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Clean corporate vehicles
Document CJ46-AM-790087 · COM(2025)0994 – 2025/0421(COD)
- Kind
- Amendment list CJ46-AM-790087
- Date
- 19 June 2026
- Committee
- Committee on the Environment, Climate and Food Safety Committee on Transport and Tourism
- Dossier
- 2025-0421
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- COM(2025)0994 – 2025/0421(COD)
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| Text proposed by the Commission | Amendment |
|---|---|
| (20) Since the objectives of this Regulation, namely accelerating the uptake of zero- and low-emission vehicles in corporate fleets, while fostering the competitiveness of the Union’s automotive sector, cannot be sufficiently achieved by the Member States alone in a way that ensures sufficient and clear market signals for fleet operators across the EU but can rather, by reason of consistency with EU-level legal instruments addressing vehicle manufacturers, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives. | (20) Since the objectives of this Regulation, namely accelerating the uptake of zero-emission vehicles in corporate fleets, while fostering the competitiveness of the Union’s automotive sector, cannot be sufficiently achieved by the Member States alone in a way that ensures sufficient and clear market signals for fleet operators across the EU but can rather, by reason of consistency with EU-level legal instruments addressing vehicle manufacturers, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives. |
| Text proposed by the Commission | Amendment |
|---|---|
| (20) Since the objectives of this Regulation, namely accelerating the uptake of zero- and low-emission vehicles in corporate fleets, while fostering the competitiveness of the Union’s automotive sector, cannot be sufficiently achieved by the Member States alone in a way that ensures sufficient and clear market signals for fleet operators across the EU but can rather, by reason of consistency with EU-level legal instruments addressing vehicle manufacturers, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives. | (20) Since the objectives of this Regulation, namely accelerating the uptake of zero-emission vehicles in corporate fleets, while fostering the competitiveness of the Union’s automotive sector, cannot be sufficiently achieved by the Member States alone in a way that ensures sufficient and clear market signals for fleet operators across the EU but can rather, by reason of consistency with EU-level legal instruments addressing vehicle manufacturers, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives. |
| Text proposed by the Commission | Amendment |
|---|---|
| (20) Since the objectives of this Regulation, namely accelerating the uptake of zero- and low-emission vehicles in corporate fleets, while fostering the competitiveness of the Union’s automotive sector, cannot be sufficiently achieved by the Member States alone in a way that ensures sufficient and clear market signals for fleet operators across the EU but can rather, by reason of consistency with EU-level legal instruments addressing vehicle manufacturers, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives. | (20) Since the objectives of this Regulation, namely accelerating the uptake of zero- and low-emission vehicles in corporate fleets and making zero-emission vehicles more affordable, while fostering the competitiveness of the Union’s automotive sector, cannot be sufficiently achieved by the Member States alone in a way that ensures sufficient and clear market signals for fleet operators across the EU but can rather, by reason of consistency with EU-level legal instruments addressing vehicle manufacturers, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives. In addition, highlights that planned policy measures should fully respect the principle of subsidiarity and leave sufficient flexibility as regards national and local implementation choices. |
This clarification is necessary to ensure that, while the regulation establishes common Union-level targets, Member States retain sufficient flexibility in the design and implementation of the measures needed to achieve them.
| Text proposed by the Commission | Amendment |
|---|---|
| (20) Since the objectives of this Regulation, namely accelerating the uptake of zero- and low-emission vehicles in corporate fleets, while fostering the competitiveness of the Union’s automotive sector, cannot be sufficiently achieved by the Member States alone in a way that ensures sufficient and clear market signals for fleet operators across the EU but can rather, by reason of consistency with EU-level legal instruments addressing vehicle manufacturers, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives. | (20) Since the objectives of this Regulation, namely accelerating the uptake of zero- and low-emission vehicles in corporate fleets, while fostering the competitiveness of the Union’s automotive sector, cannot be sufficiently achieved by the Member States alone in a way that ensures sufficient and clear market signals for fleet operators across the EU but can rather, by reason of consistency with EU-level legal instruments addressing vehicle manufacturers, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives, and making zero-emission vehicles more affordable. |
| Text proposed by the Commission | Amendment |
|---|---|
| (20a) Given the diversity of market structures, infrastructure readiness, leasing models, taxation systems and operational conditions across the Union, the decarbonisation of corporate fleets should primarily be supported through enabling measures, guidance, exchange of best practices and targeted incentives, including publicly accessible recharging and refuelling infrastructure, grid reinforcement and network capacity, affordable energy prices, sufficient vehicle production capacity, access to financing and leasing solutions and stable residual value conditions. In the absence of such enabling conditions, mandatory targets risk creating disproportionate economic and operational distortions. In this context, Commission guidelines can support Member States in identifying the most cost-effective and operationally feasible pathways towards cleaner corporate fleets while preserving competitiveness and avoiding disproportionate administrative burden. |
This recital reflects the need for a flexible and proportionate framework capable of accommodating different national circumstances and supporting a pragmatic transition towards cleaner corporate fleets.
| Text proposed by the Commission | Amendment |
|---|---|
| (20a) Measures adopted by Member States should avoid creating de facto purchasing obligations for individual undertakings, including through leasing chains, subcontracting arrangements or licensing requirements. |
The transition towards cleaner corporate fleets should preserve business freedom, and avoid disproportionate direct and indirect obligations on operators.
| Text proposed by the Commission | Amendment |
|---|---|
| (20b) In accordance with the principles of Better Regulation and the objectives set out in the Competitiveness Compass, Union action in the field of corporate fleet decarbonisation should minimise unnecessary administrative burden, preserve investment certainty and avoid disproportionate compliance costs for undertakings, notably SMEs. |
The transition towards cleaner corporate fleets should remain compatible with the Union’s competitiveness objectives and with the need to reduce excessive regulatory and administrative burdens.
| Text proposed by the Commission | Amendment |
|---|---|
| (20c) Measures adopted by Member States pursuant to this Directive should not result in direct or indirect purchasing obligations imposed on individual undertakings, including through leasing chains, subcontracting arrangements or licensing requirements. |
The transition towards cleaner corporate fleets should preserve business freedom and avoid disproportionate indirect obligations on operators.
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation lays down conditions under which Member States may adopt measures relating to commercial vehicles. These measures must be technology-neutral, proportionate and based on a life-cycle approach. Vehicles must not be classified as clean or granted regulatory advantages solely because they have no exhaust emissions. The decisive factor shall be a comprehensive life-cycle assessment encompassing manufacture, raw material extraction, energy or fuel supply, use, maintenance, recycling and disposal. This Regulation must not be applied in such a way as to give favourable or prejudicial treatment to certain powertrain technologies without a comprehensive life-cycle assessment. |
The purpose of the regulation must be to ensure technology neutrality and life-cycle assessment. An approach grounded in exhaust emissions alone is insufficient.
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles, including vehicles using sustainable low-carbon fuels, within the Union. It requires Member States to indicate national strategies that support a progressive increase in the share of such vehicles in new corporate cars and vans registered by large undertakings on their territory. |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a framework to support the uptake of zero-and low-emission vehicles, including vehicles running exclusively on eligible fuels (VEEF), within the Union through national plans adopted by Member States, in new corporate cars and vans registered by large undertakings in each Member State. |
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Directive establishes a framework for increasing the uptake of zero-and low-emission vehicles, including vehicles using sustainable low-carbon fuels, these fuels are those defined by Directive (EU) 2018/2001, fulfilling the criteria set out in Article 29, 29a and 31 of that Directive and associated delegated acts, within the Union. It sets indicative targets for the progressive increase in the share of such vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Directive does not prevent any Member State from setting more ambitious targets. |
This amendment aligns the subject matter of the Directive with its indicative target structure, clarifying that the Directive establishes a framework to incentivise a progressive increase in cleaner vehicles rather than imposing binding purchasing obligations. It also clarifies that low-emission vehicles should appropriately encompass vehicles using sustainable low-carbon fuels, as defined according to the EU RED Directive, consistent with a technology-open approach and the objective of a pragmatic transition.
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | The Commission shall develop non-binding guidelines aimed at supporting the uptake of zero- and low-emission vehicles within the Union, taking into account national circumstances, infrastructure readiness, market conditions and operational realities across Member States. Those guidelines should support the exchange of best practices and identify enabling measures, including targeted incentives, infrastructure deployment, grid readiness, financing solutions and measures supporting the competitiveness of undertakings, notably SMEs. Member States should remain free to adopt national measures and targets in accordance with their respective national circumstances and policy priorities. |
Given major differences between Member States in infrastructure, taxation, leasing models, economic conditions and operational needs, a non-binding framework based on Commission guidelines, best-practice exchange and enabling measures would be more proportionate than binding Union legislation. It would better respect subsidiarity, proportionality and Better Regulation, while limiting burdens and costs, especially for SMEs.
Jan-Christoph Oetjen, Marjan Šarec, Engin Eroglu, Oihane Agirregoitia Martínez, Asger Christensen, Urmas Paet, Andreas Glück
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a voluntary framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets voluntary targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. It shall not apply to SMEs within the meaning of Commission Recommendation 2003/361/EC, leasing companies or vehicle rental companies. This Regulation does not prevent any Member State from setting more ambitious targets. |
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets non-binding targets for the share of new zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. |
The evidence shows that incentives and investment in infrastructure and not targets have propelled the EU Member States with the fastest uptake of corporate EVs. Therefore, this proposal should lay down aspirational targets while encouraging Member States to develop measures to promote corporate EV uptake and EV uptake more broadly.
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets non-binding targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. |
| (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) |
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a framework for increasing the uptake of zero-emission vehicles within the Union. It sets targets for the share of zero-emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. |
| The following groups of vehicles shall be exempt from the scope of this Regulation and the targets set in Article 3: | |
| (a) vehicles used for the purpose of maintaining public health, safety, and order, maintaining or restoring essential services provided by large undertakings, including by providing immediate assistance during natural or man-made emergencies or service disruptions, such as police vehicles, ambulances, civil protection and rescue vehicles, intervention vehicles or fire brigade vehicles; | |
| (b) M1 category vehicles that have been specially designed or modified to accommodate one or more persons in wheelchairs while traveling on public roads; | |
| (c) vehicles that were designed and built for specific tasks or work and, by virtue of their design, are not suitable for the transport of persons or goods, including vehicles specifically adapted for the performance of essential public-interest services, in particular related to protection of critical infrastructure; | |
| (d) vehicles that were designed and built for temperature-controlled transport of essential goods relevant to maintaining public health, safety or order, where full electrification is not technologically possible. |
Building on the draft report, with additional categories of vehicles to be exempted based on technical impossibility and relevance of the services to be provided.
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. |
| This Regulation shall not apply to corporate cars and vans that are specially designed for emergency responses, including vehicles used for the urgent restoration and maintenance of critical energy, electricity, gas, water or telecommunications networks, where the operational requirements of such services cannot reasonably be fulfilled by zero- or low-emission vehicle technologies, taking into account availability, response time, payload, reliability and safety requirements. |
Corporate cars and vans used for emergency response operations, including the urgent restoration and maintenance of critical energy, electricity, gas, water and telecommunications networks, should be exempted from the scope of this Regulation. These vehicles often operate during extreme weather events or outages in areas without access to electricity, where recharging is not possible. Current zero- and low-emission vehicle technologies cannot reliably meet the operational requirements of such services in terms of availability, response time, payload, reliability and safety. This is particularly the case for specialised vehicles such as aerial work platforms.
Consequently, these emergency response vehicles should be excluded from the calculation of the targets for the share of zero- and low-emission vehicles applicable from 2030 and 2035. Such an exemption would prevent disproportionate burdens on operators responsible for critical infrastructure and help ensure rapid emergency interventions and public safety.
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. |
| This Regulation shall not apply to vehicles referred to in Article 2(2) and Article 2(3) of Regulation (EU) 2018/858 of the European Parliament and of the Council, and in points 5.2. to 5.5. and point 5.7. of Part A of Annex I to that Regulation. |
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. |
| Vehicles that are leased to natural persons or micro-, small- or medium-sized undertakings as defined in Article 2, points 8 to 10, of this Regulation are excluded from the scope of this Regulation and shall not count towards meeting the targets. |
The proposed wording ensures greater consistency with the scope of the legislation. Since vehicles purchased directly by SMEs or private individuals are not covered by the Regulation, the same exclusion should apply where such vehicles are acquired through leasing arrangements.
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a framework for increasing the uptake of zero-emission vehicles within the Union and for improving the availability and affordability of such vehicles on the second-hand market. It sets targets for the share of zero-emission vehicles in new corporate cars and vans registered by large undertakings in each Member State, and a separate target for large undertakings to register new conventional or electrically assisted cycles. This Regulation does not prevent any Member State from setting more ambitious targets. |
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. |
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a framework for increasing the uptake of zero-emission vehicles within the Union. It sets targets for the share of zero-emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. |
While the CO₂ standards allow low-emission vehicles, they mandate the sale of new cars of 90% and 40% for vans by 2035; mirroring this ambition here is vital to avoid policy contradictions that weaken Europe’s global leadership and perpetuate dependencies on imported fuels. Excluding Plug-in Hybrids (PHEVs), which often underperform on real-world emissions, prevents flooding the second-hand market with technologies that were meant to enable the transition to zero-emission. This clarity secures investment, drives down costs, and ensures corporate fleets accelerate a fair transition by supplying households and SMEs with vehicles truly aligned the EU’s resilience and competitiveness goals.
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Ondřej Knotek, Jana Nagyová, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. The absence of automatic financial penalties does not exempt Member States from the requirement to implement policies aimed at achieving the targets laid down by this Regulation. |
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. | This Regulation establishes a framework for increasing the uptake of zero-and low-emission vehicles within the Union. It sets targets for the share of zero- and low emission vehicles in new corporate cars and vans registered by large undertakings in each Member State. This Regulation does not prevent any Member State from setting more ambitious targets. By accelerating the renewal of corporate fleets towards zero-emission vehicles, this Regulation also aims to increase the availability and affordability of zero-emission vehicles on the second-hand market, thereby improving access to clean mobility for workers, self-employed persons, and low- and middle-income households. |
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation shall not apply to: | |
| (a) vehicles registered by a leasing, hire-purchase, short-term vehicle rental or consumer finance company; | |
| (b) vehicles referred to in points (a), (b) and (c) of Article 2(2) and point (c) of Article 2(3) of Regulation (EU) 2018/858; | |
| (c) motor vehicles equipped with special on-board equipment or mounted machinery for use in infrastructure management sectors and not intended for the carriage of passengers other than their own personnel; | |
| (d) motor vehicles designed and constructed for the carriage of persons with reduced mobility who require the use of a wheelchair or mobility scooter; | |
| (e) motor vehicles operated by essential public services such as public transport operators, for the protection and maintenance of infrastructure and related services, including rapid response to incidents. | |
| (f) vehicles registered by a vehicle manufacturer for, inter alia, research, development, testing, validation, demonstration, pre-series or type-approval purposes, provided that such vehicles are not used as ordinary company cars or as part of the manufacturer’s regular corporate fleet |
| Text proposed by the Commission | Amendment |
|---|---|
| This Regulation shall not apply to: | |
| a) vehicles used for the purpose of maintaining public health and safety and order, maintaining or restoring essential services provided by large undertakings, including by ensuring the secure and uninterrupted and safe supply of medicines to hospitals and pharmacies and/or providing immediate assistance during natural or man-made emergencies or service disruptions, such as police vehicles, ambulances, civil protection and rescue vehicles, intervention vehicles or fire brigade vehicles; | |
| b) specially adapted temperature controlled vans that are essential to ensure the safe and continuous distribution of temperature controlled medicines for delivery. |
For certain usage profiles, particularly, those where public order safety, municipal services and emergency response public health and civil protection tasks are required, zero- and lowemission vehicles are not yet adequate choices. Company, until now, do not have battery capacities available to allow the necessary temperature control or adequate refrigeration in an electric vehicle. This issue is further complicated where deliveries are needed in extremely hot/cold weather.
