amendment list, 26 March 2026
On the amended proposal for a directive of the European Parliament and of the Council amending Directive 1999/62/EC, Council Directive 1999/37/EC and Directive (EU) 2019/520 as regards the CO2 emission class of heavy-duty vehicles with trailers and clarifying and simplifying certain provisions
Document TRAN-AM-786740 · (COM(2025)0589 – C100235/2025 – 2023/0134(COD))
Committee on Transport and Tourism
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- Amendment 28
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Text 372 paragraphs
Amendment 28
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Title 1
| Text proposed by the Commission | Amendment |
|---|---|
| DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL | DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL |
| amending Directive 1999/62/EC, Council Directive 1999/37/EC and Directive (EU) 2019/520 as regards the CO2 emission class of heavy-duty vehicles with trailers and clarifying and simplifying certain provisions | amending Directive 1999/62/EC to clarify and simplify certain provisions |
Or. en
Amendment 29
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 1
Read the rest (360 paragraphs)
| Text proposed by the Commission | Amendment |
|---|---|
| (1) The adoption of Directive (EU) 2022/362 of the European Parliament and of the Council14 strengthened the ‘polluter pays’ and ‘user pays’ principles through the introduction of mandatory charging on the basis of CO2 emissions, either by varying the infrastructure and user charges according to vehicles’ CO2 emissions or by applying an external-cost charge for CO2 emissions. Currently, road charges of vehicle combinations comprising a motor vehicle and a trailer are variated on the basis of the CO2 emissions of the motor vehicle, irrespective of the characteristics of the linked trailer, notably of its effect on the CO2 emissions of the vehicle combination. | deleted |
| 14 Directive (EU) 2022/362 of the European Parliament and of the Council of 24 February 2022 amending Directives 1999/62/EC, 1999/37/EC and (EU) 2019/520, as regards the charging of vehicles for the use of certain infrastructures (OJ L 69, 4.3.2022, p. 1) |
Or. en
Amendment 30
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 2
| Text proposed by the Commission | Amendment |
|---|---|
| (2) Although a trailer does not consume energy by itself, it requires energy from the towing motor vehicle to be moved. The optimization of the energy efficiency of trailers leads to the reduction of the CO2 emissions of conventional vehicles and to the increase in vehicles’ autonomy. Such optimization of trailers derives from the improvements of aerodynamic performance, rolling resistance and weight of trailers. The energy efficiency potential is around 7,5% for drawbar trailers and 15% for semi-trailers as compared to a reference trailer of the year 2020. Therefore, trailers could play an important role in the decarbonisation of the road freight transport sector. However, the market uptake of more efficient trailers is hampered by their higher prices and by the fact that until now buyers of trailers have not been able to compare different trailers in terms of their energy efficiency. This leads to a limited availability of energy efficient trailers on the market. Aerodynamic devices are already available on the market and will become more available in the future, but they are not commonly used in the current Union fleet. | deleted |
Or. en
Amendment 31
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 3
| Text proposed by the Commission | Amendment |
|---|---|
| (3) Commission Implementing Regulation (EU) 2022/136215 set out legally certified values for the effect of trailers on the CO2 emissions of heavy goods vehicle combinations. To further reduce the operational cost of more efficient trailers, the rules to include the effect of trailers on the CO2 emissions of heavy goods vehicle combinations in road charging schemes based on CO2 differentiation should be laid down. Since motor vehicles can be linked to different trailers, the inclusion of trailers in road charging schemes based on CO2 differentiation should be based on the trailer actually used. | deleted |
| 15 Commission Implementing Regulation (EU) 2022/1362 of 1 August 2022 implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council as regards the performance of heavy-duty trailers with regard to their influence on the CO2 emissions, fuel consumption, energy consumption and zero emission driving range of motor vehicles and amending Implementing Regulation (EU) 2020/683 (OJ L 205, 5.8.2022, p. 145) |
Or. en
Amendment 32
Markus Ferber, Alexandra Mehnert
Proposal for a directive
Recital 3
| Text proposed by the Commission | Amendment |
|---|---|
| (3) Commission Implementing Regulation (EU) 2022/136215 set out legally certified values for the effect of trailers on the CO2 emissions of heavy goods vehicle combinations. To further reduce the operational cost of more efficient trailers, the rules to include the effect of trailers on the CO2 emissions of heavy goods vehicle combinations in road charging schemes based on CO2 differentiation should be laid down. Since motor vehicles can be linked to different trailers, the inclusion of trailers in road charging schemes based on CO2 differentiation should be based on the trailer actually used. | (3) Regulation (EU) 2019/124214a sets CO2 emission reduction targets for new heavy-duty vehicles and trailers. Currently road charges for vehicle combinations are differentiated only based on the motor vehicle. Commission Implementing Regulation (EU) 2022/136215 set out legally certified values for the effect of trailers on the CO2 emissions of heavy goods vehicle combinations. To further reduce the operational cost of more efficient trailers and to facilitate compliance with the targets in Regulation (EU) 2019/1242 applicable as of 2030, the rules to include the effect of trailers on the CO2 emissions of heavy goods vehicle combinations in road charging schemes based on CO2 differentiation should be laid down. Since motor vehicles can be linked to different trailers, the inclusion of trailers in road charging schemes based on CO2 differentiation should be based on the trailer actually used. |
| 14a Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202, ELI: http://data.europa.eu/eli/reg/2019/1242/2025-08-14). | |
| 15 Commission Implementing Regulation (EU) 2022/1362 of 1 August 2022 implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council as regards the performance of heavy-duty trailers with regard to their influence on the CO2 emissions, fuel consumption, energy consumption and zero emission driving range of motor vehicles and amending Implementing Regulation (EU) 2020/683 (OJ L 205, 5.8.2022, p. 145) | 15 Commission Implementing Regulation (EU) 2022/1362 of 1 August 2022 implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council as regards the performance of heavy-duty trailers with regard to their influence on the CO2 emissions, fuel consumption, energy consumption and zero emission driving range of motor vehicles and amending Implementing Regulation (EU) 2020/683 (OJ L 205, 5.8.2022, p. 145). |
Or. en
Amendment 33
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 4
| Text proposed by the Commission | Amendment |
|---|---|
| (4) The extension of charging on the basis of CO2 emissions to trailers should apply to trailers to which Implementing Regulation (EU) 2022/1362 applies. Performance of trailers may vary depending on their technical parameters. To evaluate the performance of trailers in terms of energy efficiency, the performance in terms of CO2 reduction potential of a specific trailer is compared with the performance of a reference trailer, which is similar in terms of axle configuration, maximum permissible axle load and chassis configuration. The ratio between the value of the specific trailer and that of the reference trailer is defined in Implementing Regulation (EU) 2022/1362 as efficiency ratio. More efficient trailers have an efficiency ratio value lower than 1. | deleted |
Or. en
Amendment 34
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 5
| Text proposed by the Commission | Amendment |
|---|---|
| (5) The calculation of the efficiency ratio can be based on kilometre, ton-kilometres or m3-kilometre. For all trailers except volume-oriented ones, the ton- kilometre based efficiency ratio should be used. Volume-oriented trailers are those that are primarily designed for the transport of voluminous goods. The ton-kilometre based efficiency ratio cannot be used for volume-oriented trailers because these trailers have higher rolling resistance and mass than their traditional counterparts. For volume-oriented trailers, the efficiency ratio – m3-kilometre based should be used instead. | deleted |
Or. en
Amendment 35
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 6
| Text proposed by the Commission | Amendment |
|---|---|
| (6) The CO2 emission class of a vehicle combination with a more efficient trailer should be higher than the CO2 emission class of the motor vehicle alone, therefore granting access to a higher reduction of road charges. The effect of the CO2 emission reduction potential of a trailer on the CO2 emission class of a vehicle combination should be based on the comparison between the efficiency ratio of the specific trailer with the efficiency ratio thresholds referred to in this Directive. Different thresholds are foreseen for semi-trailers and for other trailers as their potential to reduce CO2 emissions in a cost-efficient way is different. | deleted |
