Text · Amendment list
Amending Regulation (EU) 2019/631 as regards CO2 emission performance standards for new light duty vehicles and vehicle labelling and repealing Directive 1999/94/EC
Document ENVI-AM-789911 · COM(2025)0995 – 2025/0420(COD)
- Kind
- Amendment list ENVI-AM-789911
- Date
- 18 June 2026
- Committee
- Committee on the Environment, Climate and Food Safety
- Dossier
- 2025-0420
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- COM(2025)0995 – 2025/0420(COD)
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| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 80% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.”; |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 100% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 100% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I. |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 35% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 95% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 80% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; |
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Mélanie Disdier, Valérie Deloge, Catherine Griset
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.”; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 80 % reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.”; |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 95% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 93% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; |
| (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) |
A 93% target maintains a clear and credible pathway towards zero-emission mobility while allowing a strictly limited 7% compensation mechanism for European fossil fuel-free steel. This better protects the electrification signal, consumer affordability, energy security and the competitiveness of the European EV value chain than a 90% target with broader fuel-based flexibilities.
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 80% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; |
The proposed 90% van target for 2035 is too stringent given current technology and market constraints. Lowering the target to 80% offers a more realistic, gradual transition. This adjustment is necessary because vans face specific operational constraints, including high utilization, payload requirements, and intense cost sensitivity.
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; | (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 80% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.; |
A 2035 CO2 reduction target of 80% for light commercial vehicles would provide a more practical and economically sustainable transition pathway while continuing to support emissions reductions. Combined with greater use of renewable fuels and a stronger RED III target, it would help reduce emissions across both new and existing van fleets. Many operators, particularly SMEs, still face major barriers including limited charging infrastructure, high electricity costs, payload constraints and demanding duty cycles. A 100% target risks increasing costs, delaying fleet renewal and extending the use of older vehicles. An 80% target would preserve competitiveness, operational flexibility and business support while maintaining a realistic decarbonisation trajectory.
| Text proposed by the Commission | Amendment |
|---|---|
| (ba) paragraph 5b is added as follows: | |
| “5b. From 1 January 2040, the following EU fleet-wide targets shall apply: | |
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 100% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | |
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 100% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I"; |
A 2040 zero-emission target prevents temporary flexibilities from becoming permanent loopholes. It gives manufacturers, consumers, investors and charging infrastructure operators a clear long-term signal and aligns the Regulation with the Union’s 2040 climate trajectory and 2050 climate-neutrality objective. Road transport, which accounts for a significant amount of the Union’s GHG emissions, must contribute decisively to these targets.
| Text proposed by the Commission | Amendment |
|---|---|
| (ba) paragraph 5 b is added as follows: | |
| "5b. From 1 January 2040, the following EU fleet-wide targets shall apply: | |
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 95% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; | |
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 95% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I;" |
While reflecting political will to soften the 2035 target, any adjustment should be strictly time-limited to remain aligned with the EU’s 2040 and 2050 climate goals. Internal combustion vehicles, unless using carbon-neutral fuels, increase emissions requiring compensation elsewhere. Even with e-fuels, efficiency is low, raising fuel demand and prices. Therefore, any softening should be limited to a 10-year period, with a progressive tightening in the middle of the period.
| Text proposed by the Commission | Amendment |
|---|---|
| (ba) manufacturers which accomplish the non-binding recommendations set out in paragraph 5 a, point (b), shall be exempt from all obligations under Directive 2003/87/EC; |
| Text proposed by the Commission | Amendment |
|---|---|
| (b a) a paragraph 5b is added as follows: | |
| “5b. From 1 January 2037, the following EU fleet-wide targets shall apply: | |
| (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part A, point 6.1.4, of Annex I; | |
| (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part B, point 6.1.4, of Annex I.” |
| Text proposed by the Commission | Amendment |
|---|---|
| (b a) a paragraph 5b is added as follows: | |
| “5b. From 1 January 2040, the following EU fleet-wide targets shall apply: | |
| for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 95% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.” |
| Text proposed by the Commission | Amendment |
|---|---|
| (b a) a paragraph 5b is added as follows: | |
| "5b. From 2040, the fleet-wide average CO₂ emissions of all new passenger cars and new light commercial vehicles registered in the Union shall be 100%." |
| Text proposed by the Commission | Amendment |
|---|---|
| (c) paragraph 7 is added as follows: | deleted |
| ‘7. This Regulation establishes the rules on vehicle labelling in order to ensure that relevant information relating to passenger cars and light commercial vehicles offered for sale or lease in the Union is made available to potential buyers.;’ |
| Text proposed by the Commission | Amendment |
|---|---|
| “7. This Regulation establishes the rules on vehicle labelling in order to ensure that relevant information relating to passenger cars and light commercial vehicles offered for sale or lease in the Union is made available to potential buyers.”; | “7. This Regulation lays down minimum requirements for transparent consumer information about vehicles; this shall not prevent the Member States from introducing more extensive, non-discriminatory, technology-neutral and citizen-oriented information systems. Vehicle labelling must not favour or disadvantage any drive technology, and must comply with the principles of subsidiarity, proportionality and freedom of choice for consumers.” |
The Commission is proposing a heavily harmonised and centrally administered labelling system. The ESN Group believes that the EU should at most prescribe minimum standards. The Member States must retain flexibility, in particular as regards national energy mixes, regional mobility conditions, rural areas and consumer information which goes beyond simple exhaust values.