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Sophia Kircher, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Alexander Bernhuber, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| Article1a | |
| Exclusions | |
| The following groups of vehicles shall be exempt from the scope of this Regulation: | |
| a) vehicles referred to in Article 2(2) and Article 2(3) of Regulation (EU) 2018/858 of the European Parliament and of the Council, and in points 5.2. to 5.5. and point 5.7. of Part A of Annex I to that Regulation; | |
| b) vehicles referred to in in point 5.5 of Part A of Annex I to Regulation (EU) 2018/858 of the European Parliament and of the Council; | |
| c) vehicles referred to in Article 2(3) (c) of Regulation (EU) 2018/858 of the European Parliament and of the Council; | |
| d) vehicles registered by short-term rental operators as well as those registered by leasing, hire-purchase, rental or consumer finance companies. |
| Text proposed by the Commission | Amendment |
|---|---|
| Vehicles registered by, or on behalf of, an undertaking for the principal purpose of making them available to third parties, without a driver, under short-term rental contracts not exceeding 30 consecutive days shall not be taken into account for the purposes of the targets laid down in Article 3. |
| Text proposed by the Commission | Amendment |
|---|---|
| (2) ‘new vehicle’ means a vehicle that is registered in the Union for the first time; | (2) ‘new vehicle’ means a vehicle that is registered in the Union for the first time, is designed and assembled in EU territory with at least 60 % of the value of its strategic components (engine, battery, electronics) produced in the Union, or whose carbon footprint from its manufacture and delivery meet the strict environmental thresholds laid down by the Member State of registration; showroom and test vehicles of car distribution networks are excluded from this definition; |
Now more than ever, it is our duty to protect the European car industry. We need to combat unfair competition ('screwdriver' plants, low-cost imports) and secure the thousands of jobs provided by the industry. For imported vehicles, we are using France's environmental score (Score Carbone) as a basis. We are also exempting showroom and test models from the constraints imposed on new vehicles so as not to penalise the day-to-day work of concessions.
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Jorge Buxadé Villalba, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| (2) ‘new vehicle’ means a vehicle that is registered in the Union for the first time; | (2) ‘new vehicle’ means a vehicle that is registered for the first time; |
| Text proposed by the Commission | Amendment |
|---|---|
| (4) ‘van’ means a vehicle of Category N1 set out in Article 4(1), point (b)(i), of Regulation (EU) 2018/858; | deleted |
Vans should be excluded from this text. Like heavy-duty vehicles, vans are subject to stringent operating restrictions and suffer from a severe lack of charging infrastructure. Forcing the electrification of this fleet would unfairly penalise the vast majority of van users, notably delivery workers, SMEs, tradespeople, shopkeepers and industrial subcontractors.
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Jorge Buxadé Villalba, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| (4) ‘van’ means a vehicle of Category N1 set out in Article 4(1), point (b)(i), of Regulation (EU) 2018/858; | deleted |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Sophia Kircher, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Alexander Bernhuber, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| (5) ‘corporate vehicle’ means a vehicle registered by a legal entity; | (5) ‘corporate vehicle’ means a vehicle registered by a legal entity, excluding those listed in Article 1a of this Regulation. |
| Text proposed by the Commission | Amendment |
|---|---|
| (5) ‘corporate vehicle’ means a vehicle registered by a legal entity; | (5) corporate vehicle’ means a vehicle registered by a legal entity excluding those registered by a leasing, hire-purchase, short-term vehicle rental or consumer finance company. |
The way the legislation has been drafted, it impacts the vast majority of SMEs and in many cases, consumers using leasing, rental or consumer finance companies to meet their mobility needs.
| Text proposed by the Commission | Amendment |
|---|---|
| (5) ‘corporate vehicle’ means a vehicle registered by a legal entity; | (5) ‘corporate vehicle’ means a vehicle registered by a legal entity primarily excluding those registered for the purpose of short-term vehicle rental; |
Vehicle rental companies provide a wide range of vehicle types to customers many of whom are tourists in a third country. These customers must be able to decide what they rent and demand for EVs is currently very low in this group. Moving customer choice towards zero-emission vehicles requires that shortfalls in enabling conditions such as available charging infrastructure (particularly at airports) and incentives to address the Total Cost of Ownership and the requirements of the second-hand market be addressed, before the scope of the legislation is extended to rental.
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Jorge Buxadé Villalba, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| (5) ‘corporate vehicle’ means a vehicle registered by a legal entity; | (5) ‘corporate vehicle’ means a vehicle registered by a legal entity, with the exception of short-term rental vehicles; |
| Text proposed by the Commission | Amendment |
|---|---|
| (6) ‘zero-emission vehicle’ means a zero-emission vehicle as defined in Article 3(1)(n) of [Proposal for a revision of Regulation 2019/631]; | (6) ‘zero-emission vehicle’ means a zero-emission vehicle as defined in Article 3(1)(n) of [Proposal for a revision of Regulation 2019/631] or a vehicle using exclusively carbon-neutral fuels, including advanced biofuels and synthetic fuels; |
Making the sector go 'all-in' on electric motors would sound the death knell for France's thermal and hybrid industry.
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Sophia Kircher, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Alexander Bernhuber, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| (6) ‘zero-emission vehicle’ means a zero-emission vehicle as defined in Article 3(1)(n) of [Proposal for a revision of Regulation 2019/631]; | (6) ‘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); |
Jan-Christoph Oetjen, Marjan Šarec, Engin Eroglu, Oihane Agirregoitia Martínez, Benoit Cassart, Asger Christensen, Urmas Paet, Andreas Glück
| Text proposed by the Commission | Amendment |
|---|---|
| (6) ‘zero-emission vehicle’ means a zero-emission vehicle as defined in Article 3(1)(n) of [Proposal for a revision of Regulation 2019/631]; | (6) ‘zero-emission vehicle’ means a zero-emission vehicle as defined in Article 3(1)(n) of [Proposal for a revision of Regulation 2019/631]. It also includes “vehicles running exclusively on eligible fuels” (VEEF); |
| Text proposed by the Commission | Amendment |
|---|---|
| (6) ‘zero-emission vehicle’ means a zero-emission vehicle as defined in Article 3(1)(n) of [Proposal for a revision of Regulation 2019/631]; | (6) ‘zero-emission vehicle’ means a zero-emission vehicle, including vehicles running exclusively on eligible fuels (VEEFs), as defined in Article 3(1)(n) of [Proposal for a revision of Regulation 2019/631]; |
Vehicles with an internal combustion engine powered exclusively by eligible fuels requires a clear and robust definition of such fuels. Here, all sustainable fuels meeting the GHG emission reduction and sustainability criteria of the Renewable Energy Directive (RED) areincluded. Eligible fuels should benefit from a zero-emission rating, in line with the zero-rating principle applied to those RED-compliant fuels under the EU Emissions Trading System Directive (EU) 2023/959). By applying the same zero-rated combustion, “vehicles running exclusively on eligible fuels” should be considered “zero-emission vehicles (ZEV)”, on equal footing with battery-electric and hydrogen vehicles already classified as zero-emission vehicles (ZEVs).
| Text proposed by the Commission | Amendment |
|---|---|
| (6) ‘zero-emission vehicle’ means a zero-emission vehicle as defined in Article 3(1)(n) of [Proposal for a revision of Regulation 2019/631]; | (6) ‘zero-emission vehicle’ means a zero- emission vehicle, including vehicles running exclusively on eligible fuels (VEEFs), as defined in Article 3(1)(n) of [Proposal for a revision of Regulation 2019/631]; |
Vehicles with an internal combustion engine powered exclusively by eligible fuels requires a clear and robust definition of such fuels. Here, all sustainable fuels meeting the GHG emission reduction and sustainability criteria of the Renewable Energy Directive (RED) are included.
| Text proposed by the Commission | Amendment |
|---|---|
| (6) ‘zero-emission vehicle’ means a zero-emission vehicle as defined in Article 3(1)(n) of [Proposal for a revision of Regulation 2019/631]; | (6) ‘vehicles using renewable energy’ means battery electric vehicles (BEV), plug-in hybrids (OCV-HEV), fuel cell electric vehicles (FCEV) and vehicles exclusively running on eligible fuels (VEEV). |
References to ‘zero-emission’ and ‘zero- and low-emission vehicles’ in Regulation (EU) 2019/631 should be removed. These definitions are too narrow and do not cover vehicles powered by renewable energy. Introducing ‘vehicles using renewable energy’ creates a more inclusive, technology-neutral framework that recognises additional decarbonisation solutions. This reflects technological progress, enhances resilience through diverse renewable sources, and reduces critical raw material dependencies.
| Text proposed by the Commission | Amendment |
|---|---|
| (6) ‘zero-emission vehicle’ means a zero-emission vehicle as defined in Article 3(1)(n) of [Proposal for a revision of Regulation 2019/631]; | (6) ‘zero-emission vehicle’ means a battery-electric vehicle of category M1 or N1 with tailpipe emissions of 0 gCO2/km, as determined in accordance with the applicable EU type-approval procedure ; |
| Text proposed by the Commission | Amendment |
|---|---|
| (6a) 'state of health' means state of health as defined in Article 3, point (28), of Regulation (EU) 2023/1542 of the European Parliament and of the Council of 12 July 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC; |
(See wording of Article 3, paragraph 1, point (28) of Regulation (EU) 2023/1542 of the European Parliament and of the Council of 12 July 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC)
Second-hand cars should come with accessible and free-of-charge information about the state of health in order to foster greater trust in both selling and buying transactions. Transparency and accessible data are essential for consumers' trustworthiness. Without clear and verifiable information on battery health, buyers remain hesitant to enter this market.
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Sophia Kircher, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Alexander Bernhuber, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| (6a) 'eligible fuels' means all fuels as defined by Directive (EU) 2018/2001 which meet the sustainability criteria of that Directive; |
| Text proposed by the Commission | Amendment |
|---|---|
| (6a) ‘Micro-undertakings’ means a micro-undertaking as defined in Article 3(1) of Directive 2013/34/EU. |
| Text proposed by the Commission | Amendment |
|---|---|
| (6b) ‘electric vehicle battery’ means electric vehicle battery as defined in Article 3, point (14), of Regulation (EU) 2023/1542 of the European Parliament and of the Council of 12 July 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC. |
(See wording of Article 3, paragraph 1, point (14) of Regulation (EU) 2023/1542 of the European Parliament and of the Council of 12 July 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC.)
Precise categorization of 'EV batteries' - differentiating between passenger vehicles, heavy-duty transport, and stationary storage repurposing or other uses - is essential to match regulations to the unique characteristics of each use case.
| Text proposed by the Commission | Amendment |
|---|---|
| (6b) ‘Small undertaking’ means a small undertaking as defined in Article 3(2) of Directive 2013/34/EU. |
| Text proposed by the Commission | Amendment |
|---|---|
| (6c) ‘Medium-sized undertaking’ means a medium-sized undertaking as defined in Article 3(3) of Directive 2013/34/EU. |
| Text proposed by the Commission | Amendment |
|---|---|
| (6d) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time, based on information received through electronic communication; |
| Text proposed by the Commission | Amendment |
|---|---|
| (6e) ‘bi-directional recharging’ means a smart recharging operation where the direction of the electricity flow can be reversed, allowing that electricity flows from the battery to the recharging point it is connected to. |
| Text proposed by the Commission | Amendment |
|---|---|
| (7) ‘Zero and low emission vehicle’ means a zero- and low emission vehicle as defined in Article 3(1)(m) of Regulation 2019/631; | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| (7) ‘Zero and low emission vehicle’ means a zero- and low emission vehicle as defined in Article 3(1)(m) of Regulation 2019/631; | deleted |
Plug-in hybrid vehicles should not be incentivized and should therefore be excluded from the scope of this regulation.
| Text proposed by the Commission | Amendment |
|---|---|
| (7) ‘Zero and low emission vehicle’ means a zero- and low emission vehicle as defined in Article 3(1)(m) of Regulation 2019/631; | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| (7) ‘Zero and low emission vehicle’ means a zero- and low emission vehicle as defined in Article 3(1)(m) of Regulation 2019/631; | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| (7) ‘Zero and low emission vehicle’ means a zero- and low emission vehicle as defined in Article 3(1)(m) of Regulation 2019/631; | (7) ‘Zero and low emission vehicle’ means a zero- and low emission vehicle as defined in Article 3(1)(m) of Regulation 2019/631, including vehicles using sustainable low-carbon fuels meeting the sustainability and greenhouse gas emission saving criteria set out in Directive (EU) 2018/2001, and delivering substantial greenhouse gas emission reductions. |
| Text proposed by the Commission | Amendment |
|---|---|
| (7) ‘Zero and low emission vehicle’ means a zero- and low emission vehicle as defined in Article 3(1)(m) of Regulation 2019/631; | (7) ‘Zero and low emission vehicle’ means a zero- and low emission vehicle as defined in Article 3(1)(m) of Regulation 2019/631, including vehicles using sustainable low-carbon fuels as defined by Directive (EU) 2018/2001, fulfilling the criteria set out in Article 29, 29a and 31 of that Directive and associated delegated acts, fuels meeting the sustainability and greenhouse gas emission saving criteria set out in Directive (EU) 2018/2001, and delivering substantial greenhouse gas emission reductions. |
This amendment clarifies that the concept of low-emission vehicles should also encompass vehicles using sustainable low-carbon fuels meeting established Union sustainability criteria and delivering substantial greenhouse gas emission reductions, thereby supporting a technology-open and coherent approach to decarbonisation.
| Text proposed by the Commission | Amendment |
|---|---|
| (7) ‘Zero and low emission vehicle’ means a zero- and low emission vehicle as defined in Article 3(1)(m) of Regulation 2019/631; | (7) 'zero and low emission vehicle’ means a zero- and low emission vehicle as defined in Article 3(1)(m) of Regulation 2019/631, or a vehicle that has an efficient hybrid engine or uses only carbon-neutral fuels (advanced biofuels or synthetic fuels); |
Jan-Christoph Oetjen, Marjan Šarec, Engin Eroglu, Oihane Agirregoitia Martínez, Benoit Cassart, Asger Christensen, Urmas Paet, Andreas Glück
| Text proposed by the Commission | Amendment |
|---|---|
| (7) ‘Zero and low emission vehicle’ means a zero- and low emission vehicle as defined in Article 3(1)(m) of Regulation 2019/631; | (7) ‘Zero and low emission vehicle’ means a zero- and low emission vehicle as defined in Article 3(1)(m) of Regulation 2019/631. It also includes “vehicles running exclusively on eligible fuels” (VEEF); |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| (8) ‘large undertaking’ means a large undertaking as defined in Article 3(4) of Directive 2013/34/EU. | (8) ‘large undertaking’ means company as defined in Article 2(1)(a)of Directive 2024/1760/EU. |
| Text proposed by the Commission | Amendment |
|---|---|
| (8) ‘large undertaking’ means a large undertaking as defined in Article 3(4) of Directive 2013/34/EU. | (8) ‘large undertaking’ means a large undertaking that employs more than 500 people and has an annual turnover of more than EUR 100 million; |
Our mid-capitalisation companies, which form the core of French industry, must be protected from European bureaucracy. We therefore propose increasing the application thresholds so that only multinationals and large groups have to meet these requirements.