Or. en
Amendment 36
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 7
| Text proposed by the Commission | Amendment |
|---|---|
| (7) Where the Member State includes the effect of trailers on the CO2 emissions of heavy goods vehicle combinations in road charging schemes on its territory and imposes specific charges on vehicle combinations deviating from the maximum weights and/or dimensions laid down in Council Directive 96/53/EC16 , that Member State should be allowed to apply the reduction of road charges to such vehicle combinations that employ at least one more efficient trailer. | deleted |
| 16 Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorized dimensions in national and international traffic and the maximum authorized weights in international traffic (OJ L 235, 17.9.1996, p. 59) |
Or. en
Amendment 37
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) The Commission should be empowered to amend Annex VIII to Directive 1999/62/EC, by means of delegated acts, to define or adjust the efficiency ratio thresholds set out therein, and to define a methodology for the allocation to trailer classes of trailers that have undergone a retrofitting process, especially those to which an efficiency ratio was not assigned in accordance with Implementing Regulation (EU) 2022/1362. The definition of the efficiency ratio thresholds should be made as soon as data on the efficiency of trailers is collected for at least one year pursuant to Regulation (EU) 2018/956 of the European Parliament and of the Council17 . The efficiency ratio thresholds should be based on the average efficiency of the trailer fleet when reference CO2 emissions for such vehicles are published, and on the potential that trailers have to generate efficiency improvements. They should then be adjusted to reflect technical progress and an increasing penetration of new technologies, such as trailers with driven axles. The definition of a methodology for retrofitted trailers should consider the installation of equipment improving their energy, such as aerodynamic devices, that can be verified during the periodic roadworthiness test and that should be reported on the roadworthiness certificate, as referred to in Directive 2014/45/EU of the European Parliament and of the Council18 . | deleted |
| 17 Regulation (EU) 2018/956 of the European Parliament and of the Council of 28 June 2018 on the monitoring and reporting of CO2 emissions from and fuel consumption of new heavy-duty vehicles (OJ L 173, 9.7.2018, p. 1) | |
| 18 Directive 2014/45/EU of the European Parliament and of the Council of 3 April 2014 on periodic roadworthiness tests for motor vehicles and their trailers (OJ L 127, 29.4.2014, p. 51) |
Or. en
Amendment 38
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 9
| Text proposed by the Commission | Amendment |
|---|---|
| (9) In order to ensure that drivers correctly declare the performance of the trailer connected to the motor vehicle when making use of the reduction of charges based on CO2 emissions, it is necessary that enforcement officers are provided, upon request, with evidence of the emission class of the vehicle combination, that is including evidence attesting the performance of the trailer. If such evidence is not provided, a Member State would be entitled to apply charges on the basis of the emission class of the motor vehicle only. | deleted |
Or. en
Amendment 39
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 10
| Text proposed by the Commission | Amendment |
|---|---|
| (10) In order to ensure the coherent application of road charges variation according to CO2 emissions, it is necessary to amend Council Directive 1999/37/EC19 to require, where available on their certificate of conformity or on the individual vehicle approval certificate, that the efficiency ratio of trailers be indicated on their registration certificate. It is important to ensure that data relating to the efficiency of trailers are available for the exchange of information between Member States, as set out in Directive (EU) 2019/520 of the European Parliament and of the Council20 . | deleted |
| 19 Council Directive 1999/37/EC of 29 April 1999 on the registration documents for vehicles (OJ L 138, 1.6.1999, p. 57) | |
| 20 Directive (EU) 2019/520 of the European Parliament and of the Council of 19 March 2019 on the interoperability of electronic road toll systems and facilitating cross-border exchange of information on the failure to pay road fees in the Union (OJ L 91, 29.3.2019, p. 45). |
Or. en
Amendment 40
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) This Directive should clarify how to allocate retrofitted zero-emission vehicles to CO2 emission classes. Regulation (EU) 2019/1242 sets targets for manufacturers to reduce the CO2 emissions of new heavy-duty vehicles. Under that regulation, manufacturers particularly benefit from placing zero-emission vehicles on the market. Directive 1999/62/EC incentivises demand for those vehicles by granting reduced charges in accordance with CO2 emission class 5. An existing drawback of zero-emission vehicles is that they have a lower operational range than conventional vehicles. To increase the vehicle’s operational range, it is possible to retrofit zero-emission vehicles by replacing a battery pack with a fuel generator in order to increase the vehicle’s operational range. Such retrofitted vehicles thus become hybrid vehicles. Under Directive 1999/62/EC, vehicles are classified into CO2 emission classes according to the vehicle documentation that is produced by manufacturers before the vehicle’s first registration. This means that, under the current legislative framework, such retrofitted vehicles would continue to benefit from reduced charges in accordance with CO2 emission class 5 although they use a fuel generator. This treatment however distorts the road freight transport market to the disadvantage of operators using zero-emission vehicles that are not retrofitted, and it does not reflect the actual emission reductions over the vehicles’ lifetime for the purposes of Regulation (EU) 2019/1242. To ensure that all vehicles are CO2 emission classes based on the results of the VECTO simulation tool, zero-emission vehicles that are retrofitted with a fuel-powered engine should therefore be treated under Directive 1999/62/EC as belonging to CO2 emission class 1. | (17) This Directive should clarify how to allocate retrofitted zero-emission vehicles to CO2 emission classes. In the absence of harmonised Union methodologies for determining the CO2 emissions of retrofitted vehicles, such vehicles should be classified in a manner that avoids market distortions. However, once such methodologies are established, retrofitted vehicles should be allocated to CO2 emission classes on the basis of their verified emissions performance, in a technology-neutral manner, including where relevant as dual-propulsion or low-emission vehicles. Regulation (EU) 2019/1242 sets targets for manufacturers to reduce the CO2 emissions of new heavy-duty vehicles. Under that regulation, manufacturers particularly benefit from placing zero-emission vehicles on the market. Directive 1999/62/EC incentivises demand for those vehicles by granting reduced charges in accordance with CO2 emission class 5. An existing drawback of zero-emission vehicles is that they have a lower operational range than conventional vehicles. To increase the vehicle’s operational range, it is possible to retrofit zero-emission vehicles by replacing a battery pack with a fuel generator in order to increase the vehicle’s operational range. Such retrofitted vehicles thus become hybrid vehicles. Under Directive 1999/62/EC, vehicles are classified into CO2 emission classes according to the vehicle documentation that is produced by manufacturers before the vehicle’s first registration. This means that, under the current legislative framework, such retrofitted vehicles would continue to benefit from reduced charges in accordance with CO2 emission class 5 although they use a fuel generator. This treatment, however, distorts the road freight transport market to the disadvantage of operators using zero-emission vehicles that are not retrofitted, and it does not reflect the actual emission reductions over the vehicles’ lifetime for the purposes of Regulation (EU) 2019/1242. To ensure that all vehicles are allocated to CO2 emission classes based on the results of the VECTO simulation tool, zero-emission vehicles that are retrofitted with a fuel-powered engine should therefore be treated under Directive 1999/62/EC as belonging to CO2 emission class 1. This treatment should not prejudice the development of future methodologies allowing the classification of such vehicles based on their actual CO2 emissions performance, in a technologically-neutral manner. |
Or. en
Justification
This amendment safeguards technological neutrality by allowing, once harmonised Union methodologies are established, the classification of retrofitted vehicles based on their verified emissions performance. At the same time, it preserves the integrity of the current framework by not prejudging the treatment of such vehicles in the absence of a harmonised methodology.