| Present text | Amendment |
|---|---|
| -a in paragraph 1, point (a) is replaced by the following: | |
| (a) category M 1 as defined in Article 4(1), point (a)(i), of Regulation (EU) 2018/858 (‘passenger cars’)which are registered in the Union for the first time and which have not previously been registered outside the Union (‘new passenger cars’); | "(a) ‘passenger cars’ which, for the purpose of this Regulation, shall include: on-road quadri-mobiles in L6e-B and heavy quadri-mobiles in L7e-C propelled as defined in Article 4.3(d) of Regulation (EU) 168/2013, and category M1 as defined in Article 4(1), point (a)(i), of Regulation (EU) 2018/858, which are registered in the Union for the first time, and which have not previously been registered outside the Union (‘new passenger cars’);" |
| Present text | Amendment |
|---|---|
| -a in paragraph 1, point (b) the text before the semicolon is amended as follows: | |
| (b) category N 1 as defined in Article 4(1), point (b)(i), of Regulation (EU) 2018/858 and falling within the scope of Regulation (EC) No 715/2007 (‘light commercial vehicles’), which are registered in the Union for the first time and which have not previously been registered outside the Union (‘new light commercial vehicles’); | "(b) category N 1 as defined in Article 4(1), point (b)(i), of Regulationw (EU) 2018/858 and falling within the scope of Regulation (EC) No 715/2007 or Regulation (EU) 2024/1257 (‘light commercial vehicles’), which are registered in the Union for the first time and which have not previously been registered outside the Union (‘new light commercial vehicles’);" |
| Present text | Amendment |
|---|---|
| (-a) in paragraph 1, point (b), the text before the semicolon is replaced by the following: | |
| category N 1 as defined in Article 4(1), point (b)(i), of Regulation (EU) 2018/858 and falling within the scope of Regulation (EC) No 715/2007 (‘light commercial vehicles’), which are registered in the Union for the first time and which have not previously been registered outside the Union (‘new light commercial vehicles’) | "category N 1 as defined in Article 4(1), point (b)(i), of Regulation (EU) 2018/858 and falling within the scope of Regulation (EC) No 715/2007 or Regulation (EU) 2024/1257 (‘light commercial vehicles’), which are registered in the Union for the first time and which have not previously been registered outside the Union (‘new light commercial vehicles’)" |
| Text proposed by the Commission | Amendment |
|---|---|
| (a) in paragraph 1, point (b) the text after the semicolon is replaced by the following: | deleted |
| in the case of zero-emission vehicles of category N they shall, from 1 January 2025, for the purposes of this Regulation and without prejudice to Regulation (EU) 2018/858 and Regulation (EC) No 715/2007, be counted as light commercial vehicles falling within the scope of this Regulation if the reference mass minus the mass of the energy storage system does not exceed 2840 kg.; |
| Text proposed by the Commission | Amendment |
|---|---|
| (a) in paragraph 1, point (b) the text after the semicolon is replaced by the following: | deleted |
| in the case of zero-emission vehicles of category N they shall, from 1 January 2025, for the purposes of this Regulation and without prejudice to Regulation (EU) 2018/858 and Regulation (EC) No 715/2007, be counted as light commercial vehicles falling within the scope of this Regulation if the reference mass minus the mass of the energy storage system does not exceed 2840 kg.; |
| Text proposed by the Commission | Amendment |
|---|---|
| “in the case of zero-emission vehicles of category N they shall, from 1 January 2025, for the purposes of this Regulation and without prejudice to Regulation (EU) 2018/858 and Regulation (EC) No 715/2007, be counted as light commercial vehicles falling within the scope of this Regulation if the reference mass minus the mass of the energy storage system does not exceed 2840 kg.”; | “in the case of zero-emission vehicles of category N they shall, from 1 January 2025, for the purposes of this Regulation and without prejudice to Regulation (EU) 2018/858 and Regulation (EC) No 715/2007, be counted as light commercial vehicles falling within the scope of this Regulation if the reference mass minus the mass of the energy storage system does not exceed 2840 kg, provided that consideration is also given to payload, actual range when used for commercial purposes, energy consumption, charging times, battery size, raw material requirements and estimated life-cycle emissions.”; The nature of the drive system must not be the sole factor determining an improved regulatory position. |
Light commercial vehicles are used as working equipment by the trades, logistics, agriculture, municipalities and small companies. Preferential treatment which subtracted battery weight but ignored payload, range, raw material requirements and real operation would distort the market. The decisive factor is economic usability rather than solely drive type.
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Text proposed by the Commission | Amendment |
|---|---|
| in the case of zero-emission vehicles of category N they shall, from 1 January 2025, for the purposes of this Regulation and without prejudice to Regulation (EU) 2018/858 and Regulation (EC) No 715/2007, be counted as light commercial vehicles falling within the scope of this Regulation if the reference mass minus the mass of the energy storage system does not exceed 2840 kg.; | in the case of zero-emission vehicles and OVC-HEV of category N with a maximum technically permissible laden mass not exceeding 4,25 tonnes shall, from 1 January 2025, for the purposes of this Regulation and without prejudice to Regulation (EU) 2018/858, Regulation (EC) No 715/2007 and Regulation (EU) 2024/1257 be counted as light commercial vehicles falling within the scope of this Regulation; |
Replacing the reference mass criteria with the maximum technically permissible laden mass is supposed to simplify the monitoring process and reduce administrative burden for manufacturers, while in practice maintaining the current vehicles scope
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Pietro Fiocchi, Sergio Berlato, Antonella Sberna, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| in the case of zero-emission vehicles of category N they shall, from 1 January 2025, for the purposes of this Regulation and without prejudice to Regulation (EU) 2018/858 and Regulation (EC) No 715/2007, be counted as light commercial vehicles falling within the scope of this Regulation if the reference mass minus the mass of the energy storage system does not exceed 2840 kg.; | in the case of zero-emission vehicles and OVC-HEV of category N with a maximum technically permissible laden mass not exceeding 4,25 tonnes shall, from 1 January 2025, for the purposes of this Regulation and without prejudice to Regulation (EU) 2018/858, Regulation (EC) No 715/2007 and Regulation (EU) 2024/1257 be counted as light commercial vehicles falling within the scope of this Regulation; |
The Regulation’s scope should reflect vehicle electrification and increasing EV mass while remaining aligned with related legislation, including driving licence rules. Replacing reference mass with maximum technically permissible laden mass would simplify monitoring, reduce administrative burden, and maintain the current vehicle scope, while aligning with the existing averaging mechanism.