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| (8) ‘large undertaking’ means a large undertaking as defined in Article 3(4) of Directive 2013/34/EU. | (8) ‘large undertaking’ means an undertaking with a fleet of at least 100 vehicles; |
| Text proposed by the Commission | Amendment |
|---|---|
| (8) ‘large undertaking’ means a large undertaking as defined in Article 3(4) of Directive 2013/34/EU. | (8) ‘large undertaking’ means a large undertaking as defined in Article 3(4) of Directive 2013/34/EU if it has met those criteria for at least two consecutive financial years preceding the relevant vehicle registration and reporting obligation under this Directive. |
This amendment ensures legal certainty and avoids disproportionate effects for undertakings fluctuating around the size thresholds. It aligns the application of this Directive withthe stability principle already embedded in Directive 2013/34/EU, under which changes in size category take effect only after two consecutive financial years, thereby preventing borderline undertakings from being captured unpredictably by registration and reporting obligations.
| Text proposed by the Commission | Amendment |
|---|---|
| (8) ‘large undertaking’ means a large undertaking as defined in Article 3(4) of Directive 2013/34/EU. | (8) ‘large undertaking’ means a large undertaking as defined in Article 3(4) of Directive 2013/34/EU if it has met those criteria for at least two consecutive financial years preceding the relevant vehicle registration. |
| Text proposed by the Commission | Amendment |
|---|---|
| (8a) 'conventional or electrically assisted cycles' means either a human powered road vehicle or a human powered road vehicle equipped with an electric battery pack, built and designed in accordance with standard EN 15194; |
| Text proposed by the Commission | Amendment |
|---|---|
| 8a. Financial support shall mean direct grants, premiums, subsidies, preferential loans, government-funded purchase or leasing incentives and special tax benefits that are specifically granted to promote certain vehicle technologies. The following shall not be deemed to be financial support: the normal calculation of taxable profits, the standard depreciation of business assets, the deduction of business expenses, leasing costs, rental costs, maintenance, repair, insurance, fuel or energy costs, and other general tax provisions that apply regardless of any specific intention to promote a particular technology. |
| Text proposed by the Commission | Amendment |
|---|---|
| (8a) ‘financial support’ means any direct subsidy or grant provided by a public authority or by a private company when such private support is regulated by a public authority, to a company or an end user with a view to incentivising the acquisition of corporate vehicles powered by renewable fuels or renewable energy. Financial support excludes any direct or indirect tax measures. |
The proposal sets out requirements for financial support in Article 4 without further defining what is seen as financial support, for legal clarity a definition is needed.
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| (8a) 'financial support' means any fiscal, financial or regulatory measure adopted by a public authority that directly or indirectly reduces the costs associated with the acquisition or use of a vehicle |
| Text proposed by the Commission | Amendment |
|---|---|
| (8a) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time, based on information received through electronic communication; |
To ensure coherence with definitions set in the Alternative Fuels Infrastructure Regulation (AFIR) and Renewable Energy Directive (RED).
| Text proposed by the Commission | Amendment |
|---|---|
| (8a) Article 2(8a) – NEW | |
| “eligible fuels” means all fuels defined by the Directive (EU) 2018/2001, fulfilling the criteria set out in Article 29 and 29a of that Directive and associated delegated acts. Those fuels shall include renewable and/or synthetic fuels, such as biofuel, biogas, biomass fuel, renewable liquid and gaseous transport fuel of non-biological origin (RFNBO) or recycled carbon fuel (RFC). |
Vehicles with an internal combustion engine exclusively powered by eligible requires a clear and robust definition of fuels. The amendment aims to clarify that all sustainable fuels meeting the GHG emission reduction and sustainability criteria of the Renewable Energy Directive (RED) are included. The clarification avoids selective or restrictive interpretations of the eligible fuels, while maintaining the EU’s high environmental safeguards.
| Text proposed by the Commission | Amendment |
|---|---|
| (8a) “eligible fuels” means all fuels defined by the Directive (EU) 2018/2001, fulfilling the criteria set out in Article 29 and 29a of that Directive and associated delegated acts. Those fuels shall include renewable and/or synthetic fuels, such as biofuel, biogas, biomass fuel, renewable liquid and gaseous transport fuel of non-biological origin (RFNBO) or recycled carbon fuel (RCF). |
Vehicles with an internal combustion engine exclusively powered by eligible requires a clear and robust definition of fuels. The clarification avoids selective or restrictive interpretations of the eligible fuels, while maintaining the EU’s high environmental safeguards.
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Jorge Buxadé Villalba, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| (8a) 'short-term rental company' means a company that rents vehicles to individuals (primarily for tourism) and to companies (logistics and mobility) for less than one year; this category is excluded from the scope of this Regulation; |
| Text proposed by the Commission | Amendment |
|---|---|
| (8b) ‘financial support’ means any measure, whether fiscal, financial, regulatory, or parafiscal, adopted by a public authority or at its instigation, that, directly or indirectly, reduces the costs associated with the purchase, lease, short- and long-term rental and hire, insurance and operation of vehicles, as well as measures lowering the costs of recharging or fuelling a vehicles, including, but not limited to: | |
| i. fiscal advantages for individuals or legal entities, such as exemptions, reductions, deductions, rebates, credits, refunds and deferrals, including from excise duties on fuels; | |
| ii. favourable depreciation or amortisation rules for legal entities; | |
| iii. direct financial incentives granted by public authorities, including grants, subsidies, bonuses, replacement schemes and operational support payments; | |
| iv. regulatory or parafiscal advantages, including reduced or exempted registration fees and levies; | |
| v. rebates on or exemptions from tolls, congestion charges, external-cost charges, infrastructure charges and user charges as defined in Directive 1999/62/EC; | |
| vi. advantageous financing conditions, including concessional loans, publicly subsidised below-market interest rates, public guarantees, risk-sharing schemes backed by public authorities, or similar mechanisms aimed at improving access to capital; | |
| vii. any other fiscal, financial or quasi-fiscal advantage with equivalent effect, irrespective of its form, source or accounting treatment; |
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Jorge Buxadé Villalba, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| (8b) 'made in the European Union'means a product or component originating in the Union on the basis that it meets both of the following conditions: | |
| a. it underwent its last substantial processing in the Union, within the meaning of Article 60 of Regulation (EU) No 952/2013; | |
| b. the EU added value represents at least 60 % of the ex-works price, calculated in line with the definition provided in Article 3, point 42 of this Regulation; | |
| Operations consisting of minor processing within the meaning of Article 3, point 44 are not sufficient to confer EU origin under this Regulation, irrespective of their contribution to EU added value. By way of exception, and without prejudice to the restrictive nature of the definition provided for in this paragraph, products, components and raw materials from overseas countries and territories linked to a Member State, within the meaning of Annex II to the Treaty on the Functioning of the European Union and Council Decision (EU) 2021/1764 on the association of the Overseas Countries and Territories with the European Union, qualify as having content of EU origin. |
| Text proposed by the Commission | Amendment |
|---|---|
| (8b) ‘bi-directional recharging’ means a smart recharging operation where the direction of the electricity flow can be reversed, allowing that electricity flows from the battery to the recharging point it is connected to. |
To ensure coherence with definitions set in the Alternative Fuels Infrastructure Regulation (AFIR) and Renewable Energy Directive (RED).
| Text proposed by the Commission | Amendment |
|---|---|
| Financial support shall mean direct grants, premiums, subsidies, preferential loans, government-funded purchase or leasing incentives and special tax benefits that are specifically granted to promote certain vehicle technologies. The following shall not be deemed to be financial support: the normal calculation of taxable profits, the standard depreciation of business assets, the deduction of business expenses, leasing costs, rental costs, maintenance, repair, insurance, fuel or energy costs, and other general tax provisions that apply regardless of any specific intention to promote a particular technology. |
The term ‘financial support’ must be clearly distinguished from normal tax treatment. Depreciation, operating expenses, leasing costs, maintenance, insurance and fuel costs must not be made ineligible for funding. Furthermore, Article 4 must not be applied before the target values themselves. Key industrial policy criteria must not be determined solely by delegated acts.
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
| Text proposed by the Commission | Amendment |
|---|---|
| Article 3 | deleted |
| Targets for the share of zero- and low- emission corporate vehicles | |
| 1. Member States shall ensure that from 1 January 2030: | |
| (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. | |
| (b) the share of zero- emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the minimum targets for zero-emission vehicles set in tables 1 and 2 in the Annex. | |
| 2. For the purposes of monitoring the uptake of zero-and low-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: | |
| (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | |
| (b) the numerator for the minimum targets for zero-emission vehicles shall be the total number of new zero-emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | |
| (c) the denominator for both targets shall be the total number of new corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during the same calendar year. |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Sophia Kircher, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Alexander Bernhuber, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| Article 3 | deleted |
| Targets for the share of zero- and low- emission corporate vehicles | |
| 1. Member States shall ensure that from 1 January 2030: | |
| (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. | |
| (b) the share of zero- emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the minimum targets for zero-emission vehicles set in tables 1 and 2 in the Annex. | |
| 2. For the purposes of monitoring the uptake of zero-and low-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: | |
| (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | |
| (b) the numerator for the minimum targets for zero-emission vehicles shall be the total number of new zero-emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | |
| (c) the denominator for both targets shall be the total number of new corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during the same calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 3 | deleted |
| Targets for the share of zero- and low- emission corporate vehicles | |
| 1. Member States shall ensure that from 1 January 2030: | |
| (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. | |
| (b) the share of zero- emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the minimum targets for zero-emission vehicles set in tables 1 and 2 in the Annex. | |
| 2. For the purposes of monitoring the uptake of zero-and low-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: | |
| (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | |
| (b) the numerator for the minimum targets for zero-emission vehicles shall be the total number of new zero-emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | |
| (c) the denominator for both targets shall be the total number of new corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during the same calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| Targets for the share of zero- and low- emission corporate vehicles | Targets for the share of vehicles using renewable energy (battery electric vehicles, plug-in hybrids, fuel cell electric vehicles and vehicles running exclusively on eligible fuels) |
| Text proposed by the Commission | Amendment |
|---|---|
| Targets for the share of zero- and low- emission corporate vehicles | Targets for the share of zero-emission corporate vehicles |
| Text proposed by the Commission | Amendment |
|---|---|
| Targets for the share of zero- and low- emission corporate vehicles | Targets for the share of zero-emission corporate vehicles |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Member States shall ensure that from 1 January 2030: | deleted |
| (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. | |
| (b) the share of zero- emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the minimum targets for zero-emission vehicles set in tables 1 and 2 in the Annex. |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Sophia Kircher, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Alexander Bernhuber, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Member States shall ensure that from 1 January 2030: | deleted |
| (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. | |
| (b) the share of zero- emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the minimum targets for zero-emission vehicles set in tables 1 and 2 in the Annex. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Member States shall ensure that from 1 January 2030: | 1. In line with the goals of this Directive, Member States shall take proportionate measures, notably supportive and enabling measures, including the rollout of recharging and refuelling infrastructure, grid reinforcement and coherent financial enablers, and shall exclude binding purchasing obligations on individual companies, to support: |
This amendment preserves the structure of the Commission proposal while clarifying that national targets should be indicative reference points guiding supportive and enabling measures by Member States, not binding obligations that could become direct or indirect purchasing mandates. The Directive should prioritise enabling conditions, including infrastructure and financial support, and exclude company-level mandates.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Member States shall ensure that from 1 January 2030: | 1. Member States shall strive to ensure that from 1 January 2030: |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Member States shall ensure that from 1 January 2030: | 1. Member States shall work towards that from 1 January 2030: |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Member States shall ensure that from 1 January 2030: | 1. Member States should strive that from 1 January 2030: |
The evidence shows that incentives and investment in infrastructure and not targets have propelled the EU Member States with the fastest uptake of corporate EVs. Therefore, this proposal should lay down aspirational targets while encouraging Member States to develop measures to promote corporate EV uptake and EV uptake more broadly.
Jan-Christoph Oetjen, Marjan Šarec, Engin Eroglu, Oihane Agirregoitia Martínez, Benoit Cassart, Asger Christensen, Urmas Paet, Andreas Glück
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Member States shall ensure that from 1 January 2030: | 1. Member States may ensure that from 1 January 2030: |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Sophia Kircher, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Alexander Bernhuber, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. | (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year shall progressively increase, taking as indicative reference the combined targets for zero- and lowemission vehicles set in Tables 1 and 2 in the Annex, including vehicles using low-carbon fuels, these fuels are those defined by Directive (EU) 2018/2001, fulfilling the criteria set out in Article 29, 29a and 31 of that Directive and associated delegated acts; |
This amendment preserves the structure of the Commission proposal while clarifying that national targets should be indicative reference points guiding supportive and enabling measures by Member States, not binding obligations that could become direct or indirect purchasing mandates. The Directive should prioritise enabling conditions, including infrastructure and financial support, and exclude company-level mandates.
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. | (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined non-binding targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. |
The evidence shows that incentives and investment in infrastructure and not targets have propelled the EU Member States with the fastest uptake of corporate EVs. Therefore, this proposal should lay down aspirational targets while encouraging Member States to develop measures to promote corporate EV uptake and EV uptake more broadly.
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. | (a) the share of zero- and low-emission cars in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in table 1 in the Annex. |
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Jorge Buxadé Villalba, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. | (a) the combined share of zero- and low-emission cars in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. |
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the combined share of zero- and low-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero- and low-emission vehicles set in tables 1 and 2 in the Annex. | (a) the combined share of zero-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the combined targets for zero-emission vehicles set in tables 1 and 2 in the Annex. |
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Jorge Buxadé Villalba, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the share of zero- emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the minimum targets for zero-emission vehicles set in tables 1 and 2 in the Annex. | deleted |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Sophia Kircher, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Alexander Bernhuber, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the share of zero- emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the minimum targets for zero-emission vehicles set in tables 1 and 2 in the Annex. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the share of zero- emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the minimum targets for zero-emission vehicles set in tables 1 and 2 in the Annex. | (b) the share of zero-emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year shall progressively increase, taking as indicative reference the minimum targets for zero-emission vehicles set in Tables 1 and 2 in the Annex. |
This amendment preserves the structure of the Commission proposal while clarifying that national targets should be indicative reference points guiding supportive and enabling measures by Member States, not binding obligations that could become direct or indirect purchasing mandates. The Directive should prioritise enabling conditions, including infrastructure and financial support, and exclude company-level mandates.