Amendment 41
Flavio Tosi
Proposal for a directive
Recital 17 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (17a) The deployment of electrified auxiliary technologies for light and heavy-duty vehicles, including electrified transport refrigeration units, can significantly contribute to the decarbonisation of the road transport sector, achieving emission reductions of up to 15 % compared to vehicles of the same category equipped with fossil fuel-based refrigeration systems. Such technologies could therefore play an important role in reducing greenhouse gas emissions from road freight transport. Member States should ensure that this potential is appropriately taken into account, in particular by providing for proportionate reductions in tolls or user charges for vehicles equipped with electrified transport refrigeration units. Such economic relief would ensure the competitiveness of the sector, while supporting operators who commit to decarbonise. |
Or. en
Amendment 42
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 18
| Text proposed by the Commission | Amendment |
|---|---|
| (18) This Directive should clarify how to allocate dual-fuel vehicles to CO2 emission classes. Article 24(2), point (g), of Commission Regulation (EU) 2017/2400, obliges manufacturers to issue a customer information file for dual-fuel vehicles starting from 1 January 2024. However, certain dual-fuel vehicles were registered before that date without a customer information file. Vehicles that were first registered before that date cannot access more favourable toll rates and may suffer from a competitive disadvantage to similar vehicles that were registered at a later time. It is possible for manufacturers to determine the CO2 emissions of a vehicle that has already been registered by performing a new simulation that takes into account the latest requirements of Regulation (EU) 2017/2400. Member States should accept the result of those simulations as a proof of the vehicle’s CO2 emissions. The Commission should prevent the use of illegitimate simulation results by overseeing manufacturers’ use of this option. A manufacturer that decides to use this option should therefore notify it to the Commission. Member States should only accept this document if it is received directly from a manufacturer, if the document is in digital format, as this is less vulnerable to fraud, and if a positive Commission Decision has been addressed to that manufacturer. | (18) This Directive should clarify how to allocate dual-fuel vehicles to CO2 emission classes. Article 24(2), point (g), of Commission Regulation (EU) 2017/2400, obliges manufacturers to issue a customer information file for dual-fuel vehicles starting from 1 January 2024. However, certain dual-fuel vehicles were registered before that date without a customer information file. Vehicles that were first registered before that date cannot access more favourable toll rates and may suffer from a competitive disadvantage to similar vehicles that were registered at a later time. It is possible for manufacturers to determine the CO2 emissions of a vehicle that has already been registered by performing a new simulation that takes into account the latest requirements of Regulation (EU) 2017/2400. Member States should accept the result of those simulations as a proof of the vehicle’s CO2 emissions. The Commission should prevent the use of illegitimate simulation results by overseeing manufacturers’ use of this option. A manufacturer that decides to use this option should therefore notify it to the Commission. Member States should only accept this document if it is received directly from a manufacturer, if the document is in digital format, as this is less vulnerable to fraud, and if a positive Commission Decision has been addressed to that manufacturer. The classification of such vehicles should be based on their verified CO2 emissions performance and should respect the principle of technological neutrality, ensuring that different technological solutions are treated on equal terms. |
Or. en
Justification
This amendment clarifies that the classification of dual-fuel vehicles should be based on their verified CO2 emissions performance, rather than on the specific technology used. It introduces the principle of technological neutrality, ensuring equal treatment of different technological solutions and avoiding unintended discrimination. The amendment does not alter the substance of the provision but provides guidance for its consistent and future-proof implementation.
Amendment 43
Rosa Serrano Sierra
Proposal for a directive
Recital 18 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (18a) Under Directive (EU) 2025/2205 of the European Parliament and of the Council1a, alternativelyfuelled vehicles of category M1 referred to in Article 4(1) point (a) of Regulation (EU) 2018/858 of the European Parliament and the Council1b with a maximum mass of up to 4,25 tonnes may be driven with a category B licence. However, under Directive 1999/62/EC, as amended by Directive (EU) 2022/362, passenger cars are defined only as vehicles with a technically permissible maximum laden mass of up to 3,5 tonnes, with any vehicles exceeding that threshold being, by default, classified under other categories associated with heavy-duty vehicles. This regulatory misalignment creates a legal and practical inconsistency, whereby a vehicle recognised as a passenger car for driving licence purposes may be considered a light commercial vehicle or even a heavy-duty vehicle under the charging framework of Directive 1999/62/CE. As a result, such passenger cars exceeding 3,5 tonnes would be subject to toll levels and road user charges not intended for passenger vehicles, thereby contradicting the objectives of Directive 1999/62/CE. It is therefore essential to ensure alignment between these Directives in order to guarantee legal certainty, consistency in classification, and the proper application of the charging framework. | |
| 1a Directive (EU) 2025/2205 of the European Parliament and of the Council of 22 October 2025 on driving licences, amending Regulation (EU) 2018/1724 of the European Parliament and of the Council and Directive (EU) 2022/2561 of the European Parliament and of the Council, and repealing Directive 2006/126/EC of the European Parliament and of the Council and Commission Regulation (EU) No 383/2012 (OJ L, 2025/2205, 5.11.2025, ELI: http://data.europa.eu/eli/dir/2025/2205/oj). | |
| 1b Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC) No 595/2009 and repealing Directive 2007/46/EC (OJ L 151, 14.6.2018, pp. 1, ELI: http://data.europa.eu/eli/reg/2018/858/oj). |
Or. en
Amendment 44
Markus Ferber, Alexandra Mehnert
Proposal for a directive
Recital 19 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (19a) Without prejudice to existing provisions, this Directive should introduce measures to recognise the temporary role of low-emission technologies. For low-emission vehicles, Member States should be able to temporarily apply reductions of up to 75% compared to the charges applicable for CO2 emission class 1, where an exemption of charges for zero-emission vehicles is in place. Such reductions should not apply beyond 30 June 2031. The temporary nature of the reduction supports a technologically open approach, as well as the decarbonisation of the road sector in the short term, while the enabling conditions for zero-emission technologies are being developed. |
Or. en
Justification
Range extending technologies can bring significant emissions reductions. A reduction of toll charges for such technologies must therefore be recognised within the Eurovignette Directive. To ensure technological openness, technologies which can ensure a reduction of pollutants, determined via Regulation (EU) 2017/1151 – i.e. VECTO, in line with the definition of low emission vehicles under Article 3, point 12 of Regulation (EU) 2019/1242, should benefit from a 75% reduction of toll charges compared to the charge applicable for CO2 emission class 1 until June 30th 2031 – aligning with the extended exemption of road charges for zero-emission vehicles.
Amendment 45
JanChristoph Oetjen, Benoit Cassart, Asger Christensen
on behalf of the Renew Group
Proposal for a directive
Recital 19 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (19b) The deployment of zero-emission heavy-duty vehicles is progressing more slowly than anticipated due to persistent barriers, including limited grid capacity, lengthy permitting procedures and the high costs of charging infrastructure. As a result, zero-emission classifications currently have limited practical applicability in long-haul transport. Transitional low-emission technologies, in particular factory-equipped range-extender vehicles, can contribute to near-term CO₂ reductions while the necessary framework conditions for fully zero-emission operation are being established. Member States that fully exempt zero-emission vehicles from infrastructure or user charges should therefore be permitted to temporarily apply higher exemptions to transitional low-emission technologies, in particular factory-equipped range-extender vehicles. This approach ensures a technologically neutral transition and supports decarbonisation in the medium term without undermining the long-term objective of zero-emission mobility. |
Or. en
Amendment 46
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 19 c (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (19c) In order to ensure the practical implementation of CO₂-differentiated tolling for vehicle combinations and the reliable real-time identification of trailers, as well as the effective enforcement of differentiated charging schemes, it is necessary to support the development, assessment, testing and validation of relevant technical solutions, including through pilot initiatives, with a view to building the necessary operational experience and evidence base. These activities should facilitate the preparation of any future legislative measures and ensure that charging schemes can be implemented in a reliable, interoperable, proportionate and technologically neutral manner across the Union, including through the assessment of innovative and transitional technological solutions. |
Or. en
Justification
This amendment ensures that the development and validation of technical solutions, including through pilot initiatives, is conducted in a technologically neutral manner and reflects the actual maturity of solutions on the market. It supports an evidence-based approach, facilitates the identification of practical and interoperable solutions, and allows for the assessment of innovative and transitional technological options, while avoiding disproportionate burdens on operators.