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
| Text proposed by the Commission | Amendment |
|---|---|
| in the case of zero-emission vehicles of category N they shall, from 1 January 2025, for the purposes of this Regulation and without prejudice to Regulation (EU) 2018/858 and Regulation (EC) No 715/2007, be counted as light commercial vehicles falling within the scope of this Regulation if the reference mass minus the mass of the energy storage system does not exceed 2840 kg.; | in the case of zero-emission vehicles of category N they shall, from 1 January 2025, for the purposes of this Regulation and without prejudice to Regulation (EU) 2018/858 and Regulation (EC) No 715/2007, be counted as light commercial vehicles falling within the scope of this Regulation if the technically permissible maximum laden mass (TPMLM) does not exceed 4250 kg; |
| Text proposed by the Commission | Amendment |
|---|---|
| (a b) in paragraph 1, the following point ba is added: | |
| "(b a) in case of zero-emission vehicles and OVC-HEV of category N with a maximum technically permissible laden mass not exceeding 4,25 tonnes shall, from 1 January 2025, for the purposes of this Regulation and without prejudice to Regulation (EU) 2018/858, Regulation (EC) No 715/2007 and Regulation (EU) 2024/1257 be counted as light commercial vehicles falling within the scope of this Regulation." |
| Text proposed by the Commission | Amendment |
|---|---|
| “5. Articles 15a and 15b of this Regulation shall apply to all vehicles of categories M1 and N1, as defined in Article 4 of Regulation (EU) 2018/858, offered for sale or lease in the Union, that are type-approved in accordance with the Worldwide harmonised Light vehicles Test Procedure set out in Commission Regulation (EU) 2017/1151.” | “5. The obligations under Articles 15a and 15b may only impose a burden on small and medium-sized enterprises, dealers, leasing companies and repair businesses in so far as the necessary details are provided via an EU or national database on an automated basis, with legal certainty and free of charge. Additional obligations for dealers in relation to documentation, checks or updates shall be ruled out unless they are absolutely necessary and proportionate. |
Consumer information must not become a bureaucratic trap for the automotive retail sector. Smaller dealers and leasing providers in particular should not have to bear the burden of new information, database and penalty risks. Responsibility for the basic technical data must lie with manufacturers and authorities rather than the individual dealer.
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Pietro Fiocchi, Sergio Berlato, Antonella Sberna, Sander Smit
| Present text | Amendment |
|---|---|
| (2 a) in paragraph 1, point (b), the first sentence is replaced by the following: | |
| category N 1 as defined in Article 4(1), point (b)(i), of Regulation (EU) 2018/858 and falling within the scope of Regulation (EC) No 715/2007 (‘light commercial vehicles’), which are registered in the Union for the first time and which have not previously been registered outside the Union (‘new light commercial vehicles’); | "category N 1 as defined in Article 4(1), point (b)(i), of Regulation (EU) 2018/858 and falling within the scope of Regulation (EC) No 715/2007 or Regulation (EU) 2024/1257 (‘light commercial vehicles’), which are registered in the Union for the first time and which have not previously been registered outside the Union (‘new light commercial vehicles’);" |
The Regulation’s scope should reflect vehicle electrification and increasing EV mass while remaining aligned with related legislation, including driving licence rules. Replacing reference mass with maximum technically permissible laden mass would simplify monitoring, reduce administrative burden, and maintain the current vehicle scope, while aligning with the existing averaging mechanism.
| Present text | Amendment |
|---|---|
| (a a) point (m) is replaced by the following: | |
| (m) ‘zero- and low-emission vehicle’ means a passenger car or a light commercial vehicle with tailpipe emissions from zero up to 50 g CO 2 /km, as determined in accordance with Regulation (EU) 2017/1151; | "(m) ‘zero- and low-emission vehicle’ means: |
| (i) a passenger car with tailpipe emissions from zero up to 50 g CO2/km, as determined in accordance with Regulation (EU) 2017/1151; or | |
| (ii) a light commercial vehicle with tailpipe emissions from zero up to 80 g CO2/km, as determined in accordance with Regulation (EU) 2017/1151;" |
This amendment introduces a specific definition of low-emission light commercial vehicles by setting a dedicated threshold of up to 80 g CO2/km for vans, while maintaining the existing threshold of up to 50 g CO2/km for passenger cars. The operational requirements and use cases of light commercial vehicles differ significantly from those of passenger cars, justifying a differentiated regulatory approach.
In addition, the market ramp-up of battery-electric vehicles in the light commercial vehicle segment is progressing more slowly than in the passenger car segment, as the transition is more complex due to operational requirements, payload needs, long-distance operations and high 1tilization rates. This is particularly relevant for vehicles such as camper vans, construction and utility vehicles and express delivery vehicles, which are often deployed flexibly and across borders throughout Europe.
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the following points (n) to (r) are added: | (b) the following points (n) to (ra) are added: |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the following points (n) to (r) are added: | (b) the following points (n) to (rb) are added: |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the following points (n) to (r) are added: | (b) the following points (n) to (s) are added: |
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure or running exclusively on eligible fuels (VEEF) in accordance with Article 4(3a) or a clean energy vehicle (CEV) in accordance with Article 4(3b); |
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure. It includes light commercial vehicles which have been retrofitted from conventional light-duty commercial vehicles previously registered. |
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km and including vehicles running exclusively on eligible fuels (VEEF), in accordance with Article 4(4), as determined in accordance with the applicable EU type-approval procedure; |
Zero Emission Vehicles status recognition for vehicles running exclusively on eligible fuels as defined in Art.3(s). The new category of vehicles running exclusively on eligible fuels, whose registration the Commission had committed to bringing forward under Recital 11 of Regulation (EU) 2023/851, has been omitted. We urge the co-legislators to include and recognise the deployment of vehicles running exclusively on eligible fuels as set in the extended scope of article 5 a.Article 5 of the Euro 7 Regulation includes options for manufacturers concerning the construction and designation of vehicles. Eligible fuels vehicles could be designated as belonging to an additional option, with proper type approval rules. The Commission is empowered to add new options through delegated acts, according to Article 15 of Euro 7 Regulation. However, the CO2 regulation should define the main aspects of the approval rules of these vehicles:· The fact that they will be considered zero emissions for the purpose of the CO2 regulation;· The definition of a proper set of monitoring methodologies;· The definition of a pragmatic inducement system.