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the share of zero- emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the minimum targets for zero-emission vehicles set in tables 1 and 2 in the Annex. | (b) the share of zero- emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the minimum non-binding targets for zero-emission vehicles set in tables 1 and 2 in the Annex. |
The evidence shows that incentives and investment in infrastructure and not targets have propelled the EU Member States with the fastest uptake of corporate EVs. Therefore, this proposal should lay down aspirational targets while encouraging Member States to develop measures to promote corporate EV uptake and EV uptake more broadly.
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the share of zero- emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the minimum targets for zero-emission vehicles set in tables 1 and 2 in the Annex. | (b) the share of zero- emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year shall be at least equal to the targets set out in Tables 1 and 2 of the Annex. |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the share of zero- emission cars and vans in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the minimum targets for zero-emission vehicles set in tables 1 and 2 in the Annex. | (b) the share of zero- emission cars in the total number of new corporate vehicles registered by large undertakings in their territory in each calendar year is at least equal to the minimum targets for zero-emission vehicles set in table 1 in the Annex. |
| Text proposed by the Commission | Amendment |
|---|---|
| (1a) The target values set out in this Regulation shall not apply until the Commission has submitted a comprehensive assessment to the European Parliament and the Council encompassing all of the following points: | |
| (a) a comprehensive life-cycle methodology in accordance with Article 7(a) of Regulation (EU) 2019/631 and details of its application to all vehicle categories covered by that Regulation; | |
| (b) an updated impact assessment on the effects on businesses, car manufacturers, suppliers, employment, vehicle prices, leasing instalments, residual values, second-hand car markets, taxpayers and consumers; | |
| (c) an assessment of the charging and grid infrastructure, including grid connections, depot charging, fast-charging availability, electricity prices, load management and regional differences; | |
| (d) an assessment of the availability of suitable vehicles for different operational profiles, in particular vans, service fleets, the construction sector, skilled trades, rural regions, shift work, trailer operations, refrigerated vehicles, the security services and the emergency services; | |
| (e) an assessment of dependencies on raw materials, batteries and supply chains, in particular with regard to critical raw materials, battery cells, cathode and anode materials, processing capacities and recycling; | |
| (f) an assessment of the specific, additional and measurable contribution of this Regulation to reducing global emissions and to global temperature trends; | |
| (g) an assessment of less interventionist, technology-neutral alternatives. The targets may only be applied once the Commission has submitted a legislative proposal to activate the targets, based on the assessment referred to in the first subparagraph, and once that proposal has been adopted in accordance with the ordinary legislative procedure. | |
| That legislative proposal may only be submitted if the Commission demonstrates that the target values are suitable, necessary, proportionate, technology-neutral, economically viable and compatible with the Union’s industrial competitiveness. |
This is the key ‘stop-the-clock’ mechanism. The target values must not take effect automatically. Only once the Commission has provided all the necessary evidence and their implementation has been approved through the ordinary legislative procedure may the target values be applied.
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| 1a. Member States shall adapt the implementation arrangements for national targets to take account of their specific economic and industrial characteristics and the practical application of EU targets. The absence of automatic financial penalties does not exempt Member States from the requirement to implement policies aimed at achieving the targets laid down by this Regulation. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1a. Application of the national targets shall be dependent on the average cost of electricity for companies remaining below a competitive threshold compared to the average over the previous decade. In the event of an energy crisis or disproportionate rise in electricity prices linked to EU energy market rules, the annual targets shall be automatically suspended for the calendar year in question. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1a. Member States composed entirely of islands, or containing island regions within the meaning of Article 174 TFEU, may apply a temporary flexibility mechanism for the achievement of the targets referred to in paragraph 1 where objective constraints linked to grid capacity, infrastructure deployment or market size significantly affect the uptake of zero-emission vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1a. The achievement of the targets referred to in paragraph 1 shall be based on a gradual and technology-neutral approach, taking due account of national specificities, economic realities, infrastructure readiness and market developments. Member States should retain sufficient flexibility in determining the most appropriate pathway towards achieving those targets. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1a. In the achievement of the targets referred to in paragraph 1, Member States may account for a maximum of 10 percentage points of the targets for the share of zero- emission cars and vans through verifiable support for the purchase and leasing of company bicycles, including electric bicycles and cargo bicycles. |
Allows Member States limited flexibility to achieve part of the targets through verifiable company bicycle leasing schemes and other zero-emission multimodal solutions, in line with the proposed 10 percentage-point allowance under Article 3(1bis). This reflects proven national experience, notably in Germany, where company bike leasing has already reached more than 2 million active leased bicycles and has demonstrated its effectiveness in reducing car dependency, congestion and emissions from commuting and business travel. Such flexibility enables Member States to use the most effective local and national tools, while ensuring that the core ambition of accelerating ZEV uptake remains intact. It also recognises that, for many urban trips, bicycles, cargo bikes and e-bikes provide a more space-efficient and cost-effective zero-emission alternative than replacing every trip with a car or van.
| Text proposed by the Commission | Amendment |
|---|---|
| 1b. The targets referred to in paragraph 1 shall be automatically suspended in all Member States where the roll-out of rapid charging infrastructure, as provided for in Regulation (EU) 2023/1804, is lagging behind the national trajectories by more than 15 %. Companies shall not be subject to penalties, restrictions or red tape as long as the public infrastructure network is not fully operational. |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Sophia Kircher, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Alexander Bernhuber, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For the purposes of monitoring the uptake of zero-and low-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: | deleted |
| (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | |
| (b) the numerator for the minimum targets for zero-emission vehicles shall be the total number of new zero-emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | |
| (c) the denominator for both targets shall be the total number of new corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during the same calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For the purposes of monitoring the uptake of zero-and low-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: | deleted |
| (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | |
| (b) the numerator for the minimum targets for zero-emission vehicles shall be the total number of new zero-emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | |
| (c) the denominator for both targets shall be the total number of new corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during the same calendar year. |
Paragraph 2 should be deleted as its compliance calculation methodology is premised on binding national targets and is not compatible with the indicative reference approach introduced in this amendment.
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For the purposes of monitoring the uptake of zero-and low-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: | deleted |
| (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | |
| (b) the numerator for the minimum targets for zero-emission vehicles shall be the total number of new zero-emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | |
| (c) the denominator for both targets shall be the total number of new corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during the same calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For the purposes of monitoring the uptake of zero-and low-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: | 2. For the purposes of monitoring the uptake of zero-and low-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, the following rules shall apply: |
Jan-Christoph Oetjen, Marjan Šarec, Engin Eroglu, Oihane Agirregoitia Martínez, Benoit Cassart, Asger Christensen, Urmas Paet, Andreas Glück
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For the purposes of monitoring the uptake of zero-and low-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: | 2. For the purposes of monitoring the uptake of zero-and low-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules may apply: |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For the purposes of monitoring the uptake of zero-and low-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: | 2. For the purposes of monitoring the uptake of zero-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For the purposes of monitoring the uptake of zero-and low-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: | 2. For the purposes of monitoring the uptake of zero-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For the purposes of monitoring the uptake of zero-and low-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: | 2. For the purposes of monitoring the uptake of zero-emission vehicles within the Union and calculating compliance with the national targets for cars set in Table 1 of the Annex, and for vans set in Table 2 of the Annex, the following rules shall apply: |
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | deleted |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Sophia Kircher, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Alexander Bernhuber, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are cars and that are registered by large undertakings in the Member State during each calendar year; |
Jan-Christoph Oetjen, Marjan Šarec, Engin Eroglu, Oihane Agirregoitia Martínez, Benoit Cassart, Asger Christensen, Urmas Paet, Andreas Glück
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles may be the total combined number of new zero- and low- emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; |
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Jorge Buxadé Villalba, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are cars and that are registered by large undertakings in the Member State during each calendar year; |
| Text proposed by the Commission | Amendment |
|---|---|
| (a) the numerator for the targets for the combined shares of zero- and low-emission vehicles shall be the total combined number of new zero- and low- emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | (a) the numerator for the targets for the combined shares of zero-emission vehicles shall be the total combined number of new zero-emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; |
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Jorge Buxadé Villalba, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the numerator for the minimum targets for zero-emission vehicles shall be the total number of new zero-emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | deleted |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Sophia Kircher, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Alexander Bernhuber, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the numerator for the minimum targets for zero-emission vehicles shall be the total number of new zero-emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the numerator for the minimum targets for zero-emission vehicles shall be the total number of new zero-emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | (b) the numerator for the minimum targets for zero-emission vehicles shall be the total number of new zero-emission corporate vehicles that are cars and that are registered by large undertakings in the Member State during each calendar year; |
Jan-Christoph Oetjen, Marjan Šarec, Engin Eroglu, Oihane Agirregoitia Martínez, Benoit Cassart, Asger Christensen, Urmas Paet, Andreas Glück
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the numerator for the minimum targets for zero-emission vehicles shall be the total number of new zero-emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; | (b) the numerator for the minimum targets for zero-emission vehicles may be the total number of new zero-emission corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during each calendar year; |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Sophia Kircher, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Alexander Bernhuber, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| (c) the denominator for both targets shall be the total number of new corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during the same calendar year. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| (c) the denominator for both targets shall be the total number of new corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during the same calendar year. | (c) the denominator for the minimum targets for zero-emission vehicles shall be the total number of new corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during the same calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| (c) the denominator for both targets shall be the total number of new corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during the same calendar year. | (c) the denominator for both targets shall be the total number of new corporate vehicles that are cars and that are registered by large undertakings in the Member State during the same calendar year. |
Jan-Christoph Oetjen, Marjan Šarec, Engin Eroglu, Oihane Agirregoitia Martínez, Benoit Cassart, Asger Christensen, Urmas Paet, Andreas Glück
| Text proposed by the Commission | Amendment |
|---|---|
| (c) the denominator for both targets shall be the total number of new corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during the same calendar year. | (c) the denominator for both targets may be the total number of new corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during the same calendar year. |
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Jorge Buxadé Villalba, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| (c) the denominator for both targets shall be the total number of new corporate vehicles that are, respectively, cars and vans, and that are registered by large undertakings in the Member State during the same calendar year. | (c) the denominator for both targets shall be the total number of new corporate vehicles that are cars and that are registered by large undertakings in the Member State during the same calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2a. For the decarbonization of micro-enterprise and SME fleets, the Commission shall, by 30 June 2027, establish a ZEV Revolving Fund (the ‘Fund’). | |
| The Fund shall provide interest-free loans to eligible SMEs and micro-enterprises for the purchase, lease, or hire-purchase of new zero-emission corporate cars and vans. | |
| The repayment mechanism shall be linked to the verified fuel cost savings resulting from the replacement of a conventional vehicle with a zero-emission vehicle of the same class. The Commission may also provide for a repayment subsidy for SMEs or micro-entreprises in sectors with variable or unpredictable mileage. | |
| The Fund shall be administered in cooperation with the European Investment Bank (EIB). Member States may supplement the Fund with national resources. The Commission shall report to the European Parliament and the Council on the establishment and operation of the Fund by 31 December 2027 |
| Text proposed by the Commission | Amendment |
|---|---|
| 2a. Where it is demonstrated that specific transport nodes, including airports, require additional recharging infrastructure and grid capacity to support the achievement of the targets referred to in paragraph 1, Member States should take the necessary measures to facilitate the provision of such infrastructure and capacity, in line with Regulation (EU) 2023/1804 and national grid planning. Where duly justified, Member States may adjust the effective application of those targets to reflect the timing of the deployment of the necessary infrastructure. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2a. The national targets set out in Annex I shall take into account the differing levels of market maturity, charging infrastructure readiness, fleet composition, geographical characteristics, and economic capacity of Member States. Member States facing structural market limitations, including small or peripheral markets with limited fleet diversity, may apply a flexibility mechanism allowing temporary adjustments to annual compliance trajectories, provided that they demonstrate continued progress towards the overall objectives of this Regulation. |
The targets currently proposed are overly ambitious for smaller markets where EV uptake remains constrained by supply limitations, infrastructure deployment challenges, and affordability concerns. A differentiated approach is necessary to ensure proportionality and realistic implementation across the Union.
| Text proposed by the Commission | Amendment |
|---|---|
| 2a. By way of derogation from paragraph 1, the targets set out in Tables 1 and 2 of the Annex shall be indicative for a Member State that demonstrates to the Commission that it is on track to fulfill its country specific target for 2030, as set out in the Regulation (EU) 2018/842 through existing measures only (WEM scenario), without the need for additional measures (WAM scenario). |
The Regulation should allow Member States to avoid explicit corporate fleet targets where they have in place policies that are consistent with EU climate objectives and deliver equivalent or greater emission reductions.
Therefore, the targets set out in the Annex should be indicative for Member States that can demonstrate that they are on track to fulfil their greenhouse gas emission reduction obligations under Regulation (EU) 2018/842 through existing measures, without the need for additional measures.
| Text proposed by the Commission | Amendment |
|---|---|
| (2a) Companies shall retain full flexibility in determining the means by which to achieve compliance, including vehicle renewal, operational optimisation, fleet electrification and the use of renewable and low-carbon fuels, in accordance with the Renewable Energy Directive (2009/28/EC). |
| Text proposed by the Commission | Amendment |
|---|---|
| (2a) Companies shall retain full flexibility in determining the means by which to achieve compliance, including vehicle renewal, operational optimisation, fleet electrification and the use of renewable and low-carbon fuels, in accordance with the Renewable Energy Directive (2009/28/EC). |
| Text proposed by the Commission | Amendment |
|---|---|
| 2b. By way of derogation from paragraph 1, the targets set out in Tables 1 and 2 of the Annex shall be indicative for a Member State that demonstrates to the Commission that measures already adopted at national level are expected to achieve a share of new zero- and low-emission vehicle registrations that results in CO₂ emissions equal to or lower than those resulting from compliance with the national corporate fleet target. | |
| The Member State shall submit evidence through its national plan referred to in art 6 paragraph 1 of this Regulation. | |
| Where the Commission concludes that the impact of those measures leads to same or lower CO2 emissions compared with the targets set out in the Annex, the targets shall be considered indicative for that Member State. |
Member States should be able to derogate from binding corporate fleet targets where they have implemented alternative policies that support the uptake of low- and zero-emission vehicles (irrespective of vehicle ownership) and are consistent with EU climate objectives. This is possible where the Commission determines that those national policies achieve CO₂ emissions from cars and LCVs that are equal to or lower than the emissions that would result from meeting the Annex targets.