Amendment 47
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Recital 19 d (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (19d) When a Member State decides to introduce or modify the variation of infrastructure or user charges based on the CO2 emission class of heavy-duty vehicles, substantial adaptations of tolling systems and related IT infrastructure are required. Furthermore, transport companies and European Electronic Toll Service (EETS) providers need sufficient time to classify vehicles into CO2 classes based on vehicle documents. In order to ensure legal certainty, operational continuity and the proper functioning of the EETS, sufficient implementation time should be granted between the publication of the complete set of applicable technical and operational requirements and the entry into force of such charging measures. A minimum period of six months is appropriate. |
Or. en
Justification
This recital clarifies the need to ensure a sufficient implementation period when introducing or modifying CO2-based charging schemes, taking into account the necessary technical and operational adaptations of tolling systems, as well as the time required for vehicle classification and customer communication. It aims to ensure legal certainty, operational continuity and the proper functioning and interoperability of the European Electronic Toll Service (EETS).
Amendment 48
JanChristoph Oetjen
on behalf of the Renew Group
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point -a a (new)
Directive 1999/62/EC
Article 2 – paragraph 1 – point 21
| Present text | Amendment |
|---|---|
| (-aa) point 21 is replaced by the following: | |
| (21) ‘light-duty vehicle’ means a vehicle with a technically permissible maximum laden mass not exceeding 3,5 tonnes; | (21) ‘light-duty vehicle’ means a vehicle with a technically permissible maximum laden mass not exceeding 3,5 tonnes and alternativelyfuelled vehicles of category M1 referred to in Article 4(1) point (a) of Regulation (EU) 2018/858 with a maximum mass not exceeding 4,25 tonnes; |
Or. en
Justification
The revised Driving Licence Directive (EU) 2025/2205 allows alternatively fuelled M1 vehicles up to 4.25 tonnes to be driven with a category B licence, reflecting the additional weight of zero-emission technologies. However, Directive 1999/62/EC still defines passenger cars only up to 3.5 tonnes, creating a regulatory inconsistency. Without clarification, such vehicles risk being subject to higher toll regimes not intended for passenger cars, undermining legal coherence and disincentivising zero-emission uptake.
Amendment 49
Rosa Serrano Sierra
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point g a (new)
Directive 1999/62/EC
Article 2 – paragraph 3
| Present text | Amendment |
|---|---|
| 3. Without prejudice to Article 7da(3), Member States may treat a motor caravan either as a coach or bus, or as a passenger car. | 3. Without prejudice to Article 7da(3), Member States may treat a motor caravan either as a coach or bus, or as a passenger car. |
| For the purposes of this Directive, alternatively fuelled passenger cars with a maximum mass exceeding 3,5 tonnes shall be treated in the same way as passenger cars with a maximum mass not exceeding 3,5 tonnes. |
Or. en
Amendment 50
Sophia Kircher, Angelika Winzig, Alexander Bernhuber, Lukas Mandl, Reinhold Lopatka
Proposal for a directive
Article 1 – paragraph 1 – point 1 a (new)
Directive 1999/62/EC
Article 7 – paragraph 5 – point d a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (1a) In Article 7(5) the following paragraph shall be added: | |
| ‘(da) Notwithstanding this, Member States may grant reduced tolls or full exemptions from tolls to users of passenger cars who reside in rural, hard-to-reach or remote areas and who frequently have to use toll roads.’ |
Or. de
Justification
Nach Erwägungsgründen 17 und 18 der Richtlinie (EU) 2022/362 sollen Mitgliedstaaten bei Straßenbenutzungsgebühren sozioökonomische Faktoren berücksichtigen, um insbesondere Häufignutzer sowie Personen in ländlichen oder abgelegenen Gebieten nicht zu belasten. Dieser gesetzgeberische Wille spiegelt sich jedoch nur unzureichend in den materiellen Bestimmungen wider. Zwar erlaubt Artikel 7 Absatz 6 Gebührenermäßigungen oder -befreiungen auf bestimmten Straßenabschnitten, doch schränkt das Diskriminierungsverbot des Artikels 7 Absatz 5 gezielte Differenzierungen nach Nutzergruppen faktisch ein. Entlastungen können daher nur allgemein, nicht aber zielgerichtet erfolgen. Auch Artikel 7i Absatz 2a, der Ermäßigungen für Häufignutzer vorsieht, ist begrenzt wirksam: Sein Anwendungsbereich beschränkt sich auf das transeuropäische Straßennetz und Autobahnen, zudem dürfen Einnahmenverluste nicht auf andere Nutzer umgelegt werden, was den Spielraum weiter reduziert. Insgesamt ermöglichen die bestehenden Regelungen kein hinreichend differenziertes und gerechtes Gebührensystem im Sinne der Erwägungsgründe. Die vorgeschlagene Anpassung kann zwar zu einer mittelbaren Ungleichbehandlung führen, ist jedoch durch objektive Gründe gerechtfertigt, insbesondere durch die Sicherstellung einer angemessenen Erreichbarkeit zentraler öffentlicher Einrichtungen. Sie ist zudem verhältnismäßig, da sie gezielt benachteiligte Nutzergruppen adressiert und nicht über das erforderliche Maß hinausgeht.
Amendment 51
Flavio Tosi
Proposal for a directive
Article 1 – paragraph 1 – point 1 a (new)
Directive 1999/62/EC
Article 7 – paragraph 9 – point d a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (1a) in Article 7(9), the following point is added: | |
| ‘(da) vehicles of categories N2 and N3 referred to in Article 4(1) point (b) of Regulation (EU) 2018/858 of the European Parliament and the Council, if equipped with an electrified transport refrigeration unit.’ |
Or. en
Justification
Electrified transport refrigeration units can reduce CO₂ emissions by 10-15% compared to vehicles of the same CO₂ emission class. A proportionate reduction in tolls and user charges would ensure the competitiveness of operators investing in decarbonisation (e.g. by retrofitting vehicles) by providing them with economic relief.
Amendment 52
Merja Kyllönen
on behalf of The Left Group
Proposal for a directive
Article 1 – paragraph 1 – point 1 b (new)
Directive 1999/62/EC
Article 7 – paragraph 10 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (1b) in Article 7, the following paragraph is inserted: | |
| ‘10a. Member States, taking into account the VECTO methodology, shall ensure that the application of the CO2-based classification and differentiation of charges for heavy-duty vehicles takes into account the actual use of vehicle combinations in logistic systems. | |
| To this end, particular attention shall be paid to: | |
| (a) the proportion of empty journeys and the loading rate; | |
| (b) the multi-use of vehicles and trailers; | |
| (c) the loading efficiency of the trailer and specific use like side-opening trailers used for military or commercial use; | |
| (d) the impact on the efficiency and resilience of the transport system; | |
| (e) life-cycle emissions.’ |
Or. en
Justification
Commission Regulation (EU) 2022/1362 (VECTO Regulation) aims to reduce CO₂ emissions from heavy-duty vehicles, which is a worthy goal. The current calculation model of the regulation and its application cause serious problems in the logistics system of Northern Europe and Finland. The current VECTO calculation treats trailers with different structures in the same vehicle category. Full-width side-opening trailers, which are widely used in external logistics in the Nordic countries and the rest of Europe, are generally traditional closed wagons for structural reasons. Therefore, their calculated emissions are higher, although not all of them enable efficient transport logistics and reduce empty driving. Manufacturers of the operating model are in a position of inequality, because the larger the proportion of production is multi-purpose trailers, the greater the emission reduction requirements are not imposed. This threatens to make production economically unprofitable and may lead to a shutdown. The current VECTO already places these trailers at an unfair disadvantage, and by 2028, the resulting fines may effectively lead to a complete ban on the manufacture and registration of this type of equipment, which is also critical for the defence industry. This will jeopardise the functioning of external logistics in Northern Europe and the rest of Europe and could increase overall emissions if empty driving increases.