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km and including vehicles running exclusively on eligible fuels (VEEF), in accordance with Article 4(4), as determined in accordance with the applicable EU type-approval procedure; |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; including VEEF, in accordance with Article 4(4) with an assigned WLTP value of 0g CO2/km; |
Recognising vehicles operating on Renewable Energy Directive (RED)-compliant renewable or carbon-neutral fuels as zero-emission vehicles with a 0g CO2/km rating would ensure consistency with the EU Emissions Trading System. RED-certified fuels already deliver substantial lifecycle greenhouse gas reductions, while the Commission’s Impact Assessment found that including carbon-neutral fuels lowers compliance costs, supports jobs and reduces import dependence.
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; including VEEF, in accordance with Article 4(4) with an assigned WLTP value of 0 g CO2/km; |
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; including VEEF, in accordance with Article 4(4) with an assigned WLTP value of 0 g CO2/km |
VEEF (also known as CNF – vehicles running exclusively on renewable fuels) should benefit from a zero-emission rating at the combustion phase, in line with the zero-rating principle already applied to those RED-compliant fuels under the EU Emissions Trading System Directive (EU ETS, Directive (EU) 2023/959). In addition, CNFs, as proposed, are fully consistent with the “zero-rated fuels” defined in Article 3(23d) of the Monitoring and Reporting Regulation (EU) 2018/2066, as amended by Regulation (EU) 2024/2493, which includes all biofuels, bioliquids, biomass fuels, synthetic low-carbon fuels, RFNBOs, and RCFs. Thus, vehicles exclusively using VEEF shall be considered “zero-emission vehicles (ZEVs)” with net tailpipe emissions equal to 0 g CO₂/km and be counted as such for the OEMs’ fleet average. All RED-compliant renewable fuels should fall within the pathways under a VEEF classification. In parallel, the coming revision of the RED must set out a more progressive and economically sustainable pathway for minimum GHG reduction targets for road transport fuels for 2030 and beyond.
| Text proposed by the Commission | Amendment |
|---|---|
| “(n) ‘zero-emission vehicle’ means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO2/km, as determined in accordance with the applicable EU type-approval procedure; | “(n) ‘vehicle without direct exhaust emissions’ means a vehicle with direct exhaust emissions of 0 g CO2/km in line with the relevant EU type-approval procedure. This definition does not indicate whether the vehicle generates zero emissions across its entire life cycle. |
The term ‘zero-emission’ is misleading in relation to battery electric vehicles if matters such as electricity mix, battery production, the extraction of raw materials and recycling are not taken into account. Rather than a statement to the effect that the preferential treatment of electric cars is unlawful in and of itself, a legally compliant provision should therefore indicate that one-sided preferential treatment is subject to legal doubt unless due consideration is given to life cycle, electricity mix and dependencies.
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle either with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure or running exclusively on eligible fuels (VEEF) in accordance with Article 4(3a); |
The current framework overlooks the full decarbonisation potential of renewable fuels. Introducing a category for vehicles running exclusively on eligible fuels ensures technological neutrality. This approach strengthens Europe’s industrial base, diversifies powertrain options, and utilizes existing value chains, offering a pragmatic, cost-efficient path to climate neutrality. Thus, VEEFs should be recognised as zero-emission under this Regulation.
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with either tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure or running exclusively on eligible fuels (VEEF) in accordance with Article 4(4); |
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) ‘zero-emission vehicle’ means a passenger car or a light commercial vehicle either with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure or running exclusively on eligible fuels (VEEF) in accordance with Article 4(4); |
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means either a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure or a vehicle running on renewable fuels in accordance with Article 4(4); |
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle either with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure or running exclusively on eligible fuels (VEEF); |
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means a battery-electric passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; |
| Text proposed by the Commission | Amendment |
|---|---|
| (n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; | (n) 'zero-emission vehicle' means a battery-electric passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure; |
| Text proposed by the Commission | Amendment |
|---|---|
| (n a) ‘Solar Electric Vehicle (SEV)’ means a hybrid electric vehicle, battery electric vehicle or fuel cell electric vehicle equipped with an integrated Vehicle Integrated Photovoltaic (VIPV) system that mechanically and electrically integrates photovoltaic cells into the vehicle bodywork to generate electricity directly for propulsion or auxiliary energy demands. |
The proposed regulation leaves a gap concerning direct vehicle efficiency additions that reduce grid draw, relying purely on external fuel inputs or material sourcing to offset standard manufacturer specific targets.
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna
| Text proposed by the Commission | Amendment |
|---|---|
| (n a) ‘eligible fuels’ means all biofuels, biomass fuels, biogas, recycled carbon fuels and RFNBO as defined by Directive (EU) 2018/2001 which meet the sustainability and GHG saving criteria of that Directive and associated delegated acts. Such fuels shall be used and accounted for the VEEF and the fuel credit mechanism. |
To properly account for the emissions reduction benefits of renewable fuels, a unified approach is needed for defining which fuels qualify. Establishing a consistent definition of eligible fuels applicable both to vehicles exclusively running on eligible fuels (VEEF) and to any related fuel crediting system, would improve transparency and effectiveness. This definition must be grounded in the Renewable Energy Directive (RED), the EU’s central framework for renewable energy governance. Aligning eligibility with RED criteria would strengthen consistency across regulations, enhance legal certainty, and simplify implementation.
| Text proposed by the Commission | Amendment |
|---|---|
| (n a) ‘Eligible fuels' (EF) means all fuels that comply with the feedstock, production and sustainability criteria set out in the Directive (EU) 2018/2001 on the promotion of the use of energy from renewable sources and its delegated and implementing acts, including future amendments and revisions. |
| Text proposed by the Commission | Amendment |
|---|---|
| (na) ‘life-cycle emissions’ means the estimated greenhouse gas emissions resulting from the extraction of raw materials, manufacture, battery and component production, energy generation, use, maintenance, disposal and recycling. |
The term ‘zero-emission’ is misleading in relation to battery electric vehicles if matters such as electricity mix, battery production, the extraction of raw materials and recycling are not taken into account. Rather than a statement to the effect that the preferential treatment of electric cars is unlawful in and of itself, a legally compliant provision should therefore indicate that one-sided preferential treatment is subject to legal doubt unless due consideration is given to life cycle, electricity mix and dependencies.
