regulation (EU) 2019/631
Article 8 – paragraph 5 – subparagraph 3
| Text proposed by the Commission | Amendment |
|---|---|
| In the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed 10% of the EU2021 target; | In the above calculation the sum of fuel credits and low-carbon materials credits may not exceed 10 % for fuel credits and 7 % for low carbon materials credits. |
Or. en
Justification
Clarification of the applicable threshold for the contribution of fuel or low carbon materials credits.
Amendment 52
Proposal for a regulation
Article 1 – paragraph 1 – point 12
Regulation (EU) 2019/631
Article 17 – paragraph 6
| Text proposed by the Commission | Amendment |
|---|---|
| A delegated act adopted pursuant to Article 5a(5), Article 7(8), Article 7a(2), Article 10(8), Article 11(1), fourth subparagraph, Article 13(4), Article 14(2), Article 15(8) and (9), and Article 15a(7) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and to the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council. | A delegated act adopted pursuant to Article 4(4) , Article 7(8), Article 7a(2), Article 10(8), Article 11(1), fourth subparagraph, Article 13(4), Article 14(2), Article 15(8) and (9), and Article 15a(7) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and to the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council. |
Or. en
Justification
The amendment corrects an error in the Commission proposal by deleting it and adds a new reference to Art. 4 (4) where a new power of delegation is given to the Commission.
Amendment 53
Proposal for a regulation
Annex – point a
Regulation (EU) 2019/631
Annex I – part A – point 7
| Text proposed by the Commission | |
| (a) in Part A, the following point 7 is added: “7. Fuel credits and low carbon steel credits. 7.1. Low carbon steel credits | |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b | |
| where: | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in passenger cars [kg CO2 / t steel] in the calendar year |
| newcars | is the number of new passenger cars registered, the manufacturer is responsible for, in the calendar year |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
| 7.2. Fuel credits | |
| fuel credits | is the sum for all of the eligible fuels referred to in Article 5a(2) of: Taking into account all the rules defined in Article 5a |
| where | |
| Qfue | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ] |
| GHGsavings | is, for each fuel, the difference between the fossil fuel comparator and the greenhouse gas emission intensity of the fuel as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [g CO2e/MJ] |
| fossil fuel comparator | is as defined in point 19 of Part C of Annex 5 to Directive (EU) 2018/2001 for biofuels, in point 19 of Part B of Annex 6 to that Directive for biogas, and in point 2 of part A of the Annex to Commission Delegated Regulation (EU) 2023/1185 for renewable fuels of non-biological origin |
| fuelsharecars | is the total quantity of fuels used by passenger cars, as a proportion of the total quantity of fuels used in road transport in the Union, as published in the Union greenhouse-gas inventory, in accordance with Article 26 of Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action (the ‘Governance Regulation’) |
| newcars | is the number of new passenger cars registered |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
| For the parameters Qfuel, GHGsavings, fuelsharecars and newcars, the data to be used are those for the calendar year two years prior to the target year or, where that data is not available, for the most recent calendar year for which data is available. “ | |
| Amendment | |
| “7. Fuel credits and low carbon materials credits. 7.1. Low carbon materials credits | |
| Low-carbon materials credits = GHGsavingslow-carbon materials [kgCO2/t materials] * quantity of low carbon materials made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b | |
| where: | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline materials – average CO2 emission intensity of the low-carbon materials made in the EU used by a manufacturer in passenger cars [kg CO2 / t materials] in the calendar year |
| newcars | is the number of new passenger cars registered, the manufacturer is responsible for, in the calendar year |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
7.2. Fuel credits
| fuel credits | is the sum for all of the eligible fuels referred to in Article 5a(2) of: Taking into account all the rules defined in Article 5a |
where:
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ]. Such energy quantity shall be reduced by the amount of energy quantity of the same eligible fuel consumed, in the relevant year, by VEEF (Vehicles running Exclusively on Eligible Fuels) |
| QfuelVEEF | Is the quantity of eligible fuels attributed, for each calendar year, to newly registered VEFFs of each manufacturer, aggregated at Union level. That quantity shall be determined on the basis of the number of newly registered VEEF vehicles and their type-approval fuel consumption values as specified in the Certificate of Conformity (CoC). Fuel quantities attributed to VEEF shall be excluded from the quantity of fuels used for the calculation of the fuel credit mechanism. |
| GHGsavings | is, for each fuel, the difference between the fossil fuel comparator and the greenhouse gas emission intensity of the fuel as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [g CO2e/MJ] |
| fossil fuel comparator | is as defined in point 19 of Part C of Annex 5 to Directive (EU) 2018/2001 for biofuels, in point 19 of Part B of Annex 6 to that Directive for biogas, and in point 2 of part A of the Annex to Commission Delegated Regulation (EU) 2023/1185 for renewable fuels of non-biological origin |
| fuelsharecars | is the total quantity of fuels used by passenger cars, as a proportion of the total quantity of fuels used in road transport in the Union, as published in the Union greenhouse-gas inventory, in accordance with Article 26 of Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action (the ‘Governance Regulation’) |
| newcars | is the number of new passenger cars registered |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
For the parameters Qfuel, GHGsavings, fuelsharecars and newcars, the data to be used are those for the calendar year two years prior to the target year or, where that data is not available, for the most recent calendar year for which data is available. “
Or. en
Justification
The lifetime mileage should be consistent with other pieces of legislation, namely Euro7 calculations used for other technical measurements and other reporting obligations such as CSRD.