Amendment 53
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point g
Directive 1999/62/EC
Article 2 – paragraph 1 – points 42 and 43
| Text proposed by the Commission | Amendment |
|---|---|
| (g) the following points are added: | deleted |
| ‘(42) ‘trailer’ means a trailer as defined in Article 3, point 17 of Regulation (EU) 2018/858 and falling within the scope of Commission Implementing Regulation (EU) 2022/1362**; | |
| (43) ‘semi-trailer’ means a trailer which fulfils the definition of a semi-trailer in Article 3, point 33 of Regulation (EU) 2018/858 and falling within the scope of Commission Implementing Regulation (EU) 2022/1362.’ | |
| * Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) No 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202). | |
| ** Commission Implementing Regulation (EU) 2022/1362 of 1 August 2022 implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council as regards the performance of heavy-duty trailers with regard to their influence on the CO2 emissions, fuel consumption, energy consumption and zero emission driving range of motor vehicles and amending Implementing Regulation (EU) 2020/683 (OJ L 205, 5.8.2022, p. 145);’ |
Or. en
Amendment 54
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point a
Directive 1999/62/EC
Article 7ga – paragraph 1
| Text proposed by the Commission | Amendment |
|---|---|
| (a) in paragraph 1, the second, third, and fourth subparagraphs are replaced by the following: | (a) in paragraph 1, the second, third, and fourth subparagraphs are replaced by the following: |
| ‘Member States shall apply that variation to the vehicles sub-groups covered by Regulation (EU) 2019/1242 at the latest six months after the publication of the reference CO2 emissions of those vehicle sub-groups, adopted in accordance with Article 11(1) of that Regulation. However, for vehicle sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH, Member States shall apply that variation at the latest on 13 May 2023. | ‘Member States shall apply that variation to the vehicles sub-groups covered by Regulation (EU) 2019/1242 at the latest six months after the publication of the reference CO2 emissions of those vehicle sub-groups, adopted in accordance with Article 11(1) of that Regulation. However, for vehicle sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH, Member States shall apply that variation at the latest on 13 May 2023. |
| Member States shall apply the reference CO2 emissions as adjusted pursuant to Article 11(2) of Regulation (EU) 2019/1242 starting from the first day of the sixth month following their publication. However, for vehicle sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD and 10-LH, Member States shall apply the reference CO2 emissions as adjusted pursuant to Commission Implementing Regulation (EU) …/... [add reference once known] starting from 1 July 2026.; | Member States shall apply the reference CO2 emissions as adjusted pursuant to Article 11(2) of Regulation (EU) 2019/1242 starting from the first day of the sixth month following their publication. However, for vehicle sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD and 10-LH, Member States shall apply the reference CO2 emissions as adjusted pursuant to Commission Implementing Regulation (EU) …/... [add reference once known] starting from 1 July 2026.; |
| The measures applied pursuant to this Article shall respect the principle of technological neutrality. | |
| When a Member State decides to introduce or modify the variation of infrastructure charges or user charges based on CO2 emission classes pursuant to this Article, it shall publish the complete set of applicable technical, operational and data exchange requirements at least [x]months before the date of entry into force of such variation. The variation shall not apply before the expiry of that [x]-months period. |
Or. en
Justification
This amendment introduces a general principle ensuring consistent, technologically neutral and non-discriminatory implementation of CO2-based charging across different technological solutions. It also provides for a minimum implementation period in case of introduction or modification of CO2-based charging schemes, in order to allow for the necessary IT and operational adaptations by toll chargers and EETS providers, as well as adequate customer communication, thereby ensuring legal certainty, system stability, interoperability and equal treatment across Member States.
Amendment 55
JanChristoph Oetjen, Benoit Cassart, Asger Christensen
on behalf of the Renew Group
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point a a (new)
Directive 1999/62/EC
Article 7ga – paragraph 1 – subparagraph 5
| Present text | Amendment |
|---|---|
| (aa) in paragraph 1, the fifth subparagraph is replaced by the following: | |
| Without prejudice to the reduction of rates provided for in paragraph 3, Member States may provide for reduced rates of infrastructure or user charges, or exemptions to pay infrastructure or user charges for zero emission vehicles of any vehicle group from 24 March 2022 until 30 June 2031. From 1 July 2031, such reductions shall be limited to 75 % compared to the charge applicable to CO2 emission class 1, as defined in paragraph 2. | Without prejudice to the reduction of rates provided for in paragraph 3, Member States may provide for reduced rates of infrastructure or user charges, or exemptions to pay infrastructure or user charges for zero emission vehicles of any vehicle group from 24 March 2022 until 30 June 2031. Where Member States grant 100% exemptions from infrastructure or user charges for zero emission vehicles until 30 June 2031, they may also apply reductions for low-emission heavy-duty vehicles as defined in Article 3, point 12 of Regulation (EU) 2019/1242 of 50% to 75% compared to the charge applicable to CO₂ emission class 1. From 1 July 2031, such reductions for zero-emission vehicles shall be limited to 75 % compared to the charge applicable to CO2 emission class 1, and for low-emission vehicles they shall be limited to 50% compared to the charge applicable to CO2 emission class 1, as defined in paragraph 2. |
Or. en
Justification
The ramp-up of zero-emission HDVs is progressing far more slowly than expected due to grid capacity constraints, lengthy permitting procedures and the high cost of medium- and high-voltage charging infrastructure. As a result, although some vehicles are certified in CO₂ class 5, this classification currently has little practical relevance because the operational framework for their use is still missing. To give long-haul transport a realistic chance of meeting medium-term CO₂ targets, transitional technologies — notably factory-equipped range-extender trucks — require stronger European support. A technologically neutral approach should therefore also be reflected in the Eurovignette Directive, as current toll differentiation (classes 1–3 being minimal and class 4 rarely achieved) does not create a viable business case and weakens decarbonisation incentives during a decade in which zero-emission deployment barriers will persist.
Amendment 56
Markus Ferber, Alexandra Mehnert
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point a b (new)
Directive 1999/62/EC
Article 7ga – paragraph 1 – subparagraph 5
| Present text | Amendment |
|---|---|
| (ab) in paragraph 1, the fifth subparagraph is replaced by the following: | |
| Without prejudice to the reduction of rates provided for in paragraph 3, Member States may provide for reduced rates of infrastructure or user charges, or exemptions to pay infrastructure or user charges for zero emission vehicles of any vehicle group from 24 March 2022 until 30 June 2031. From 1 July 2031, such reductions shall be limited to 75 % compared to the charge applicable to CO2 emission class 1, as defined in paragraph 2. | ‘Without prejudice to the reduction of rates provided for in paragraph 3, Member States may provide for reduced rates of infrastructure or user charges, or exemptions to pay infrastructure or user charges for zero emission vehicles of any vehicle group from 24 March 2022 until 30 June 2031. Within this period, Member States may apply a reduced rate of infrastructure or user charge for low-emission vehicles up to 75%, should an exemption to pay infrastructure or user charges for zero emission vehicles be in place. From 1 July 2031, such reductions for zero-emission vehicles shall be limited to 75 % compared to the charge applicable to CO2 emission class 1, and for low emission vehicles they shall be limited to 50% compared to the charge applicable to CO2 emission class 1, as defined in paragraph 2.’ |
Or. en
Justification
Range extending technologies can bring significant emissions reductions. A reduction of toll charges for such technologies must therefore be recognised within the Eurovignette Directive. To ensure technological openness, technologies which can ensure a reduction of pollutants, determined via Regulation (EU) 2017/1151 – i.e. VECTO, in line with the definition of low emission vehicles under Article 3, point 12 of Regulation (EU) 2019/1242, should benefit from a 75% reduction of toll charges compared to the charge applicable for CO2 emission class 1 until June 30th 2031 – aligning with the extended exemption of road charges for zero-emission vehicles.