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| (n a) ‘Vehicle running exclusively on eligible fuels’ or ‘VEEF’ means a passenger car or a light commercial vehicle running exclusively on eligible fuels over its lifetime; |
The current framework does not fully recognise the role of renewable fuels. Recognising vehicles running exclusively on eligible fuels (VEEF) as zero-emission vehicles would support technological neutrality, ensure a level playing field with battery-electric vehicles, strengthen European industry and existing value chains, provide a cost-effective option for SMEs, and help safeguard jobs during the transition.
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| (n a) ‘Vehicle running exclusively on eligible fuels’ or ‘VEEF’ means a passenger car or a light commercial vehicle running exclusively on eligible fuels over its lifetime; |
| Text proposed by the Commission | Amendment |
|---|---|
| (n a) Vehicle running exclusively on eligible fuels’ or ‘VEEF’ means a passenger car or a light commercial vehicle running exclusively on eligible fuels over its lifetime; |
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Text proposed by the Commission | Amendment |
|---|---|
| (n b) renewable fuels´means all fuels defined by the Renewable Energy Directive (EU) 2018/2001; |
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| (n b) ‘eligible fuels’ means any gaseous, liquid or solid fuel of biological or non-biological origin that, in accordance with the methodology established under Directive (EU) 2018/2001, demonstrates lifecycle greenhouse-gas emissions consistent with carbon-neutrality or substantial carbon savings compared with the relevant fossil fuel comparator. |
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna
| Text proposed by the Commission | Amendment |
|---|---|
| (n b) Vehicle running exclusively on eligible fuels’ or ‘VEEF’ means a vehicle with an internal combustion engine or hybrid engine with combustion engine running exclusively on eligible fuels, as defined in Regulation 2019/631 and its revisions. |
| Text proposed by the Commission | Amendment |
|---|---|
| (n b) “Vehicle running exclusively on eligible fuels” (VEEF) means a passenger car or a light commercial vehicle running exclusively on eligible fuels over its lifetime; |
| Text proposed by the Commission | Amendment |
|---|---|
| (n b) ‘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 |
|---|---|
| (n c) “Eligible fuels” means all fuels defined by the Renewable Energy Directive (EU) 2018/2001, meeting the sustainability criteria of that Directive. |
| Text proposed by the Commission | Amendment |
|---|---|
| (n d) ‘renewable fuel’ means all fuels defined by the Renewable Energy Directive (EU) 2018/2001, provided that they meet the sustainability criteria of that Directive and associated delegated acts. |
Proper definition of CO2 neutral fuels. A fuel is “CO2 neutral” if the emissions in the use phase are fully compensated by the upstream fuel production process.
| Text proposed by the Commission | Amendment |
|---|---|
| (r a) ‘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 or operation of vehicles, as well as measures lowering the costs of recharging or fuelling of 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; |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| (r a) ‘Eligible fuels' (EF) means all fuels that comply with the feedstock, production and sustainability criteria set out in the Directive (EU) 2018/2001 on the promotion of the use of energy from renewable sources and its delegated and implementing acts, including future amendments and revisions. |
Vehicles running on RED-compliant renewable fuels, including those operating exclusively on carbon-neutral fuels (CNF), should be recognised as zero-emission vehicles with a 0g CO2/km rating. RED-certified renewable fuels deliver substantial lifecycle GHG reductions, while the Commission’s Impact Assessment found that carbon-neutral fuels can lower compliance costs, support jobs and reduce import dependence.
| Text proposed by the Commission | Amendment |
|---|---|
| (r a) ‘Eligible fuels' (EF) means all fuels that comply with the feedstock, production and sustainability criteria set out in the Directive (EU) 2018/2001 on the promotion of the use of energy from renewable sources and its delegated and implementing acts, including future amendments and revisions.” |
| Text proposed by the Commission | Amendment |
|---|---|
| (r a) ‘social leasing scheme' means a scheme established or recognised by a Member State under which a battery electric vehicle is made available under a long-term leasing contract of at least 60 months to a natural person based on social and geographical criteria; |
| Text proposed by the Commission | Amendment |
|---|---|
| (r a) ‘retrofit operators’ means any legal person that manufactures an electric conversion kit or to perform the conversion of internal combustion engine vehicles to battery -electric or fuel cell vehicles; |
Definition Article 3, point (35c) from Regulation (EU) on on circularity requirements for vehicle design and on management of end-of-life vehicles
| Text proposed by the Commission | Amendment |
|---|---|
| (r a) ‘Vehicle running exclusively on eligible fuels’ or ‘VEEF’ means a passenger car or a light commercial vehicle running exclusively on eligible fuels over its lifetime; |
The current framework fails to recognise the full decarbonisation potential of renewable fuels. Introducing a category for vehicles running exclusively on eligible fuels ensures technological neutrality and a level playing field with battery-electric vehicles.
| Text proposed by the Commission | Amendment |
|---|---|
| (r a) 'vehicle running exclusively on eligible fuels' (VEEF) means a passenger car or a light commercial vehicle running exclusively on eligible fuels over its lifetime; |
The current framework overlooks the full decarbonisation potential of renewable fuels. Introducing a category for vehicles running exclusively on eligible fuels ensures technological neutrality. This approach strengthens Europe’s industrial base, diversifies powertrain options, and utilizes existing value chains, offering a pragmatic, cost-efficient path to climate neutrality. Thus, VEEFs should be recognised as zero-emission under this Regulation.