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| Article3a | |
| National plans to support the uptake of the share of zero - and low-emission corporate vehicles | |
| 1. Member States shall establish national plans with the aim of supporting the uptake of zero- and low-emission vehicles running exclusively on eligible fuels, in new corporate cars and vans registered by large undertakings in each Member State. | |
| 2. The national plans shall set out national measures, policies and incentives to achieve this objective. Member States shall prepare national plans taking into account national market conditions, infrastructure readiness, technological neutrality, the availability of suitable technologies and the operational realities faced by different categories of corporate fleet operators. Member States shall ensure that such measures are proportionate and shall avoid creating unnecessary administrative, financial or operational burdens. | |
| 3. The national plans shall include at least: | |
| (a) an assessment of national market conditions and infrastructure readiness; | |
| (b) the national measures, policies and incentives envisaged to support the uptake of zero- and low-emission vehicles in corporate fleets; | |
| (c) an indicative timetable for the implementation of such measures; | |
| (d) procedures to monitor and evaluate the effectiveness of the measures adopted. | |
| 4. The national plans may include, where appropriate: | |
| (a) fiscal incentives; | |
| (b) road tolling incentives; | |
| (c) support measures in compliance with applicable State aid rules; | |
| (d) measures facilitating access to adequate, affordable and accessible charging and refuelling infrastructure; | |
| (e) measures supporting grid readiness; | |
| (f) measures facilitating access to financing. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 3a | |
| Targets for conventional and electrically assisted cycles | |
| 1. Member States, in addition to those targets set out in Article 3, shall ensure that: | |
| (a) by 1 January 2030, large undertakings acquire, purchase, lease, rent or otherwise make available for use a number of new conventional cycles or electrically assisted cycles equivalent to at least 30 % of the total number of employees of the undertaking; | |
| (b) by 1 January 2035, large undertakings acquire, purchase, lease, rent or otherwise make available for use a number of new conventional cycles or electrically assisted cycles equivalent to at least 50 % of the total number of employees of the undertaking; | |
| 2. For the purposes of paragraph 1, the total number of employees shall be calculated on the basis of the undertaking's average number of employees during the preceding calendar year. | |
| 3. The cycles referred to in paragraph 1 may consist of conventional cycles or electrically assisted cycles. | |
| 4. The cycles referred to in paragraph 1 shall be made available: | |
| (a) to employees for commuting or business travel; | |
| or (b) for the undertaking's freight transport, logistics, delivery or service operations. | |
| 5. For each calendar year, Member States shall record information for each new conventional cycles or electrically assisted cycles. This information shall be provided to the European Commission and made publicly available. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article3a | |
| No later than one year after the date of entry into force of this Regulation, each Member State shall draw up and communicate to the Commission a national strategy laying out the measures envisaged to promote and encourage the adoption of zero-emission vehicles within corporate fleets. | |
| The national strategy may encompass, among other: | |
| (a) tax relief and fiscal support measures; | |
| (b) schemes supporting the purchase and leasing of eligible vehicles; | |
| (c) measures related to the deployment of charging and refuelling infrastructure; | |
| (d) steps aimed at reducing administrative burdens; | |
| (e) targeted support for small and medium-sized enterprises; | |
| (f) campaigns to raise awareness and disseminate relevant information; | |
| (g) measures aimed at improving access to funding and financial instruments. | |
| Member States shall retain full discretion in determining the type, extent and combination of measures to be included in their national strategy, having regard to their specific national context and prevailing market conditions. | |
| Every two years, Member States shall provide the Commission with a progress report outlining the degree to which the adopted measures have been implemented and the results achieved. The Commission shall issue a consolidated report highlighting good practices and drawing on the experience gathered across Member States. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 3(a) | |
| Precautionary measure to ensure infrastructure is ready | |
| Provided that binding fleet targets under this Regulation are maintained, those targets shall apply to fleet operators registered in a Member State only if that Member State can demonstrate that it has met at least 90% of its binding national targets and infrastructure deployment requirements under Regulation (EU) 2023/1804. The Commission shall publish an annual assessment of progress made by individual Member States towards meeting the targets and requirements set out in paragraph 1. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 3(a) | |
| Provided that binding fleet targets under this Regulation are maintained, those targets shall apply to fleet operators registered in a Member State only if that Member State can demonstrate that it has met at least 90% of its binding national targets and infrastructure deployment requirements under Regulation (EU) 2023/1804. The Commission shall publish an annual assessment of progress made by individual Member States towards meeting the targets and requirements set out in paragraph 1. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4 | deleted |
| Financial support for corporate vehicles | |
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | |
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | |
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4 | deleted |
| Financial support for corporate vehicles | |
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | |
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | |
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. |
This provision raises serious subsidiarity concerns. Decisions on national financial support schemes
conditions under which such support may be granted, the article unduly interferes with national fiscal
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4 | deleted |
| Financial support for corporate vehicles | |
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | |
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | |
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4 | deleted |
| Financial support for corporate vehicles | |
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | |
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | |
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. |
The proposed provisions in Article 4 on financial support interfere with national fiscal policies on taxation thus raise serious concerns regarding subsidiarity.
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4 | deleted |
| Financial support for corporate vehicles | |
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | |
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | |
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. |
Article 4 should be deleted, as fiscal treatment and vehicle taxation should not be regulated through this framework. While the Directive may set indicative targets and supportive measures, it is not the appropriate instrument to introduce tax penalisation or restrict national support schemes. Taxation and fiscal incentives should remain within the relevant national and Union tax policy frameworks.
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4 | deleted |
| Financial support for corporate vehicles | |
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | |
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | |
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4 | deleted |
| Financial support for corporate vehicles | |
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | |
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | |
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. |
Anne-Sophie Frigout, Philippe Olivier, Julien Leonardelli, Valérie Deloge, Marie-Luce Brasier-Clain, Mathilde Androuët
| Text proposed by the Commission | Amendment |
|---|---|
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | deleted |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | deleted |
Jan-Christoph Oetjen, Marjan Šarec, Engin Eroglu, Oihane Agirregoitia Martínez, Asger Christensen, Urmas Paet, Andreas Glück
| Text proposed by the Commission | Amendment |
|---|---|
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low-emission vehicles. |
| By way of derogation, a Member State may maintain existing financial support schemes for a period of up to 24 months where the publicly accessible recharging infrastructure deployed on its territory falls short of the targets set out in Article 3 of Regulation (EU) 2023/1804. | |
| The Member State shall notify the Commission, no later than three months before the date on which the obligation under this paragraph applies, of the reasons justifying the derogation and of the measures planned to address that insufficiency. | |
| The Commission may issue a recommendation to the Member State concerned. Where the insufficiency persists, the derogation may be renewed once, on the basis of a new notification, for a further period of up to 24 months. |
| Text proposed by the Commission | Amendment |
|---|---|
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | As from two years before the date on which the target values referred to in Article 3 actually take effect, and only if the conditions set out in Article 3 are met, Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. |
The term ‘financial support’ must be clearly distinguished from normal tax treatment. Depreciation, operating expenses, leasing costs, maintenance, insurance and fuel costs must not be made ineligible for funding. Furthermore, Article 4 must not be applied before the target values themselves. Key industrial policy criteria must not be determined solely by delegated acts.
| Text proposed by the Commission | Amendment |
|---|---|
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, insurance, recharging or operation of corporate cars and vans other than zero-emission vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| As from two years before the date referred to in Article 3(1), Member States shall not provide any financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans other than zero- or low- emission vehicles. | As from the date referred to in article 3(1), Member States shall only provide financial support for the purchase, lease, rent, hire-purchase, or operation of corporate cars and vans if they are zero-emission vehicles. |
Member states are encouraged to set up transition measures before 2030 in order to ease the transition to a full stop in support of fossil vehicles in 2030.
| Text proposed by the Commission | Amendment |
|---|---|
| Financial support schemes and incentive mechanisms established pursuant to this Regulation should preserve fiscal neutrality, minimise administrative burdens, and avoid disproportionate impacts on small and medium-sized enterprises. Member States should retain sufficient flexibility in the design of fiscal incentives in accordance with national budgetary capacities and taxation systems. |
Uniform fiscal expectations may create significant budgetary burdens for smaller economies with constrained fiscal flexibility. National authorities must retain discretion to tailor support measures according to domestic economic realities.
| Text proposed by the Commission | Amendment |
|---|---|
| By 1 January 2027 Member States shall phase out tax exemptions, fiscal advantages and public subsidies benefiting corporate vehicles powered wholly or partially by fossil fuels and encourage the availability of reliable and transparent information concerning the state of health of electric vehicle batteries for second-hand zero-emission vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4 shall not apply for such time as the application of the target values referred to in Article 3 is suspended. |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the purchase, lease, rent, hire-purchase, insurance, recharging, or operation of corporate cars and vans only if the cars and vans are ‘made in the European Union. |
| A vehicle shall be considered 'made in the EU' if: | |
| (a) the vehicle is assembled within the Union; | |
| (b) the ration bateween the total ex-works price of vehicle components - excluding the vehicle battery - originating in the Union and the total ex-works price of all vehicle components - excluding the battery - is equal to or greater than 70%; | |
| (c) and the vehicle’s traction battery contains at least three main specific components of batteries, among which the battery cells, originating in the Union; | |
| (d) the vehicle’s traction battery contains at least five main specific components of batteries, among which the battery cells, the cathode active material, and the battery management system, originating in the Union; | |
| (e) the ratio between the total ex-works price of e-powertrain components originating in the Union and the total ex-works price of all e-powertrain components is equal to or greater than 50%; | |
| (f) the ratio between the total ex-works price of main electronic systems originating in the Union and the total ex-works price of all main electronic systems is equal to or greater than 50%. | |
| The requirements set out in points d), e) and f) apply from [OP: please insert date three years after the date of entry into force of this Regulation]. | |
| The origin of products and components shall be determined in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council. |
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Jorge Buxadé Villalba, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars only if the cars are ‘made in the European Union.’ A product or component shall only be deemed to be 'made in the European Union' if it meets both of the following conditions: |
| a. it underwent its last substantial processing in the Union, within the meaning of Article 60 of Regulation (EU) No 952/2013; | |
| b. the EU added value represents at least 60 % of the ex-works price, calculated in line with the definition provided in Article 3, point 42 of this Regulation; | |
| Operations consisting of minor processing within the meaning of Article 3, point 44 are not sufficient to confer EU origin under this Regulation, irrespective of their contribution to EU added value. By way of exception, and without prejudice to the restrictive nature of the definition provided for in this paragraph, products, components and raw materials from overseas countries and territories linked to a Member State, within the meaning of Annex II to the Treaty on the Functioning of the European Union and Council Decision (EU) 2021/1764 on the association of the Overseas Countries and Territories with the European Union, qualify as having content of EU origin. |
| Text proposed by the Commission | Amendment |
|---|---|
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | Without prejudice to Articles 107 and 108 of the Treaty, as from two years before the date on which the target values referred to in Article 3 actually take effect, and only if the conditions set out in Article 3 are met, Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ Article 4 shall not apply for such time as the application of the target values referred to in Article 3 is suspended |
| Text proposed by the Commission | Amendment |
|---|---|
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | Without prejudice to Articles 107 and 108 of the Treaty, As from two years before the date on which the target values referred to in Article 3 actually take effect, and only if the conditions set out in Article 3 are met, Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ Article 4 shall not apply for such time as the application of the target values referred to in Article 3 is suspended |
| Text proposed by the Commission | Amendment |
|---|---|
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1), Member States may, when designing financial support schemes for the uptake of corporate cars and vans, give preference to cars and vans 'made in the European Union', in accordance with the criteria to be established by the Commission pursuant to the third paragraph of this Article. |
| Text proposed by the Commission | Amendment |
|---|---|
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | Without prejudice to Article 107 and 108 of the Treaty, as from the date referred to in article 3(1), Member States shall not provide financial support for the uptake of zero-emission corporate cars and vans that are not 'made in the European Union', as defined in the [Annex of the Industrial Accelerator Act]. |
| Text proposed by the Commission | Amendment |
|---|---|
| Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars and vans only if the cars and vans are ‘made in the European Union.’ | Without prejudice to Article 107 and 108 of the Treaty, as from two years before the date referred to in Article 3(1) Member States shall provide financial support for the uptake of corporate cars only if the cars are ‘made in the European Union.’ |
| Text proposed by the Commission | Amendment |
|---|---|
| Where this Regulation lays down criteria for classifying a vehicle as ‘made in the European Union’, the main criteria are set out in this Regulation itself. The Commission may only supplement non-essential technical details by means of delegated acts. |
Key criteria relating to industrial policy must be laid down by the legislator itself and must not be delegated entirely to delegated acts.
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Jorge Buxadé Villalba, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| In order to increase the number of electric vehicles in corporate fleets, small electric vehicles that are 'made in the European Union', as defined, shall be considered to be a strategic lever and be subject to a differentiated calculation methodology. In this regard, each new zero-emission vehicle of category M1, identified as a small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the European Union, as previously defined, shall be counted as 1.5 electric vehicles in the Member States' calculations of the share of zero- and low-emission vehicles in their corporate fleets. |
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. | deleted |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. | For the purposes of this Article, the ‘made in the European Union’ criterion for providing financial support for the uptake of corporate cars and vans shall comply with the following criteria: |
| (a) the vehicle is assembled within the Union; | |
| (b) the ratio between the total ex-works price of vehicle components - excluding the vehicle battery - originating in the Union and the total ex-works price of all vehicle components – excluding the battery – is equal to or greater than 70%; | |
| (c) the vehicle’s traction battery contains at least three main specific components of batteries, among which the battery cells, originating in the Union; | |
| (d) the vehicle’s traction battery contains at least five main specific components of batteries, among which the battery cells, the cathode active material, and the battery management system, originating in the Union; | |
| (e) the ratio between the total ex-works price of e-powertrain components originating in the Union and the total ex-works price of all e-powertrain components is equal to or greater than 50%; | |
| (f) the ratio between the total ex-works price of main electronic systems originating in the Union and the total ex-works price of all main electronic systems is equal to or greater than 50%. | |
| The requirements set out in points (d), (e) and (f) apply from [OP: please insert date three years after the date of entry into force of this Regulation]. | |
| By way of derogation to the requirements set out above, small electric vehicles of subcategory M1E, as defined in Regulation (EU) 2018/858, shall include the following Union origin requirements: | |
| 1. the vehicle is assembled within the Union; | |
| 2. one of the two criteria below: | |
| (a) the ratio between the total ex-works price of vehicle components - excluding the vehicle battery - originating in the Union and the total ex-works price of all vehicle components – excluding the battery – is equal to or greater than 70%; or | |
| (b) the vehicle’s traction battery contains at least three main specific components of batteries, among which the battery cells, originating in the Union. | |
| This ‘made in the European Union’ criterion shall be considered equivalent to the ‘Union origin’ referred to in Article 7 of Regulation (EU) XX.../X... establishing a framework of measures for the acceleration of industrial capacity and decarbonisation in strategic sectors. |
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. | The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. Such criteria shall, at a minimum, include: |
| (a) compliance with Union and national tax legislation and the absence of tax evasion or aggressive tax avoidance practices within the Union; | |
| (b) compliance with applicable labour and employment standards, including occupational health and safety requirements; | |
| (c) respect for workers’ rights, including freedom of association, the right to collective bargaining, non-discrimination, equal treatment and equal pay; | |
| (d) compliance with applicable Union environmental legislation; | |
| (e) implementation of measures to reduce greenhouse gas emissions, improve energy efficiency and support the Union’s climate-neutrality objectives; | |
| (f) sustainable and resource-efficient use of materials, including measures promoting circularity, repairability, reuse and recycling throughout the vehicle life cycle; | |
| (g) responsible sourcing of raw materials and components, including due diligence regarding environmental and human rights impacts throughout the supply chain; | |
| (h) compliance with internationally recognised human rights standards and the prevention of forced labour, child labour and other forms of labour exploitation in the supply chain; | |
| (i) transparency regarding sustainability performance and supply-chain practices; | |
| (j) contribution to high-quality employment, skills development and social cohesion within the Union. |
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to supplement this Regulation by setting up a methodology for determining the criteria for a car or van to be considered ‘made in the European Union. | The criteria for a vehicle to be considered 'made in the European Union' shall be determined jointly by the European Parliament and the Council. They shall include a local integration rate of at least 60 % of the value of the battery and electronic components, and explicitly exclude manufacturers from third countries in receipt of state subsidies that distort the internal market. |
| Text proposed by the Commission | Amendment |
|---|---|
| Upon request of a vehicle manufacturer, all PEV, OVC-HEV or FCV from that vehicle manufacturer can be considered compliant, for a period of twelve months, with the Union origin requirements if the manufacturer demonstrates that all PEV, OVC-HEV or FCV compliant with the Union origin requirements that were assembled by that vehicle manufacturer during the period comprised between 1 January and 31 December (included) of the previous year represent a percentage equal or greater than 85% of the total number of PEV, OVC-HEV or FCV from the same vehicle manufacturer that were registered within the Union in the same period. |
| Text proposed by the Commission | Amendment |
|---|---|
| When designing financial support for the purchase, lease, rent, hire-purchase, insurance, recharging, or operation of zero-emission corporate vehicles, Member States shall incentivise the use of smart and bidirectional charging wherever feasible. |
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission shall task Member States to assess and tackle regulatory, taxation and financial barriers to EV adoption in corporate fleets, and publish best practices of fleet electrification. |
| Text proposed by the Commission | Amendment |
|---|---|
| Member States shall also ensure that financial support is made accessible for the purchase, lease, rent, hire-purchase, or insurance of conventional and electrically assisted cycles. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4a | |
| Support for smart and bidirectional charging | |
| 1. As smart recharging of electric vehicles is crucial to the system integration of clean electricity, Member States shall support and encourage fleet operators to adopt electric vehicles and related recharging infrastructure capable of smart and or bidirectional charging. | |
| 2. To further lower the total cost of ownership of zero emission vehicles, smart charging shall be promoted as the default charging mode. | |
| 3. To promote the uptake of smart and bidirectional charging amongst corporate fleets, Member States shall support and encourage fleet operators to conduct an analysis on the cost and benefits of deploying smart and bidirectional charging solutions in their fleets. To this end, Member States should also support smart and bidirectional charging through dedicated funding programs. | |
| 4. The Commission should encourage Member States to make V2G as simple as possible for companies and publish best practices of administrative handling of V2G financial flows for fleets. | |
| 5. To accompany this transition and improve consumer information, Member States shall provide companies falling under the scope of this Regulation with dedicated pedagogical advisors to explain the benefits of smart and bidirectional charging technologies. | |
| 6. Companies not falling under the scope of this Regulation can also benefit from this service, upon request. |
Fleets are particularly relevant for smart and bidirectional charging because of their operational patterns making them ideal candidates for demand response participation.