Amendment 57
JanChristoph Oetjen, Benoit Cassart, Asger Christensen
on behalf of the Renew Group
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive 1999/62/EC
Article 7ga – paragraph 2
| Text proposed by the Commission | Amendment |
|---|---|
| (b) in paragraph 2, the following subparagraphs are added: | (b) in paragraph 2, the following subparagraphs are added: |
| ‘Member States shall reclassify the vehicles that have been classified in CO2 emission class 2 or 3 with an emission reduction trajectory based on a CO2 emissions reduction target for 2030 of 43% by instead using an emission reduction trajectory based on a CO2 emissions reduction target for 2030 of 30% at the latest by [date of entry into force of this Directive + two months]. | ‘Member States shall reclassify the vehicles that have been classified in CO2 emission class 2 or 3 with an emission reduction trajectory based on a CO2 emissions reduction target for 2030 of 43% by instead using an emission reduction trajectory based on a CO2 emissions reduction target for 2030 of 30% at the latest by [date of entry into force of this Directive + two months]. |
| Member States shall consider as eligible for classification in a CO2 emission class all vehicles for which the road user can provide evidence of the CO2 emissions in a customer information file issued in accordance with Article 9 of Regulation (EU) 2017/2400. If the date of the first registration of a vehicle is before the start of the emission reduction trajectory of the vehicle sub-group to which the vehicle belongs, the values of the first year of the emission reduction trajectory for that sub-group shall apply. | Member States shall consider as eligible for classification in a CO2 emission class all vehicles for which the road user can provide evidence of the CO2 emissions in a customer information file issued in accordance with Article 9 of Regulation (EU) 2017/2400. If the date of the first registration of a vehicle is before the start of the emission reduction trajectory of the vehicle sub-group to which the vehicle belongs, the values of the first year of the emission reduction trajectory for that sub-group shall apply. |
| Member States shall treat vocational vehicles, as defined Article 3, point 9, of Regulation (EU) 2019/1242, as vehicles belonging to the corresponding non-vocational vehicle sub-group. | Member States shall treat vocational vehicles, as defined Article 3, point 9, of Regulation (EU) 2019/1242, as vehicles belonging to the corresponding non-vocational vehicle sub-group. |
| Member States shall not apply reduced charges in accordance with CO2 emission class 5 to zero-emission vehicles that have been retrofitted with a fuel-powered engine that generates electrical energy or that contributes to the propulsion of the vehicle. Member States shall instead apply the charges in accordance with CO2 emission class 1. | Member States shall not apply reduced charges in accordance with CO2 emission class 5 to zero-emission vehicles that have been retrofitted with a fuel-powered engine that generates electrical energy or that contributes to the propulsion of the vehicle. Member States shall instead apply the charges in accordance with CO2 emission class 1. |
| Member States shall mutually recognise the CO₂ emission class of a motor vehicle and of a trailer as determined by the Member State in which that vehicle or trailer is registered. To this end, the CO₂ emission class contained in the certificate of conformity or the vehicle registration certificate shall be made available via an interoperable electronic exchange system, such as MOVE-HUB, as part of the vehicle registration data. Where the CO₂ emission class of the trailer that is part of a vehicle combination cannot be established at the time when the road or infrastructure charges are applied, Member States shall calculate the road user charges only on the basis of the emission class of the motor vehicle and shall not apply a higher charge due to the absence of such information. | |
| Vehicle manufacturers may use the simulation tool provided for in Article 5 of Regulation (EU) 2017/2400 to determine the CO2 emissions of a dual-fuel vehicle, as defined in Article 3, point 21, of Regulation (EU) 2017/2400, after its production date, where the production date of that vehicle is before 1 January 2024. A manufacturer that intends to use this possibility shall notify the Commission of its intention to do so and the Commission shall decide whether that manufacturer may use the simulation tool for the purpose set out in this paragraph. For the classification of a vehicle in a CO2 emission class, Member States shall accept the simulation produced by manufacturers as evidence of a vehicle’s CO2 emissions, provided that a manufacturer sends them the results of the simulation directly and in digital form together with the Commission Decision addressed to that manufacturer.’; | Vehicle manufacturers may use the simulation tool provided for in Article 5 of Regulation (EU) 2017/2400 to determine the CO2 emissions of a dual-fuel vehicle, as defined in Article 3, point 21, of Regulation (EU) 2017/2400, after its production date, where the production date of that vehicle is before 1 January 2024. A manufacturer that intends to use this possibility shall notify the Commission of its intention to do so and the Commission shall decide whether that manufacturer may use the simulation tool for the purpose set out in this paragraph. For the classification of a vehicle in a CO2 emission class, Member States shall accept the simulation produced by manufacturers as evidence of a vehicle’s CO2 emissions, provided that a manufacturer sends them the results of the simulation directly and in digital form together with the Commission Decision addressed to that manufacturer.’; |
Or. en
Justification
The mutual recognition and availability of customer databases via MOVE-HUB avoids duplicate checks and thus reduces the administrative burden on operators and Member States. This is particularly important during the transition phase, when the number of heavy-duty vehicles in categories 4 and 5 is increasing.
Amendment 58
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive 1999/62/EC
Article 7ga – paragraph 2
| Text proposed by the Commission | Amendment |
|---|---|
| (b) in paragraph 2, the following subparagraphs are added: | (b) in paragraph 2, the following subparagraphs are added: |
| ‘Member States shall reclassify the vehicles that have been classified in CO2 emission class 2 or 3 with an emission reduction trajectory based on a CO2 emissions reduction target for 2030 of 43% by instead using an emission reduction trajectory based on a CO2 emissions reduction target for 2030 of 30% at the latest by [date of entry into force of this Directive + two months]. | ‘Member States shall reclassify the vehicles that have been classified in CO2 emission class 2 or 3 with an emission reduction trajectory based on a CO2 emissions reduction target for 2030 of 43% by instead using an emission reduction trajectory based on a CO2 emissions reduction target for 2030 of 30% at the latest by [date of entry into force of this Directive + two months]. |
| Member States shall consider as eligible for classification in a CO2 emission class all vehicles for which the road user can provide evidence of the CO2 emissions in a customer information file issued in accordance with Article 9 of Regulation (EU) 2017/2400. If the date of the first registration of a vehicle is before the start of the emission reduction trajectory of the vehicle sub-group to which the vehicle belongs, the values of the first year of the emission reduction trajectory for that sub-group shall apply. | Member States shall consider as eligible for classification in a CO2 emission class all vehicles for which the road user can provide evidence of the CO2 emissions in a customer information file issued in accordance with Article 9 of Regulation (EU) 2017/2400, based on their verified CO2 emissions performance, applied in a technologically neutral manner. If the date of the first registration of a vehicle is before the start of the emission reduction trajectory of the vehicle sub-group to which the vehicle belongs, the values of the first year of the emission reduction trajectory for that sub-group shall apply. |
| For the purposes of verification and enforcement, Member States shall ensure that the CO2 emission class included in the customer information file is made available in an accessible format, including as a physical printout, QR code, mobile certificate or, where available, via Union systems, and may be integrated into the vehicle registration document. | |