Amendment 54
Proposal for a regulation
Annex – point e
Regulation (EU) 2019/631
Annex I – part B – point 7
| Text proposed by the Commission |
“7. Fuel credits and low carbon steel credits.
7.1. Low carbon steel credits
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
where:
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t steel] in the calendar year |
| newvans | is the number of new light commercial vehicles registered, the manufacturer is responsible for, in the calendar year |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 300 000 [km] |
7.2. Fuel credits
| fuel credits | is the sum, for all of the eligible fuels referred to in Article 5a(2), of: Taking into account all the rules defined in Article 5a |
where:
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ] |
| GHGsavings | is, for each fuel, the difference between the fossil fuel comparator and the greenhouse gas emission intensity of the fuel as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [g CO2e/MJ] |
| fossil fuel comparator | is as defined in point 19 of Part C of Annex 5 to Directive (EU) 2018/2001 for biofuels, in point 19 of Part B of Annex 6 to that Directive for biogas, and in point 2 of part A of the Annex to Commission Delegated Regulation (EU) 2023/1185 for renewable fuels of non-biological origin |
| fuelsharevans | is the total quantity of fuels used by light commercial vehicles, as a proportion of the total quantity of fuels used in road transport in the Union as published in the Union greenhouse-gas inventory, in accordance with Article 26 of Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action (the ‘Governance Regulation’) |
| newvans | is the number of new light commercial vehicles registered |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 300 000 [km] |
For the parameters Qfuel, GHGsavings, fuelsharevans and newvans, the data to be used are those for the calendar year two years prior to the target year or, where that data is not available, for the most recent calendar year for which data is available. “
| Amendment |
“7. Fuel credits and low carbon materials credits.
7.1. Low carbon materials credits
| Low-carbon materials credits = GHGsavingslow-carbon materials [kgCO2/t materials] * quantity of low carbon materials made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
where:
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline materials – average CO2 emission intensity of the low-carbon materials made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t materials] in the calendar year |
| newvans | is the number of new light commercial vehicles registered, the manufacturer is responsible for, in the calendar year |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 300 000 [km] |
7.2. Fuel credits
| fuel credits | is the sum, for all of the eligible fuels referred to in Article 5a(2), of: Taking into account all the rules defined in Article 5a |
where:
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ]. Such energy quantity shall be reduced by the amount of energy quantity of the same eligible fuel consumed, in the relevant year, by VEEF (Vehicles running Exclusively on Eligible Fuels). |
| QfuelVEEF | Is the quantity of eligible fuels attributed, for each calendar year, to newly registered VEFFs of each manufacturer, aggregated at Union level. That quantity shall be determined on the basis of the number of newly registered VEEF vehicles and their type-approval fuel consumption values as specified in the Certificate of Conformity (CoC). Fuel quantities attributed to VEEF shall be excluded from the quantity of fuels used for the calculation of the fuel credit mechanism. |
| GHGsavings | is, for each fuel, the difference between the fossil fuel comparator and the greenhouse gas emission intensity of the fuel as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [g CO2e/MJ] |
| fossil fuel comparator | is as defined in point 19 of Part C of Annex 5 to Directive (EU) 2018/2001 for biofuels, in point 19 of Part B of Annex 6 to that Directive for biogas, and in point 2 of part A of the Annex to Commission Delegated Regulation (EU) 2023/1185 for renewable fuels of non-biological origin |
| fuelsharevans | is the total quantity of fuels used by light commercial vehicles, as a proportion of the total quantity of fuels used in road transport in the Union as published in the Union greenhouse-gas inventory, in accordance with Article 26 of Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action (the ‘Governance Regulation’) |
| newvans | is the number of new light commercial vehicles registered |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 300 000 [km] |
For the parameters Qfuel, GHGsavings, fuelsharevans and newvans, the data to be used are those for the calendar year two years prior to the target year or, where that data is not available, for the most recent calendar year for which data is available. “
Or. en
Justification
The lifetime mileage should be consistent with other pieces of legislation, namely Euro7 calculations used for other technical measurements and other reporting obligations such as CSRD.