The latter will be crucial for the efficient integration of EVs into the power system and for reaching EU objectives on transport decarbonation. This is also acknowledged in Renewable Energy Directive: « Recharging points where electric vehicles typically park for extended periods of time, such as where people park for reasons of residence or employment, are highly relevant to energy system integration. Smart and, where appropriate, bi-directional recharging functionalities therefore need to be ensured. » As such, smart charging should also be promoted as the default mode when feasible because it brings cost savings, facilitates renewables integration in the system and stabilizes the grid.
Yet, smart, and more importantly bidirectional charging, technologies are still not well known among the general public, including fleets. Awareness-raising efforts are therefore needed to promote acceptance of the transition to electric vehicles among businesses. There are already analytical tools and platforms that can be used by fleet operators to quantify and measure the impact of smart and bidirectional charging.
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4a | |
| Financial support for a competitive and affordable second-hand market for zero-emission vehicles | |
| 1. As from …[two years before date referred to in Article 3(1)], Member States shall adopt measures to support the development of a competitive and affordable second-hand market for zero-emission vehicles, including, where appropriate: | |
| (a) higher tax-deductible depreciation ceilings and accelerated depreciation timelines for zero-emission vehicles placed on the market by large undertakings on their territory; | |
| (b) targeted incentives, bonusses or support schemes for retrofitting of high-mileage vehicles and battery retrofitting, aimed at improving affordability and access to zero-emission mobility for vulnerable households and communities. | |
| 2. Member States shall ensure that the measures adopted under this Article are designed and implemented in a non-discriminatory manner to foster the development of a well-functioning, inclusive second-hand market for zero-emission vehicles, accessible to all consumer segments. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article4b | |
| Support for the zero-emission vehicles second-hand market | |
| 1. As the turnover is faster amongst corporate vehicles than private ones, this Regulation shall also promote the uptake of the second-hand market for zero-emission vehicles. | |
| 2. In this regard, the European Commission shall encourage Member States to put in place national measures and dedicated instruments to support second-hand buyers. | |
| 3. Member States should also be encouraged to put in place social leasing programs targeting second-hand zero-emission vehicles. Relevant European or national funding programs should support the uptake of the second-hand market. | |
| 4. The European Commission could also promote European standardised reporting for certain indicators, such as the battery health, linked to vehicles owned by fleet operators before they reach the second-hand market. | |
| 5. To monitor progress in achieving the objective of zero-emission availability on the second-hand market, the European Commission will publish a specific study to analyse the progress per Member State through dedicated indicators such as the share of zero-emission vehicles in registrations of second-hand vehicles and the average age of corporate zero-emission vehicles entering the second-hand market. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article4b | |
| Corporate fleet sustainable mobility plans | |
| 1. Large undertakings operating corporate vehicle fleets within the Union shall prepare, adopt and implement a Corporate Fleet Sustainable Mobility Plan. | |
| 2. The Corporate Fleet Mobility Plan shall establish a strategy and measurable actions to reduce greenhouse gas emissions from the undertaking's fleet and mobility activities and to contribute to the objectives of this Regulation. | |
| 3. The Corporate Fleet Mobility Plan shall cover, at a minimum: | |
| (a) the composition and size of the undertaking's corporate fleet, including vehicles owned, leased or otherwise operated by the undertaking; | |
| (b) an assessment of the undertaking's mobility needs and vehicle usage patterns; | |
| (c) quantified targets and measures for increasing the share of zero-emission vehicles in the corporate fleet; | |
| (d) measures to reduce overall vehicle kilometres travelled and optimise fleet utilisation; | |
| (e) measures to promote sustainable mobility alternatives, including public transport, shared mobility services, active mobility, use of conventional bicycles and electrically assisted cycles, and rail transport where appropriate; | |
| (g) procurement and leasing policies aligned with the objectives of this Regulation; | |
| (h) measures to monitor, report and verify progress in implementing the Plan. | |
| 4. The Corporate Fleet Mobility Plan shall include, where relevant and proportionate, intermediate milestones for 2030 and 2035 and a timetable for implementation. | |
| 5. Large undertakings shall adopt their first Corporate Fleet Mobility Plan no later than two years after the date of application of this Regulation and shall review and update the Plan at least every three years thereafter. | |
| 6. Member States shall ensure that large undertakings submit their Corporate Fleet Mobility Plans, and any subsequent updates, to the national competent national authority. | |
| 7. Member States shall ensure that competent authorities provide guidance and, where appropriate, standardised templates to facilitate the preparation and reporting of Corporate Fleet Mobility Plans. | |
| 8. The Commission shall be empowered to adopt delegated acts in accordance with Article 5 to establish common reporting requirements, indicators and templates for Corporate Fleet Mobility Plans. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5 | deleted |
| Exercise of the delegation | |
| 1. The power to adopt delegated acts is conferred to the Commission subject to the conditions laid down in this Article. | |
| 2. The power to adopt delegated acts referred to in Article 5(3) shall be conferred on the Commission for an indeterminate period of time from [OP insert date = the date of entry into force of this Regulation). | |
| 3. The delegation of power referred to in Article 5(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. | |
| 4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2026. | |
| 5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council. | |
| 6. A delegated act adopted pursuant to Article 5(3) shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and 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. |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5 | deleted |
| Exercise of the delegation | |
| 1. The power to adopt delegated acts is conferred to the Commission subject to the conditions laid down in this Article. | |
| 2. The power to adopt delegated acts referred to in Article 5(3) shall be conferred on the Commission for an indeterminate period of time from [OP insert date = the date of entry into force of this Regulation). | |
| 3. The delegation of power referred to in Article 5(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. | |
| 4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2026. | |
| 5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council. | |
| 6. A delegated act adopted pursuant to Article 5(3) shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and 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. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5 | deleted |
| Exercise of the delegation | |
| 1. The power to adopt delegated acts is conferred to the Commission subject to the conditions laid down in this Article. | |
| 2. The power to adopt delegated acts referred to in Article 5(3) shall be conferred on the Commission for an indeterminate period of time from [OP insert date = the date of entry into force of this Regulation). | |
| 3. The delegation of power referred to in Article 5(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. | |
| 4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2026. | |
| 5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council. | |
| 6. A delegated act adopted pursuant to Article 5(3) shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and 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. |
This Article should be deleted in line with the deletion of Article 4. Since the delegated power relates to
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5 | deleted |
| Exercise of the delegation | |
| 1. The power to adopt delegated acts is conferred to the Commission subject to the conditions laid down in this Article. | |
| 2. The power to adopt delegated acts referred to in Article 5(3) shall be conferred on the Commission for an indeterminate period of time from [OP insert date = the date of entry into force of this Regulation). | |
| 3. The delegation of power referred to in Article 5(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. | |
| 4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2026. | |
| 5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council. | |
| 6. A delegated act adopted pursuant to Article 5(3) shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and 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. |
This Article should be deleted as a consequential amendment following the deletion of Article 4, which removes the underlyingempowerment for delegated acts. In the absence of a substantive delegation, this procedural provision is no longer necessary.
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5 | deleted |
| Exercise of the delegation | |
| 1. The power to adopt delegated acts is conferred to the Commission subject to the conditions laid down in this Article. | |
| 2. The power to adopt delegated acts referred to in Article 5(3) shall be conferred on the Commission for an indeterminate period of time from [OP insert date = the date of entry into force of this Regulation). | |
| 3. The delegation of power referred to in Article 5(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. | |
| 4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2026. | |
| 5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council. | |
| 6. A delegated act adopted pursuant to Article 5(3) shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and 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. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5 | deleted |
| Exercise of the delegation | |
| 1. The power to adopt delegated acts is conferred to the Commission subject to the conditions laid down in this Article. | |
| 2. The power to adopt delegated acts referred to in Article 5(3) shall be conferred on the Commission for an indeterminate period of time from [OP insert date = the date of entry into force of this Regulation). | |
| 3. The delegation of power referred to in Article 5(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. | |
| 4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2026. | |
| 5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council. | |
| 6. A delegated act adopted pursuant to Article 5(3) shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and 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. |
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5 | deleted |
| Exercise of the delegation | |
| 1. The power to adopt delegated acts is conferred to the Commission subject to the conditions laid down in this Article. | |
| 2. The power to adopt delegated acts referred to in Article 5(3) shall be conferred on the Commission for an indeterminate period of time from [OP insert date = the date of entry into force of this Regulation). | |
| 3. The delegation of power referred to in Article 5(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. | |
| 4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2026. | |
| 5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council. | |
| 6. A delegated act adopted pursuant to Article 5(3) shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and 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. |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
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| 1. The power to adopt delegated acts is conferred to the Commission subject to the conditions laid down in this Article. | deleted |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
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| 2. The power to adopt delegated acts referred to in Article 5(3) shall be conferred on the Commission for an indeterminate period of time from [OP insert date = the date of entry into force of this Regulation). | deleted |
| Text proposed by the Commission | Amendment |
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| 2. The power to adopt delegated acts referred to in Article 5(3) shall be conferred on the Commission for an indeterminate period of time from [OP insert date = the date of entry into force of this Regulation). | 2. The power to adopt delegated acts referred to in Article 4b(8) shall be conferred on the Commission for an indeterminate period of time from [OP insert date = the date of entry into force of this Regulation). |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
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| 3. The delegation of power referred to in Article 5(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. | deleted |
| Text proposed by the Commission | Amendment |
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| 3. The delegation of power referred to in Article 5(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. | 3. The delegation of power referred to in Article 4b(8) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. |
| Text proposed by the Commission | Amendment |
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| (a) The Commission shall, where appropriate, adopt delegated acts to further specify harmonised rules concerning transparency, accessibility and interoperability requirements, for information related to the state of health of electric vehicle batteries, considering technological developments, Regulation (EU) 2023/1542 and relevant international standards. |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
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| 4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2026. | deleted |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
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| 5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council. | deleted |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
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| 6. A delegated act adopted pursuant to Article 5(3) shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and 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. | deleted |
| Text proposed by the Commission | Amendment |
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| 6. A delegated act adopted pursuant to Article 5(3) shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and 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. | 6. A delegated act adopted pursuant to Article 4b(8) shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and 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. |
| Text proposed by the Commission | Amendment |
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| 6a. Each Member State shall submit a national implementation plan describing the measures in place or planned to achieve the national targets set out in this Regulation, including, where appropriate, measures supporting affordability, second-hand market development and transparency Reporting by Member States shall include information concerning: | |
| (a) the availability of second-hand zero-emission vehicles; | |
| (b) measures supporting affordability and accessibility of zero-emission mobility solutions; | |
| (c) the availability to consumers at no additional cost of transparent information concerning the state of health of electric vehicle batteries. |
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
| Text proposed by the Commission | Amendment |
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| Article 6 | deleted |
| Monitoring and reporting | |
| By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. | |
| By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. |
| Text proposed by the Commission | Amendment |
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| By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. | No later than 28 February 2028, and on a biennial basis thereafter, each Member State shall, upon having notified its national strategy, provide the Commission with a national plan detailing both the measures already in operation and those it envisages adopting in accordance with the goals pursued by this Regulation. |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
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| By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. | By 2030, and every two years thereafter, each Member State shall submit to the Commission a national plan, describing the measures it has in place and the measures that it plans to implement, as set-out in Article 3. |
| Text proposed by the Commission | Amendment |
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| By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. | By 28 February 2028, and every two years thereafter, each Member State may submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to limit emissions from the corporate car fleet. |
Jan-Christoph Oetjen, Marjan Šarec, Engin Eroglu, Oihane Agirregoitia Martínez, Benoit Cassart, Asger Christensen, Urmas Paet, Andreas Glück
| Text proposed by the Commission | Amendment |
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| By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. | By 28 February 2028, and every two years thereafter, each Member State may submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. |
| Text proposed by the Commission | Amendment |
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| By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. | By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement, considering the indicative national targets set out in the Annex as reference points to support progress towards the objectives of this Directive. |
This amendment aligns monitoring and reporting with the indicative nature of the national targets, ensuring that national plans and reporting serve to support and monitor progress towards the objectives of the Directive rather than demonstrate compliance with binding obligations. It preserves transparency and follow-up while avoiding a disproportionate governance burden. It also clarifies that reporting should appropriately take into account vehicles using low-carbon fuels where relevant, consistent with a technology-open approach.
| Text proposed by the Commission | Amendment |
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| By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. | By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan in line with the requirements set out in Article 6a describing the measures it has in place and the measures that it plans to implement in order to achieve the non-binding national targets set out in the Annex of this Regulation. |
To support Member States in developing national plans, the Commission should provide them with guidance similar to the development of national policy frameworks under AFIR.
| Text proposed by the Commission | Amendment |
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| By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. | By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to work towards the national targets set out in the Annex of this Regulation. |
| Text proposed by the Commission | Amendment |
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| By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. | 1. By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a draft national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. Each Member State shall ensure consistency between its draft national plan and its updated integrated national energy and climate plan referred to in Article 14(2) of Regulation (EU) 2018/1999. |
| Text proposed by the Commission | Amendment |
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| By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. | By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. |
| This plan shall also include a dedicated section describing the measures, planned or adopted, to develop the second-hand market for zero-emission vehicles in their territory, covering at least: | |
| (i) measures to support the availability and affordability of second-hand zero-emission vehicles, such as tax incentives; | |
| (ii) measures to support social leasing schemes, including based on second-hand zero-emission vehicles, including where appropriate through the use of available Union funding instruments, notably the Social Climate Fund established in Regulation (EU) 2023/955; | |
| (iii) measures to support the uptake of retrofitted commercial light-duty vehicles for small and medium enterprises and microenterprises ; | |
| (iv) measures to support the development of recharging infrastructure accessible to users of second-hand zero-emission vehicles. |
| Text proposed by the Commission | Amendment |
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| By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. | By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. |
| The national plans shall set out measures, beyond large undertakings, for companies to promote the adoption of zero-emission vehicles and encourage multimodality, such as social leasing schemes for small electric vehicles, company bike leasing, and mobility budgets encouraging the use of public transport, to address evolving private and corporate mobility demands sustainably. |
To support Member States, the European Commission should promptly publish guidance that highlights successful measures implemented to date and provides practical recommendations for their effective adoption. While acknowledging that there is no one-size-fits-all approach, this Regulation must be framed not solely as a regulatory instrument but also as an enabling framework, supporting Member States to deploy innovative and impactful solutions that advance sustainable and multimodal corporate mobility.