| Member States shall treat vocational vehicles, as defined Article 3, point 9, of Regulation (EU) 2019/1242, as vehicles belonging to the corresponding non-vocational vehicle sub-group. | Member States shall treat vocational vehicles, as defined in Article 3, point 9, of Regulation (EU) 2019/1242, as vehicles belonging to the corresponding non-vocational vehicle sub-group, without prejudice to the objective of ensuring consistency with their emissions performance. |
| Member States shall not apply reduced charges in accordance with CO2 emission class 5 to zero-emission vehicles that have been retrofitted with a fuel-powered engine that generates electrical energy or that contributes to the propulsion of the vehicle. Member States shall instead apply the charges in accordance with CO2 emission class 1. | Member States shall not apply reduced charges in accordance with CO2 emission class 5 to zero-emission vehicles that have been retrofitted with a fuel-powered engine that generates electrical energy or that contributes to the propulsion of the vehicle. Member States shall instead apply the charges in accordance with CO2 emission class 1. |
| Vehicle manufacturers may use the simulation tool provided for in Article 5 of Regulation (EU) 2017/2400 to determine the CO2 emissions of a dual-fuel vehicle, as defined in Article 3, point 21, of Regulation (EU) 2017/2400, after its production date, where the production date of that vehicle is before 1 January 2024. A manufacturer that intends to use this possibility shall notify the Commission of its intention to do so and the Commission shall decide whether that manufacturer may use the simulation tool for the purpose set out in this paragraph. For the classification of a vehicle in a CO2 emission class, Member States shall accept the simulation produced by manufacturers as evidence of a vehicle’s CO2 emissions, provided that a manufacturer sends them the results of the simulation directly and in digital form together with the Commission Decision addressed to that manufacturer.’; | Vehicle manufacturers may use the simulation tool provided for in Article 5 of Regulation (EU) 2017/2400 to determine the CO2 emissions of a dual-fuel vehicle, as defined in Article 3, point 21, of Regulation (EU) 2017/2400, after its production date, where the production date of that vehicle is before 1 January 2024. This shall be without prejudice to the treatment of vehicles that have been retrofitted with a fuel-powered engine in accordance with the applicable CO2 emission class rules, and to the future development of harmonised Union methodologies for determining their emissions performance. A manufacturer that intends to use this possibility shall notify the Commission of its intention to do so and the Commission shall decide whether that manufacturer may use the simulation tool for the purpose set out in this paragraph. For the classification of a vehicle in a CO2 emission class, Member States shall accept the simulation produced by manufacturers as evidence of a vehicle’s CO2 emissions, provided that a manufacturer sends them the results of the simulation directly and in digital form together with the Commission Decision addressed to that manufacturer. |
Or. en
Justification
This amendment clarifies that the classification of vehicles should be based on verified emissions data, ensuring consistency and avoiding interpretations based on vehicle type or technology rather than actual performance. It also ensures that the simplified treatment of vocational vehicles does not lead to inconsistencies with their emissions performance, while maintaining proportionality and administrative simplicity. Furthermore, it strengthens verification and enforcement by ensuring the availability of CO2 emission class data, and provides that the use of simulation results for dual-fuel vehicles is grounded in verified emissions data and applied in a technology-neutral manner, without prejudice to the current treatment of retrofitted vehicles.
Amendment 59
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive 1999/62/EC
Article 7ga – paragraph 2 – subparagraph 4
| Text proposed by the Commission | Amendment |
|---|---|
| Member States shall not apply reduced charges in accordance with CO2 emission class 5 to zero-emission vehicles that have been retrofitted with a fuel-powered engine that generates electrical energy or that contributes to the propulsion of the vehicle. Member States shall instead apply the charges in accordance with CO2 emission class 1. | Member States shall not apply reduced charges in accordance with CO2 emission class 5 to zero-emission vehicles that have been retrofitted with a fuel-powered engine that generates electrical energy or that contributes to the propulsion of the vehicle. Member States shall instead apply the charges in accordance with CO2 emission class 1. |
| Once harmonised Union methodologies for assessing the CO2 emissions of retrofitted vehicles are established, such vehicles may be classified according to their verified emissions performance, in a technologically neutral manner, taking into account different technological solutions, including those of a transitional or retrofit nature. The Commission shall give priority to the development of those methodologies. |
Or. en
Justification
This amendment ensures legal certainty while allowing for a future performance-based and technologically neutral classification of retrofitted vehicles once harmonised Union methodologies are available.
Amendment 60
Flavio Tosi
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b a (new)
Directive 1999/62/EC
Article 7ga – paragraph 5 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (ba) in Article 7ga, the following paragraph is inserted: | |
| ‘5a. By way of derogation from paragraph 1, Member States shall provide for a reduction of 10 % of the infrastructure charge or user charge applicable to a given vehicle in accordance with its CO₂ emission class, for vehicles equipped with an electrified transport refrigeration unit. That reduction shall be applied in addition to the variations provided for in paragraph 3 and shall comply with paragraph 4.’ |
Or. en
Justification
Electrified transport refrigeration units can reduce CO₂ emissions by 10-15% compared to vehicles of the same CO₂ emission class. A proportionate reduction in tolls and user charges would ensure the competitiveness of operators investing in decarbonisation (e.g. by retrofitting vehicles) by providing them with economic relief.
Amendment 61
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point c a (new)
Directive 1999/62/EC
Article 7ga – paragraph 8 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (ca) in Article 7ga, the following paragraph is inserted: | |
| ‘8a. By ... [two years from the date of entry into force of this Directive], the Commission shall conduct an evaluation of the application of this Directive, taking into account input from relevant stakeholders and the effective availability of technological solutions on the market. This evaluation shall in particular examine the possible introduction and functioning of CO2-differentiated tolling for vehicle combinations, considering the CO2 emissions performance of trailers, including transitional and innovative solutions capable of delivering substantial emission reductions based on their verified performance, and shall be carried out in a technologically neutral manner. | |
| During that evaluation, the Commission shall: | |
| (a) analyse the documents issued under Commission Regulation (EU) 2022/1362 certifying the performance characteristics of trailers, with a view to determining whether they could serve as a robust and reliable basis for the application of CO2-differentiated tolling, ensuring a technologically neutral approach; | |
| (b) evaluate the practical feasibility of introducing CO2-differentiated tolling that considers the effect of trailers on the CO2 emissions of heavy goods vehicle combinations, including the extent to which technical solutions allowing the identification of trailers in vehicle combinations are available, reliable and interoperable, as well as their effective deployment and maturity on the market; | |
| (c) assess the implications for interoperability, taking into account the requirements set out in Directive (EU) 2019/520, in particular as regards maintaining the interoperability of on-board equipment across the Union, including in cases where tolling systems take trailers into account. | |
| The Commission shall present a report on the outcome of that evaluation to the European Parliament and to the Council accompanied, where appropriate, by a legislative proposal.’ |
Or. en
Justification
This amendment ensures a technologically neutral and practical evaluation, taking into account real market conditions and implementation constraints.