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Text proposed by the Commission | Amendment |
|---|---|
| (r c) ´vehicle running on renewable fuels´ means a passenger car or a light commercial vehicle running on renewable fuels over its lifetime; |
| Text proposed by the Commission | Amendment |
|---|---|
| (r b) 'small zero-emission vehicle made in the EU' means a zero-emission vehicle with a maximum overall length not exceeding 3,9 metres as stated in the certificate of conformity issued pursuant to Regulation (EU) 2018/858, and made in the EU within the meaning of Article 5(new-definition of “made in the EU”). |
| Text proposed by the Commission | Amendment |
|---|---|
| (r b) ‘eligible fuels’ means all fuels as defined by Directive (EU) 2018/2001 which comply with the feedstock, production and sustainability criteria set out in that Directive and associated delegated acts; |
Defining eligible fuels as fuels that comply with the Renewable Energy Directive ensures EU-wide legal coherence and prevents regulatory fragmentation. This alignment establishes a clear, transparent, and technology-neutral framework.
| Text proposed by the Commission | Amendment |
|---|---|
| (r b) ‘eligible fuels’ means all fuels as defined by Directive (EU) 2018/2001 which meet the sustainability criteria of that Directive; |
For the accounting of vehicles running exclusively on renewable fuels, only such fuels should be eligible that are considered sustainable under the Renewable Energies Directive (RED).
| Text proposed by the Commission | Amendment |
|---|---|
| (r c) 'medium zero-emission vehicle made in the EU' means a zero-emission vehicle with a maximum overall length not exceeding 4.1 metres as stated in the certificate of conformity issued pursuant to Regulation (EU) 2018/858, and made in the EU within the meaning of Article 5(new-definition of “made in the EU”); |
| Text proposed by the Commission | Amendment |
|---|---|
| (r c) ´clean energy vehicle´ (CEV) means a passenger car or a light commercial vehicle using a combination of electricity from the grid and eligible fuels or conventional fuels combined with carbon removal for on-board generation; |
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Ondřej Knotek, Antonín Staněk, Jana Nagyová, Mélanie Disdier, Valérie Deloge, Catherine Griset
| Text proposed by the Commission | Amendment |
|---|---|
| (a) in paragraph 1 point (c), the following text is added: | deleted |
| “In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in with Article 5b.”; |
| Text proposed by the Commission | Amendment |
|---|---|
| (a) in paragraph 1 point (c), the following text is added: | deleted |
| ‘‘In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5 a, and its low-carbon steel credits as referred to in with Article 5b.;’ |
| Text proposed by the Commission | Amendment |
|---|---|
| In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5 a, and its low-carbon steel credits as referred to in with Article 5b.; | deleted |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5 a, and its low-carbon steel credits as referred to in with Article 5b.; | deleted |
Restrictions on the use of fuel and low-carbon steel credits should be removed to allow the benefits of low-carbon steel to be recognised across the widest possible range of vehicles. This would create a stronger incentive for OEMs to deploy low-carbon steel across their entire vehicle portfolios, rather than limiting its use to selected models. A broader approach would strengthen demand for low-carbon materials, support industrial investment and scale-up, and improve cost efficiency across the automotive value chain.
| Text proposed by the Commission | Amendment |
|---|---|
| In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5 a, and its low-carbon steel credits as referred to in with Article 5b.; | In addition, from the date of entry into force of this Regulation, a manufacturer may use its fuel credits as referred to in Article 5 a, and its low-carbon material credits as referred to in Article 5b, to count them towards achieving its average specific CO2 emissions target; |
Replacing the Commission's proposed conditionality with an optionality-based approach gives manufacturers multiple pathways to meet their emission targets. Allowing the use of fuel and low-carbon materials credits offers greater flexibility, cost-efficiency, and technological neutrality.
| Text proposed by the Commission | Amendment |
|---|---|
| In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5 a, and its low-carbon steel credits as referred to in with Article 5b.; | In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed its fossil-free steel credits as referred to in with Article 5b.; |
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5 a, and its low-carbon steel credits as referred to in with Article 5b.; | In addition, starting from the date of entry into force of the revised regulation, the manufacturer can achieve its specific CO2 emissions reductions by means of its fuel credits as referred to in Article 5 a, and its low-carbon materials credits as referred to in with Article 5b ; |
| Text proposed by the Commission | Amendment |
|---|---|
| In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5 a, and its low-carbon steel credits as referred to in with Article 5b.; | In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its low-carbon steel credits as referred to in with Article 5b.; |
| Text proposed by the Commission | Amendment |
|---|---|
| In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5 a, and its low-carbon steel credits as referred to in with Article 5b.; | In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fossil fuel-free steel credits as referred to in Article 5b.; |
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
| Text proposed by the Commission | Amendment |
|---|---|
| In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5 a, and its low-carbon steel credits as referred to in with Article 5b.; | In addition, [from the date of entry into force of this Regulation], the manufacturer can use its fuel credits as referred to in Article 5 a, and its low-carbon materials credits as referred to in with Article 5b, to count them towards achieving its average specific emissions of CO2; |
| Text proposed by the Commission | Amendment |
|---|---|
| In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5 a, and its low-carbon steel credits as referred to in with Article 5b.; | In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed its fossil-free steel made in the EU credits as referred to in with Article 5b; |
| Text proposed by the Commission | Amendment |
|---|---|
| In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5 a, and its low-carbon steel credits as referred to in with Article 5b.; | In addition, starting from the new regulation is in force, the manufacturer can achieve its specific CO2 emissions target by means of its fuel credits as referred to in Article 5 a, and its low-carbon materials credits as referred to in with Article 5b.; |
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
| Text proposed by the Commission | Amendment |
|---|---|
| In addition, starting from 2035, the manufacturer shall also ensure that its average specific emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5 a, and its low-carbon steel credits as referred to in with Article 5b.; | In addition, starting from the new regulation is in force, the manufacturer can achieve its specific CO2 emissions target by means of its fuel credits as referred to in Article 5 a, and its low-carbon materials credits as referred to in with Article 5b. |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) paragraph 1a is replaced by the following: | deleted |
| ‘1a. | |
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | |
| Those average specific emissions of CO2 shall be calculated as the average over the period concerned of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. | |
| The specific emissions target shall be calculated as the average over the period concerned of the annual specific emissions targets determined in accordance with point 6.3 of Part A or Part B of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. | |
| For each calendar year in which a manufacturer was included in a pool, the annual average specific emissions of CO2 and the annual specific emissions target to be used for those calculations shall be the values for that pool.;’ |
| Text proposed by the Commission | Amendment |
|---|---|
| “1a. By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | deleted |
| Those average specific emissions of CO2 shall be calculated as the average over the period concerned of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. | |
| The specific emissions target shall be calculated as the average over the period concerned of the annual specific emissions targets determined in accordance with point 6.3 of Part A or Part B of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. | |
| For each calendar year in which a manufacturer was included in a pool, the annual average specific emissions of CO2 and the annual specific emissions target to be used for those calculations shall be the values for that pool.” |
Planning in the automotive industry is based on long product, investment and model cycles. Rigid annual targets encourage the use of short-term discount promotions, stoppages of production or penalty payments. A rolling multi-year analysis is more oriented to the market and reduces artificial distortions without producing direct market constraints to the detriment of citizens and companies.