To this end, national plans should set out measures, beyond large undertakings, for companies to promote the adoption of ZEVs and encourage multimodality, such as social leasing schemes for small electric vehicles, company bike leasing, and mobility budgets encouraging the use of public transport, to address evolving private and corporate mobility demands sustainably. Recent national experiences demonstrate the viability of these approaches: France has successfully implemented a "social leasing" scheme, subsidising access to EVs for lower-income households and reaching over 41,500 users by 2025; Belgium has pioneered the widespread adoption of corporate mobility budgets, allowing employees to trade de the use of private cars with sustainable transport options like public transport passes or shared mobility; and Germany has expanded bike leasing programs, offering fiscal incentives that make electric bicycles an affordable and attractive option for corporate fleets and individual employees alike.
Expand the monitoring and reporting provisions to capture not only the registration of zero-emission vehicles, but also the implementation and impact of multimodal measures that contribute to corporate fleet decarbonisation.
| Text proposed by the Commission | Amendment |
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| By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. | By 28 February 2028, and every two years thereafter, each Member State shall submit to the Commission a national plan describing the measures it has in place and the measures that it plans to implement in order to achieve the national targets set out in the Annex of this Regulation. National plans shall include an assessment of recharging infrastructure and grid capacity at major transport hubs, including airports. |
| Text proposed by the Commission | Amendment |
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| 1a. The national plans as referred to in paragraph 1 shall contain at least the following elements: | |
| (a) an assessment of the current state and future development of the national fiscal regime for corporate vehicles, including measures to support the uptake of zero-emission corporate vehicles; | |
| (b) an assessment of the current state and future development of the national market regarding zero-emission corporate vehicles, including effects on the second-hand vehicle market; | |
| (c) policies and measures necessary so that the targets referred to in Annex I are reached, listed separately as short-term (within 12 months) and longer-term (up to 5 years) measures, including a system of financial penalties in case large undertakings fail to take the necessary actions to increase their share of new zero-emission corporate vehicles; | |
| (d) measures, planned or adopted, to ensure the recharging infrastructure needs for zero-emission corporate vehicles are met, particularly for workplace and home charging, incentivising the deployment of smart and bidirectional charging solutions; | |
| (e) measures, planned or adopted, to promote the second-hand vehicle market for zero-emission vehicles. |
| Text proposed by the Commission | Amendment |
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| The national plans shall contain at least the following elements: | |
| (a) an assessment of the current state and future development of the national market regarding zero- and low-emission corporate vehicles, including effects on the second-hand vehicle market; | |
| (b) an assessment of the current state and future development of the national fiscal regime for corporate vehicles; | |
| (c) policies and measures necessary so that the targets referred to in Annex I are reached, listed separately as short-term (within 12 months) and longer-term (up to 5 years) measures; | |
| (d) measures, planned or adopted, to ensure the recharging infrastructure needs for zero and low emission vehicles are met, particularly for workplace and home charging, including support for fleet and grid operators to adopt electric vehicles and related recharging infrastructure capable of smart and or bidirectional charging. | |
| (e) measures, planned or adopted, to promote the second-hand vehicle market for zero-emission vehicles. |
| Text proposed by the Commission | Amendment |
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| When preparing Union guidelines and assessing funding priorities, the Commission shall pay particular attention to island Member States, outermost regions and island territories experiencing structural transport and energy connectivity constraints. The Commission shall facilitate access by those territories to Union funding instruments supporting charging infrastructure, smart grids, renewable electricity integration and zero-emission fleet deployment. |
| Text proposed by the Commission | Amendment |
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| 1b. The Commission shall assess the draft national plans and may issue recommendations to the Member States. Those recommendations shall be issued no later than six months from the submission of the draft national plans as referred to in paragraph 1. Those recommendations may, in particular, address the adequacy and targeting of policies and measures relating to national targets. |
| Text proposed by the Commission | Amendment |
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| 1c. Each Member State shall take due account of any recommendations from the Commission as referred to in paragraph 1b and submit a final national plan to the Commission no later than nine months from the submission its draft national plan as referred to in paragraph 1. |
| Text proposed by the Commission | Amendment |
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| By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. | No later than 28 February 2031, and on a biennial basis thereafter, Member States shall report to the Commission the aggregate number of newly registered corporate vehicles recorded by large undertakings within their territory during the previous calendar year, disaggregated by passenger cars and vans, along with the respective proportions of zero- and low-emission vehicles, including those powered by low-carbon fuels, in each of those vehicle categories. |
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. | Three years after the submission of the national plan, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. The Commission may establish a mechanism of exchange of best practices between Members States. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. | 2. By 28 February of the year following the entry into force of this Regulation, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero-emission vehicles in each of those categories. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. | By 28 February 2028, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. By the end of July 2028, and every two years thereafter, the Commission shall consult the Member States and the relevant stakeholders, in particular economic operators in the automotive sector, on the application of this Regulation. On the basis of the national plans and the outcome of that consultation, the Commission shall publish indicative guidelines identifying effective public policy instruments. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. | By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero-emission vehicles in each of those categories, as well as data on the number of company bicycles acquired through financial support schemes for purchase and leasing. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. | By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, as well as the share of zero-, low-emission vehicles, including vehicles using low-carbon fuels, these fuels are those defined by Directive (EU) 2018/2001, fulfilling the criteria set out in Article 29, 29a and 31 of that Directive and associated delegated acts, in each of those categories. |
This amendment aligns monitoring and reporting with the indicative nature of the national targets, ensuring that national plans and reporting serve to support and monitor progress towards the objectives of the Directive rather than demonstrate compliance with binding obligations. It preserves transparency and follow-up while avoiding a disproportionate governance burden. It also clarifies that reporting should appropriately take into account vehicles using low-carbon fuels where relevant, consistent with a technology-open approach.
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Jorge Buxadé Villalba, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. | By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, indicating the number of cars, and the share of zero- and low-emission vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. | By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of vehicles using renewable energy in each of those categories. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. | By 28 February 2031, and every year thereafter, each Member State may determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. |
Jan-Christoph Oetjen, Marjan Šarec, Engin Eroglu, Oihane Agirregoitia Martínez, Asger Christensen, Urmas Paet, Andreas Glück
| Text proposed by the Commission | Amendment |
|---|---|
| By 28 February 2031, and every year thereafter, each Member State shall determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. | By 28 February 2031, and every year thereafter, each Member State may determine and transmit to the Commission the total number of new corporate vehicles registered by large undertakings in its territory during the preceding calendar year, split into cars and vans, and the share of zero- and low-emission vehicles in each of those categories. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2a. For each calendar year, each Member State shall record information for each new passenger car and each new light commercial vehicle registered as a corporate vehicle in its territory. This information shall include the name of the legal entity registering the vehicle, the specific emissions of CO2, the mass in running order, and the powertrain type as specific in the certificate of conformity. |
| Text proposed by the Commission | Amendment |
|---|---|
| For each calendar year, each Member State shall record information for each new passenger car and each new light commercial vehicle registered as a corporate vehicle in its territory. This information shall include the name of the legal entity registering the vehicle, the specific emissions of CO2, the mass in running order, and the powertrain type as specified in the certificate of conformity. |
| Text proposed by the Commission | Amendment |
|---|---|
| When drafting their national plans, Member States shall also ensure the appropriate involvement of regional and local authorities, take into account regional and local circumstances, pay special attention to less developed areas, in particular as regards charging infrastructure, and respect the principle of subsidiarity by leaving sufficient flexibility for national and local implementation choices. |
The proposed additions concern broader implementation principles, stakeholder involvement and territorial considerations.
| Text proposed by the Commission | Amendment |
|---|---|
| In carrying out the monitoring and reporting obligations under this Regulation, Member States shall take into account the coordination between this Regulation, Regulation (EU) 2023/1804, and national grid development plans. |
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Jorge Buxadé Villalba, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| By 28 February 2028, and every two years thereafter, each Member State shall also assess the Regulation's economic impact on companies in the automotive sector and shall transmit these data to the Commission, which shall take them into account should the Regulation have to be revised. |
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| As of the entry into force of this Regulation, the Commission shall examine every two years the impact of this legislation on the corporate fleet sector, and shall evaluate the growth of the second-hand electric vehicle market, paying special attention to changes in the residual value of electric vehicles. It shall submit a report on its main findings to the European Parliament and to the Council. Where this evaluation reveals disproportionate effects or significant implementation difficulties, the Commission shall propose a revision of this Regulation. |
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Jorge Buxadé Villalba, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| As of the entry into force of this Regulation, the Commission shall carry out an evaluation every two years of its direct and indirect impact on SMEs, microenterprises and private consumers, and shall submit a report on its main findings to the European Parliament and to the Council. Where this evaluation reveals disproportionate effects or significant implementation difficulties, the Commission shall propose a revision of this Regulation. |
| Text proposed by the Commission | Amendment |
|---|---|
| To ensure the exclusion of Small and Medium-sized Enterprises (SMEs) and natural persons from the scope, Member States shall record the following specific data points: | |
| a. Status of the registrant: Whether the entity in whose name the vehicle is registered is a large undertaking or a financial intermediary (e.g., a leasing or rental company). | |
| b. Status of the end-user: Where the registrant is a financial intermediary, the status of the lessee or end-user shall be recorded as either: | |
| i. Large undertaking; | |
| ii. Micro-undertaking; | |
| iii. Small undertaking; | |
| iv. Medium-sized undertaking; | |
| v. Natural person. | |
| The denominator for compliance targets shall only include vehicles where the registrant and the end-user are identified as a large undertaking. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2b. To ensure the exclusion of Small and Medium-sized Enterprises (SMEs) and natural persons from the scope, Member States shall record the following specific data points: | |
| (i) status of the registrant: whether the entity in whose name the vehicle is registered is a large undertaing or a financial intermediary; | |
| (ii) status of the end-user: where the registrang is a financial intermediary, the status of the lessee or end-user shall be recorded as either: | |
| (a) large understaking; | |
| (b) micro-undertaking; | |
| (c) small undertaking; | |
| (d) medium-sized undertaking; | |
| (d) natural person. | |
| The denominator for compliance with the national targets shall only include vehicles where the registrant or the end-user is a large undertaking. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2c. By 28 February of each year, Member States shall determine and transmit to the Commission the information collected pursuant to paragraphs 3 and 4 in respect of the preceeding calendar year. The data shall be transmitted in a standardized digital format to be determined by the Commission. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 28 February of each year, Member States shall determine and transmit to the Commission the information collected pursuant to paragraphs 1 and 2 in respect of the preceding calendar year. The data shall be transmitted in a standardized digital format to be determined by the Commission. |
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission shall keep a publicly accessible register of the data reported by Member States under this Article. By 30 June of each year, the Commission shall publish for each Member State: | |
| a. the total number of new corporate registrations by large undertakings; | |
| b. the share of zero-emission vehicles within those registrations; | |
| c. the progress toward the national targets set out in the Annex. |
| Text proposed by the Commission | Amendment |
|---|---|
| Member States shall ensure the correctness and completeness of the data transmitted and provide a contact point to the European Commission to respond to errors or omissions. |
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission is empowered to adopt delegated acts in order to amend the data requirements and parameters of this reporting framework. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 6a | |
| (1) The national plans shall contain at least the following elements: | |
| a) an assessment of the current state and future development of the market as regards zero- and low-emission market uptake among corporate entities, including effects on the second-hand vehicle market; | |
| b) an assessment of the different types of corporate fleets in particular as regards zero- and low-emission uptake, the measures already in place and the challenges they encounter; | |
| c) policies and measures necessary to ensure that the targets referred to in Article 3 are reached excluding the use of company specific targets; | |
| d) measures, planned or adopted, to address barriers to the uptake of zero-emissions vehicles in the used-vehicle market; | |
| e) measures, planned or adopted, to ensure the recharging infrastructure needs for the different types of corporate fleets are met, including for mobility hubs such as airports, railway stations and van depots; | |
| f) measures, planned or adopted, to ready the electricity grid for the expected increase in energy demand; | |
| g) measures, planned or adopted, to promote the second-hand vehicle market for zero- and low-emission vehicles. | |
| (2) Each Member State shall make its draft national plan publicly available and shall ensure that the public and all interested stakeholders are given early and effective opportunities to participate in the preparation of national plans. | |
| (3) The European Commission shall issue guidance to Member States on enabling measures to accelerate the uptake of zero- and low-emission corporate vehicles, including recommendations on fiscal framework reform and best practices identified across the European Union for different types of corporate fleets and measures to support the second-hand market. In preparing and updating such guidance, the European Commission shall ensure that measures are differentiated, proportionate, and evidence-based, taking into account the specific operational, technical, and economic characteristics of distinct categories of corporate fleets. | |
| The Commission shall be assisted by a committee composed of representatives of the Member States, within the meaning of Regulation (EU) No 182/2011. The committee shall facilitate coordination and the exchange of best practices, and provide input to the development and updating of the guidance referred to in this paragraph, taking into account the diversity of national markets and fleet compositions. Furthermore, the European Commission shall ensure structured and continuous stakeholder involvement in the preparation and update of the guidance. |
To support Member States in developing national plans we suggest to provide them with more guidance akin to the national policy frameworks in AFIR. This includes amongst others guiding them on how to assess the corporate fleet market and what measures to implement.