Amendment 62
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Article 1 – paragraph 1 – point 3
Directive 1999/62/EC
Article 7gc
| Text proposed by the Commission | Amendment |
|---|---|
| (3) the following Article is inserted: | deleted |
| ‘Article 7gc | |
| 1. Until 30 June 2030, Member States may take into account the effect of trailers on the CO2 emissions of its combination with a motor vehicle when applying Article 7ga. From 1 July 2030 they shall take into account that effect. | |
| Where a Member State applies the first subparagraph, the CO2 emission class of the vehicle combination referred in Article 7ga (2) shall be affected by the trailer class of the towed trailer in accordance with Annex VIII. | |
| 2. Where a Member State applies the first paragraph and, in accordance with Article 9(1), point (a), imposes specific charges on vehicle combinations deviating from the maximum weights and/or dimensions laid down in Annex I to Council Directive 96/53/EC *, in accordance with Article 4(4) of that Directive, it may apply a reduction of road charges to such vehicle combinations that employ at least one trailer to which a trailer class is assigned in accordance with Annex VIII to this Directive. | |
| The amount of the reduction of the road charge may correspond to the reduction granted to vehicle combinations not deviating from the maximum weights and/or dimensions. | |
| 3. The Commission is empowered to adopt a delegated act in accordance with Article 9d in order to amend Annex VIII to determine the efficiency ratio thresholds laid down therein, or to adjust them to reflect technical progress. Their first determination shall be based on the average efficiency of the trailer fleet when reference CO2 emissions for these vehicles are published, and on the potential that trailers have to generate efficiency improvements, taking into consideration the different potential between semi-trailers and other trailers. | |
| For trailer classes 1 and 2 as identified in the table in Annex VIII, the Commission shall adopt a delegated act determining the efficiency ratio thresholds at the latest one year after the publication of reference CO2 emissions for trailers according to Article 11(1) of Regulation (EU) 2019/1242. | |
| Trailer class 3, as identified in the table in Annex VIII, applies to zero-emission trailers as defined in Article 3, point 11, subpoint (c), of Regulation (EU) 2019/1242 and complying with the efficiency ratio threshold for trailer class 3. The Commission shall adopt a delegated act determining the efficiency ratio thresholds after legally certified values for those trailers are available. | |
| The Commission is empowered to adopt a delegated act in accordance with Article 9d in order to amend Annex VIII to lay down a methodology for determining the allocation to a trailer class of trailers which are retrofitted with equipment improving their energy efficiency, especially those that were registered, sold or to enter into service before the date of application of Implementing Regulation (EU) 2022/1362. | |
| 4. For the purpose of recording the equipment referred to in paragraph 3, fourth subparagraph, Member States shall make use of item 10 (other information) of Annex II to Directive 2014/45/EU**. | |
| * Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorized dimensions in national and international traffic and the maximum authorized weights in international traffic (OJ L 235, 17.9.1996, p. 59) | |
| ** Directive 2014/45/EU of the European Parliament and of the Council of 3 April 2014 on periodic roadworthiness tests for motor vehicles and their trailers (OJ L 127, 29.4.2014, p. 51)’; |
Or. en
Amendment 63
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Article 1 – paragraph 1 – point 4
Directive 1999/62/EC
Article 7j – paragraph 2a – subparagraph 1
| Text proposed by the Commission | Amendment |
|---|---|
| (4) In Article 7j (2a), the first subparagraph is replaced by the following: | deleted |
| ‘Where a driver or, where applicable, the transport operator or the European Electronic Toll Service (EETS) provider, is unable to provide evidence of the emission class of the vehicle for the purposes of Article 7g(2), Article 7ga and Article 7gb, Member States may apply tolls or user charges up to the highest level chargeable. Where a driver or, where applicable, the transport operator or the European Electronic Toll Service (EETS) provider, is unable to provide evidence of the emission class of the vehicle combination for the purposes of Article 7gc, Member States may apply tolls or user charges on the basis of the emission class of the motor vehicle.;’ |
Or. en
Amendment 64
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 1999/62/EC
Article 9d – subparagraph 1
| Text proposed by the Commission | Amendment |
|---|---|
| (6) In Article 9d, the first subparagraph is replaced by the following: | deleted |
| ‘The Commission is empowered to adopt delegated acts in accordance with Article 9e to amend this Directive in respect of Annex 0, the formulas in points 4.1 and 4.2 of Annex IIIa, the amounts indicated in the tables of Annexes IIIb and IIIc in order to adapt them to scientific and technical progress, and the efficiency ratio thresholds indicated in table in Annex VIII in order to determine them or to adjust them to reflect technical progress.’; |
Or. en
Amendment 65
Lena Schilling
on behalf of the Verts/ALE Group
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 1999/62/EC
Article 9d – subparagraph 1
| Text proposed by the Commission | Amendment |
|---|---|
| (6) In Article 9d, the first subparagraph is replaced by the following: | (6) In Article 9d, the first subparagraph is replaced by the following: |
| ‘The Commission is empowered to adopt delegated acts in accordance with Article 9e to amend this Directive in respect of Annex 0, the formulas in points 4.1 and 4.2 of Annex IIIa, the amounts indicated in the tables of Annexes IIIb and IIIc in order to adapt them to scientific and technical progress, and the efficiency ratio thresholds indicated in table in Annex VIII in order to determine them or to adjust them to reflect technical progress.’; | ‘The Commission is empowered to adopt delegated acts in accordance with Article 9e to amend this Directive in respect of Annex 0, the formulas in points 4.1 and 4.2 of Annex IIIa, the amounts indicated in the tables of Annexes IIIb, and IIIc, in table 2 of Annex V and in the table of Annex VI in order to adapt them to scientific and technical progress;’ |
Or. en
Justification
The Directive delegates the powers to the Commission to adapt to scientific and technical progress the reference values for external-cost charging set out in the tables of the annexes of the Directive. Directive (EU) 2022/362 introduced the possibility to apply a congestion charge. However, the delegation of power does not cover the annexes relating to the congestion charge. This delegation of power should also cover the annexes relating to the congestion charge as the external cost of congestion are subject to evolving scientific and technical progress like the other external costs covered by the Directive. I think that this omission from the delegation of power may not have been intentional (I do not see any reason why). So this change would still be about “correcting” certain aspects of Directive (EU) 2022/362.
Amendment 66
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Article 1 – paragraph 1 – point 7
Directive 1999/62/EC
Article 11 – point c
| Text proposed by the Commission | Amendment |
|---|---|
| (7) In Article 11, point c is replaced by the following: | deleted |
| ‘(c) the variation of infrastructure charges or user charges according to the environmental performance of vehicles, pursuant to Article 7g, 7ga, 7gb or 7gc;’ |
Or. en
Amendment 67
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Article 1 – paragraph 1 – point 8
| Text proposed by the Commission | Amendment |
|---|---|
| (8) the text in the Annex to this Directive is added as Annex VIII. | deleted |
Or. en
Amendment 68
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Article 2
Directive (EU) 2019/520
Annex I – part I
| Text proposed by the Commission | Amendment |
|---|---|
| Article 2 | deleted |
| Amendment to Directive (EU) 2019/520 | |
| In Annex I to Directive (EU) 2019/520, Part I is replaced by the following: | |
| ‘Part I. Data relating to vehicles | |
| [...]’ |
Or. en
Amendment 69
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Article 3
Directive 1999/37/EC
Annex I – point V
| Text proposed by the Commission | Amendment |
|---|---|
| In Annex I to Directive 1999/37/EC, in point (V) exhaust emissions, the following points are added: | deleted |
| ‘(V.11) Efficiency ratio: | |
| — For non-volume-oriented trailers, efficiency ratio – ton-kilometre where indicated at position 49.11.2 of the certificate of conformity defined in the Appendix to Annex VIII to Commission Implementing Regulation (EU) 2020/683* or at position 49.11.2 of the individual vehicle approval certificate defined in Appendix 1 to Annex III to that Regulation. | |
| — For volume-oriented trailers, efficiency ratio – m3-kilometre based where indicated at position 49.11.3 of the certificate of conformity defined in the Appendix to Annex VIII to Commission Implementing Regulation (EU) 2020/683 or at position 49.11.3 of the individual vehicle approval certificate defined in Appendix 1 to Annex III to that Regulation. | |
| The volume orientation is indicated at position 49.10 of the certificate of conformity of heavy-duty trailers defined in the Appendix to Annex VIII to Commission Implementing Regulation (EU) 2020/683 or at position 49.10 of the individual vehicle approval certificate defined in Appendix 1 to Annex III to that Regulation, | |
| (V.12) Trailer class determined in accordance with Article 7gc of Directive 1999/62/EC of the European Parliament and of the Council; | |
| * Commission Implementing Regulation (EU) 2020/683 of 15 April 2020 implementing Regulation (EU) 2018/858 of the European Parliament and of the Council with regards to the administrative requirements for the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (OJ L 163, 26.5.2020, p. 1).’ |
Or. en
Amendment 70
Carlo Fidanza
on behalf of the ECR Group
Proposal for a directive
Annex I
Directive 1999/62/EC
Annex VIII
| Text proposed by the Commission | Amendment |
|---|---|
| ‘ANNEX VIII | deleted |
| TRAILERS CLASSIFICATION CRITERIA | |
| This Annex specifies the variation criteria according to which CO2 emission classes of vehicle combinations shall be differentiated in accordance with Article 7gc. | |
| [...]’ |
Or. en