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2028 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over that period do not exceed its specific emissions target over that periods. Those average specific emissions of CO2 shall be calculated as the average over the three and five-year period of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the M category manufacturer in each calendar year. The specific emissions target shall be calculated in accordance with point 6.3 of Part A of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. |
| By way of derogation from paragraph 1, for the five-year period comprising the calendar years 2025 to 2029 and for the five-year period comprising the calendar years 2030 to 2034, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over that period do not exceed its specific emissions target over that period. Those average specific emissions of CO2 shall be calculated as the average over the five-year period of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the N vehicle manufacturer in each calendar year. The specific emissions target shall be calculated in accordance with point 6.3 of Part B of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2028 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over that period do not exceed its specific emissions target over that periods. Those average specific emissions of CO2 shall be calculated as the average over the three and five-year period of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the M category manufacturer in each calendar year. The specific emissions target shall be calculated in accordance with point 6.3 of Part A of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. By way of derogation from paragraph 1, for the five-year period comprising the calendar years 2025 to 2029 and for the five-year period comprising the calendar years 2030 to 2034, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over that period do not exceed its specific emissions target over that period. Those average specific emissions of CO2 shall be calculated as the average over the five-year period of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the N vehicle manufacturer in each calendar year. The specific emissions target shall be calculated in accordance with point 6.3 of Part B of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. |
Averaging is an already established and appropriate mechanism to reflect market developments at this critical stage of e-mobility ramp-up, which continues to lag behind expectations. Both private consumers and businesses still face significant barriers, including insufficient charging infrastructure and high electricity prices in several EU Member States. In this context, the three- year averaging should be modified for vans and complemented for passenger cars, taking into account the differing market dynamics between these segments. For vans—particularly in light of the Commission’s proposed adjustment of the target—a five-year averaging period aligned with the agreed target phases (2025–2029 and 2030–2034) would be more suitable. This would allow for the necessary flexibility in compliance calculations, allowing for market fluctuations and a more realistic reflection of deployment trends.
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over the periods do not exceed its specific emissions target over the periods. |
| (b) For the period comprising the calendar years 2028 to 2034, a manufacturer, including when it is a member of a pool, shall ensure that its annual average specific emissions of CO₂ in each calendar year do not exceed its specific emissions target for that year. | |
| (c) Limited banking and borrowing of credits shall be allowed for the calendar years 2028 to 2034, up to a maximum of 5% of the annual target. Annual average specific emissions of CO₂ shall be calculated in each year as the average of the annual average specific emissions weighted according to the number of newly registered vehicles for the manufacturer in that calendar year. |
Multi-year averaging allows manufacturers to delay electrification investments. Annual targets ensure predictability for the entire automotive supply chain while preventing gaming of flexibility mechanisms. A limited 5% banking and borrowing provision accommodates temporary constraints without undermining overall ambition.
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2028 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over that period do not exceed its specific emissions target over that periods. Those average specific emissions of CO2 shall be calculated as the average over the three and five-year period of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the M category manufacturer in each calendar year. The specific emissions target shall be calculated in accordance with point 6.3 of Part A of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. |
To meet the 2030–2032 targets, annual battery-electric car sales would need to jump from 1.9 million to 6 million vehicles. Even with super-credits, a 1.4 million vehicle gap would remain, exposing manufacturers to up to €18 billion in annual penalties. Without greater flexibility, the proposal risks penalising European industry rather than accelerating market uptake. Five-year averaging periods for cars and vans would maintain the same regulatory outcome while providing a realistic compliance pathway.
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2031, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. For each calendar year, the average specific emissions of a manufacturer shall not exceed its specific emissions target for that year by more than 5%. |
A limited degree of flexibility can help manufacturers manage short-term fluctuations. However, a broad three-year averaging system for 2030–2032 risks weakening the annual compliance signal at precisely the moment when the transition must accelerate. It could delay zero-emission vehicle deployment, reduce certainty for investors in batteries, charging infrastructure and European EV manufacturing, and undermine the contribution of road transport to the Union’s 2040 and 2050 climate objectives. Limiting the averaging period to two years, combined with a 5% cap on borrowing, provides targeted flexibility while preserving the 2030 investment signal and ensuring that road transport continues to contribute to the Union’s 2040 and 2050 climate objectives.
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | In the case of passenger cars of category M1, by way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the period comprising the calendar years 2025 to 2027, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over that period do not exceed its specific emissions target over that period. |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the period comprising the calendar years 2025 to 2027, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over that period do not exceed its specific emissions target over that period. |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and each subsequent three-year period thereafter, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. |
A three-year averaging period for fleet emissions should be introduced as a permanent compliance mechanism. It would provide manufacturers with flexibility in the event of market shocks or volatility, while having only a limited impact on overall emissions by allowing some sales of lower-emission vehicles to be shifted over a limited period. It also offers a preferable alternative to front-loading such sales. This should be a final adjustment, after which penalties are fully enforced.
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. |
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2028 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. |
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2028 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. |
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2028 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. | By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2028 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. |
Averaging is a proven mechanism for managing market fluctuations during the transition. To reflect distinct market realities, the current 3-year averaging should be expanded to a 5-year period for both segments: for vans, covering 2025–2029 and 2030–2034 to provide necessary flexibility; and for passenger cars, covering 2028–2032 to ensure the achievability of the 2030 target.