| Text proposed by the Commission | Amendment |
|---|---|
| Article 6a | |
| Public information, communication and visibility | |
| 1. The Commission shall make the draft national plans, its recommendations and the final national plan publicly available and keep them up to date on a dedicated webpage of the Commission’s website. | |
| 2. The Commission shall make the information collected pursuant to paragraphs 3 and 4 of Article 6 publicly available and keep them up do date in open, machine-readable formats, as set out in Article 5(1) of Directive (EU) 2019/1024 of the European Parliament and of the Council, which shall allow data to be sorted, searched, extracted, compared and reused. | |
| 3. Member States shall implement information and communication actions targeted to: | |
| (a) large undertakings describing all types of financial support available to large undertakings for the purchase, lease, rent, hire-purchase, insurance, recharging, or operation of zero-emission corporate vehicles; | |
| (b) the general public with regards to measures and financial support available for the development of a competitive second-hand market for zero-emission vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article6a | |
| Compliance | |
| Member States shall lay down rules on penalties applicable to infringements to this Regulation by large undertakings and shall take all measures necessary to ensure that they are implemented. The penalties provided for shall be effective, proportionate and dissuasive. | |
| By [enter date], and every year thereafter, Member States shall publish a list of large undertakings that have failed to comply with the obligations laid down in this Regulation during the preceding calendar year, including information on the nature and extent of the non-compliance. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 6(a) | |
| Report from the Commission | |
| By [insert date: three years after entry into force of this Regulation], the Commission shall carry out an evaluation of the direct and indirect economic impact of this Regulation on SMEs in light of the objectives that it pursues and present a report on the main findings to the European Parliament and to the Council. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 6(a) | |
| Report from the Commission | |
| By [insert date: three years after entry into force of this Regulation], the Commission shall carry out an evaluation of the direct and indirect economic impact of this Regulation on SMEs in light of the objectives that it pursues and present a report on the main findings to the European Parliament and to the Council. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 6a | |
| By 28 February 2028, and every two years thereafter, the Commission shall assess the impact of this Regulation on the availability and affordability of second-hand zero-emission vehicles across all Member States, including imports from third countries, and shall evaluate whether additional measures are necessary to ensure balanced market access within the Union. |
Smaller and peripheral markets depend heavily on second-hand vehicle flows. Without adequate second-hand availability, the transition risks creating unequal access to clean mobility solutions across Member States.
| Text proposed by the Commission | Amendment |
|---|---|
| Article6b | |
| By… [OP insert date: 2 years after date of entry into force of this Regulation] and every two years thereafter, the Commission shall carry out an evaluation of the direct and indirect economic impact of this Regulation on SMEs and private consumers in light of the objectives that it pursues and present a report on the main findings to the European Parliament and to the Council. |
SMEs heavily rely on leased and rented vehicles and are indirectly affected by this Regulation. SME mobility providers, such as logistics companies, often supply larger fleets and are also indirectly in scope. The Regulation will significantly impact SMEs, requiring in-depth analysis by the European Commission. Consumers are likewise affected, as most rental customers are private individuals and consumer-financed vehicles are frequently registered by financing companies.
| Text proposed by the Commission | Amendment |
|---|---|
| Article6b | |
| National plans for alternative modes of transportation | |
| By [date], each Member State shall establish and submit to the Commission a national plan setting out measures to promote and develop alternative modes of transportation for employees, with the objective of reducing reliance on individually owned and corporate vehicles. The national plan shall include measures to: | |
| (a) improve the availability, accessibility and quality of public transport services; | |
| (b) support the development and uptake of shared mobility solutions, including car-sharing, ride-sharing and shared micro-mobility services; | |
| (c) promote active modes of transport, including walking and cycling, particularly for commuting purposes; | |
| (d) encourage employers to adopt sustainable mobility plans and incentives for employees to use alternative modes of transport; | |
| (e) improve the integration and interoperability of different transport modes and services; | |
| (f) monitor progress and assess the effectiveness of the measures implemented. | |
| Member States shall update the national plan at least every two years and submit the updated plan to the Commission. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 6b | |
| Commission report | |
| By 31 December 2027, the Commission shall submit a report to the European Parliament and the Council, together with the report referred to in Article 15(1) of Regulation (EU) 2019/1242, in which it assesses whether dedicated measures to stimulate the uptake of zero-emission heavy-duty vehicles in the Union are deemed necessary, in particular as regards the Union’s 2040 climate target and the Union’s 2050 climate-neutrality objective as set out in Regulation (EU) 2021/1119. That report shall, where appropriate, be accompanied by a legislative proposal. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 6b | |
| By 28 February 2028, and every two years thereafter, the Commission shall monitor the availability of right-hand drive zero-emission vehicles and the affordability of vehicle models placed on the market in smaller and peripheral Member States and, where appropriate, propose measures to address significant supply distortions. |
Certain Member States face structural supply limitations linked to reduced production volumes for right-hand drive vehicles. The transition should not reduce access to affordable clean vehicles in these markets.
| Text proposed by the Commission | Amendment |
|---|---|
| Article6c | |
| National plans for charging and loading infrastructure | |
| By [date], each Member State shall establish and submit to the Commission a national plan for the deployment and expansion of charging and loading infrastructure necessary to support the transition to zero- and low-emission road transport. The national plan shall include measures to: | |
| (a) ensure adequate coverage of publicly accessible charging infrastructure for cars and vans throughout the national territory; | |
| (b) support the deployment of charging infrastructure at workplaces, commercial premises and residential buildings; | |
| (c) facilitate the development of smart charging solutions and the integration of charging infrastructure with the electricity system;(d) identify and address barriers to the deployment of charging and loading infrastructure, including administrative, regulatory and grid-related obstacles; | |
| (e) support the development of infrastructure serving urban, rural and remote areas; | |
| (f) monitor infrastructure deployment and assess progress towards national and Union objectives. | |
| Member States shall update the national plan at least every two years and submit the updated plan to the Commission. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 6c | |
| By 28 February 2028, and every two years thereafter, the Commission shall assess the interaction between this Regulation and the application of State aid rules under the General Block Exemption Regulation and the de minimis Regulation, with a view to simplifying administrative requirements, ensuring legal certainty, and facilitating access to aid measures supporting zero-emission vehicle uptake. |
Current GBER requirements create significant administrative burdens and legal uncertainty for fleet operators and public authorities, especially where aid intensity calculations and incentive effect requirements are concerned.
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
| Text proposed by the Commission | Amendment |
|---|---|
| Article 7 | deleted |
| Review | |
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 7 | deleted |
| Review | |
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 7 | deleted |
| Review | |
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 7 | deleted |
| Review | |
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. |
Article 7 should be deleted to ensure consistency with indicative national targets and the proportionate governance approach. A prescriptive review clause anticipating target revisions is unnecessary where targets are reference points, not binding obligations. Regular Member State reporting is sufficient for Commission assessment, while any future legislative revisions should follow ordinary Union procedures.
| Text proposed by the Commission | Amendment |
|---|---|
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. | By 31 December 2028, the Commission shall submit a detailed report assessing the maturity and financial stability of the second-hand market for zero-emission vehicles. If the average residual value of second-hand electric vehicles falls by more than 20 % in comparison to the 2025 projections, the targets laid down in Article 3 for 2030 shall be pushed back by three years. |
The aim is to rapidly assess the viability of electric vehicles on the second-hand market to ensure greater visibility and security for professionals in the sector.
| Text proposed by the Commission | Amendment |
|---|---|
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. | By 31 December 2030, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero-emission vehicles for the period after 2035, and, if appropriate, for the introduction of mandatory smart and bidirectional charging requirements for the period after 2035. The review shall evaluate measures implemented by Member States to accelerate the uptake of zero-emission vehicles with a view to establishing further guidance and shall assess the feasibility of extending the scope to other vehicle categories, such as heavy-duty vehicles. |
The current proposal sets the review for 2032, a timeframe that is too distant given the rapid acceleration of electric vehicle sales and the volatility of global supply chains. An early review by 31 December 2030 is essential to ensure the Regulation remains relevant and that targets are not rendered obsolete by market shifts.
Furthermore, the 2030 review must serve as a critical juncture to address the current regulatory gap regarding non-large undertakings. While the targets in the proposed Regulation currently focus on "large undertakings," a significant portion of corporate mobility (logistics, rental, and leasing sectors) operates outside this definition. The review must assess the effectiveness of national plans in covering these excluded sectors and evaluate the feasibility of extending binding targets to them.
Finally, the review must explicitly examine the potential for expanding the Regulation’s scope to vehicles currently excluded, specifically Heavy-Duty Vehicles (HDVs) and ride-hailing. These represent a critical share of urban emissions and are pivotal for achieving the EU’s air quality and climate objectives. An early review allows the Commission to gather data on these sectors and propose timely amendments to ensure a comprehensive, rather than partial, decarbonisation strategy.
Raúl de la Hoz Quintano, Dariusz Joński, Jens Gieseke, Elżbieta Katarzyna Łukacijewska, Riho Terras, Magdalena Adamowicz, Andrea Wechsler, Miriam Lexmann, Andrey Novakov, Borja Giménez Larraz, Dolors Montserrat, Gheorghe Falcă, Massimiliano Salini, Letizia Moratti, Flavio Tosi, Sunčana Glavak, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. | By 2035 the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, taking into account technological developments, infrastructure deployment, affordability, industrial competitiveness and operational realities. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. | By 31 December 2030, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. |
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. | By 31 December 2030, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. | By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. | By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal to extend its scope in particular to medium-sized undertakings with large fleets of corporate vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. | By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, for the setting of targets for the share of zero-emission vehicles for the period after 2035. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. | By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. The review shall assess: |
| (a) the feasibility of extending the scope of this Regulation to additional vehicle categories, including heavy-duty vehicles; | |
| (b) developments concerning the assessment, transparency and verification of the state of health of electric vehicle batteries; | |
| (c) the need for harmonised Union requirements concerning the transparency and verification of the state of health of electric vehicle batteries, taking into account technological developments, Regulation (EU) 2023/1542 and relevant international standards; | |
| (d) the interaction of this Regulation with future Union legislation on roadworthiness testing, vehicle inspection and battery sustainability. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. | By 31 December 2032, the Commission shall review this Regulation and, where appropriate, submit a legislative proposal for its amendment, including for the setting of targets for the share of zero- and low-emission vehicles for the period after 2035. The review shall assess coherence with Regulation 2023/1804. |
| Text proposed by the Commission | Amendment |
|---|---|
| By 31 December 2027 the latest, and in parallel to the review of Regulation (EU) 2019/1242, the Commission shall present a new legislative proposal to the European Parliament and to the Council to increase the procurement of zero-emission freight by large undertakings. |
| Text proposed by the Commission | Amendment |
|---|---|
| Following any application of the targets set out in Article 3, the Commission shall review, on an annual basis, the impact of this Regulation on the European automotive industry, in particular on production, employment, suppliers, research and development, investment, location decisions, vehicle prices, leasing rates, residual values, second-hand car markets, competitiveness, the trade balance, raw material dependencies, battery dependencies and the Union’s strategic autonomy. |
Article 7 provides a back-up safeguard in the event that the target values are ever activated at a later date. It does not replace, but rather supplements, the previous ‘stop-the-clock’ mechanism . The sunset clause prevents flawed or harmful regulations from remaining in force indefinitely.
Anne-Sophie Frigout, Mathilde Androuët, Marie-Luce Brasier-Clain, Valérie Deloge, Matthieu Valet, Barbara Bonte, Ondřej Knotek, Jana Nagyová, Antonín Staněk, Viktória Ferenc, Philippe Olivier, Julien Leonardelli
| Text proposed by the Commission | Amendment |
|---|---|
| If the periodic evaluation, carried out every two years, reveals disproportionate effects or significant implementation difficulties, the Commission shall, where appropriate, propose a revision of this Regulation. |
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission shall further review annually whether the conditions for the proportionate application of the target values continue to be met. In doing so, it shall pay particular attention to charging and grid infrastructure, electricity prices, vehicle availability, market uptake, demand trends, life-cycle impacts, global emissions trends, the measurable additional benefits of the measure, and the availability of less intrusive, technology-neutral alternatives. |
Article 7 provides a back-up safeguard in the event that the target values are ever activated at a later date. It does not replace, but rather supplements, the previous ‘stop-the-clock’ mechanism . The sunset clause prevents flawed or harmful regulations from remaining in force indefinitely.
| Text proposed by the Commission | Amendment |
|---|---|
| If the Commission identifies significant negative effects on the European automotive industry, supply chains, employment, businesses, consumers or taxpayers, it shall immediately submit a legislative proposal to suspend, amend or repeal the targets. Pending a decision on this legislative proposal, the targets must not made any stricter and no additional obligations may be imposed on Member States, businesses, vehicle manufacturers or fleet operators. |
Article 7 provides a back-up safeguard in the event that the target values are ever activated at a later date. It does not replace, but rather supplements, the previous ‘stop-the-clock’ mechanism . The sunset clause prevents flawed or harmful regulations from remaining in force indefinitely.
| Text proposed by the Commission | Amendment |
|---|---|
| The target values shall cease to apply no later than three years after their initial application, unless the European Parliament and the Council, on the basis of an updated impact assessment and positive evidence in accordance with paragraphs 1 and 2, expressly decide to extend their validity in accordance with the ordinary legislative procedure. |
Article 7 provides a back-up safeguard in the event that the target values are ever activated at a later date. It does not replace, but rather supplements, the previous ‘stop-the-clock’ mechanism . The sunset clause prevents flawed or harmful regulations from remaining in force indefinitely.
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission shall submit to the European Parliament and the Council, in full and in a transparent manner, all assessments, data and assumptions on which the reviews under this Article are based. |
Article 7 provides a back-up safeguard in the event that the target values are ever activated at a later date. It does not replace, but rather supplements, the previous ‘stop-the-clock’ mechanism . The sunset clause prevents flawed or harmful regulations from remaining in force indefinitely.
Roman Haider, Rachel Blom, Antonín Staněk, Philippe Olivier, Julien Leonardelli, Jorge Buxadé Villalba, Jana Nagyová, Ondřej Knotek, Gerald Hauser, Silvia Sardone
| Text proposed by the Commission | Amendment |
|---|---|
| Article 8 | deleted |
| Entry into force | |
| This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. | |
| This Regulation shall be binding in its entirety and directly applicable in all Member States. |
Connections
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Sources & citation
Where the facts on this page come from, and how to cite it.
- Data source
- Licensed CC BY 4.0.
- Retrieved
- 25 September 2026
Cite as
European Parliament (2026). “AMENDMENTS 252 - 537 - Draft report Clean corporate vehicles”. Text, 19 June 2026. docId CJ46-AM-790087. EU Parl Watch Research. https://news.eu-parl.st-solutions.dev/texts/CJ46-AM-790087 (retrieved 25 September 2026). Data: EP Open Data API: document record, https://data.europarl.europa.eu/api/v2/documents/CJ46-AM-790087 (CC BY 4.0).
BibTeX
@misc{epw-text-cj46-am-790087,
author = {{European Parliament}},
title = {{AMENDMENTS 252 - 537 - Draft report Clean corporate vehicles}},
year = {2026},
date = {2026-06-19},
howpublished = {\url{https://news.eu-parl.st-solutions.dev/texts/CJ46-AM-790087}},
url = {https://news.eu-parl.st-solutions.dev/texts/CJ46-AM-790087},
urldate = {2026-09-25},
publisher = {EU Parl Watch Research},
note = {Text. docId CJ46-AM-790087. Data: EP Open Data API: document record (CC BY 4.0)}
}