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the five-year period comprising the calendar years 2025 to 2029 and for the five-year period comprising the calendar years 2030 to 2034, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over that period do not exceed its specific emissions target over that period. Those average specific emissions of CO2 shall be calculated as the average over the five-year period of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the N vehicle manufacturer in each calendar year. The specific emissions target shall be calculated in accordance with point 6.3 of Part B of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. |
To meet the 2030–2032 targets, annual battery-electric car sales would need to jump from 1.9 million to 6 million vehicles. Even with super-credits, a 1.4 million vehicle gap would remain, exposing manufacturers to up to €18 billion in annual penalties. Without greater flexibility, the proposal risks penalising European industry rather than accelerating market uptake. Five-year averaging periods for cars and vans would maintain the same regulatory outcome while providing a realistic compliance pathway.
| Text proposed by the Commission | Amendment |
|---|---|
| In the case of light commercial vehicles of category N1, by way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2029 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. |
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
| Text proposed by the Commission | Amendment |
|---|---|
| Those average specific emissions of CO2 shall be calculated as the average over the period concerned of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. | Those average specific emissions of CO2 shall be calculated as the average over the three and five-year period of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the M category manufacturer in each calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| Those average specific emissions of CO2 shall be calculated as the average over the period concerned of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. | Those average specific emissions of CO2 shall be calculated as the average over the period concerned of the annual average specific emissions of CO2 weighted according to the number of newly registered M category vehicles for the manufacturer in each calendar year. |
Averaging is a proven mechanism for managing market fluctuations during the transition. To reflect distinct market realities, the current 3-year averaging should be expanded to a 5-year period for both segments: for vans, covering 2025–2029 and 2030–2034 to provide necessary flexibility; and for passenger cars, covering 2028–2032 to ensure the achievability of the 2030 target. This amendment is a technical correction due to proposed different averaging periods for cars and vans.
| Text proposed by the Commission | Amendment |
|---|---|
| The specific emissions target shall be calculated as the average over the period concerned of the annual specific emissions targets determined in accordance with point 6.3 of Part A or Part B of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. | The specific emissions target shall be calculated as the average over the period concerned of the annual specific emissions targets determined in accordance with point 6.3 of Part A of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year. |
Averaging is a proven mechanism for managing market fluctuations during the transition. To reflect distinct market realities, the current 3-year averaging should be expanded to a 5-year period for both segments: for vans, covering 2025–2029 and 2030–2034 to provide necessary flexibility; and for passenger cars, covering 2028–2032 to ensure the achievability of the 2030 target. This amendment is a technical correction due to proposed different averaging periods for cars and vans.
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
| Text proposed by the Commission | Amendment |
|---|---|
| For each calendar year in which a manufacturer was included in a pool, the annual average specific emissions of CO2 and the annual specific emissions target to be used for those calculations shall be the values for that pool.; | By way of derogation from paragraph 1, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 , for the five-year period comprising the calendar years 2025 to 2029 and for the five-year period comprising the calendar years 2030 to 2034, do not exceed its specific emissions target over that period. The calculation of those average specific emissions of CO2 shall be as the average over the five-year period of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the N vehicle manufacturer in each calendar year. The specific emissions target shall be calculated in accordance with point 6.3 of Part B of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year.”; |
In a context in which e-mobility ramp-up is at a critical stage, with private consumers and businesses still facing a number of limitations, such as lack of charging infrastructure or high electricity prices in a number of EU member states, averaging mechanism is a well-known and accepted tool to reflect the market development. Therefore the 3 years averaging should be extended to 5 for vans, and the same measure should apply to passenger cars. The new target for vans (revised through this) should stick to the 5 years period within the agreed target steps (for years 2025-2029 and 2030-2034).This would allow the necessary flexibility in compliance calculation reflecting the market development and possible fluctuations. For the passenger cars, where the target has not been modified, 5 years averaging should continue to cover years 2028-2032 to make the -55% target for passenger cars achievable with no need to change the target as such.
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2029 and the calendar years 2030 to 2034, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over that period do not exceed its specific emissions target over that period. | |
| Those average specific emissions of CO2 shall be calculated as the average over the period concerned of the annual average specific emissions of CO2 weighted according to the number of newly registered N category vehicles for the manufacturer in each calendar year. | |
| The specific emissions target shall be calculated in accordance with point 6.3 of Part B of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year.; |
Averaging is a proven mechanism for managing market fluctuations during the transition. To reflect distinct market realities, the current 3-year averaging should be expanded to a 5-year period for both segments: for vans, covering 2025–2029 and 2030–2034 to provide necessary flexibility; and for passenger cars, covering 2028–2032 to ensure the achievability of the 2030 target. This amendment is a technical correction due to proposed different averaging periods for cars and vans.
| Text proposed by the Commission | Amendment |
|---|---|
| (1aa) Manufacturers, including those belonging to pools, must demonstrate compliance with specific emissions targets over a rolling five-year period. If targets are exceeded in one calendar year, the overshoots can be transferred in their entirety to subsequent calendar years. Shortfalls can be compensated for if targets are exceeded later on in the same five-year period. |
Planning in the automotive industry is based on long product, investment and model cycles. Rigid annual targets encourage the use of short-term discount promotions, stoppages of production or penalty payments. A rolling multi-year analysis is more oriented to the market and reduces artificial distortions without producing direct market constraints to the detriment of citizens and companies.
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Present text | Amendment |
|---|---|
| (b a) paragraph 3 is replaced by the following: | |
| For the purposes of determining each manufacturer's average specific emissions of CO2, the following percentages of each manufacturer's new passenger cars registered in the relevant year shall be taken into account: — 95 % in 2020, — 100 % from 2021 onwards. | "The specific emissions of vehicles powered by renewable fuels, as defined in Article 3, are considered zero for the purpose of this Regulation. Six months after the date of entry into force of this Regulation, the Commission shall introduce a verification system which links the amount of renewable fuels sold in each Member State with the number of vehicles sold in the Member State in order to determine the correct amount of vehicles running on renewable fuels." |
| Text proposed by the Commission | Amendment |
|---|---|
| (b a) the following paragraph 3a is added: | |
| “3a. The specific emissions of vehicles powered exclusively by eligible fuels defined in Article 3, point nb (new), are considered zero for the purpose of this Regulation. | |
| By… [six months after the date of entry into force of this Regulation], in accordance with Articles 5 and 15 of Regulation (EU) 2024/1257 on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7), the Commission shall adopt a delegated act in accordance with Article 17 to introduce an additional option to amend the rules for the type approval of such vehicles. | |
| The delegated act referred to in this paragraph shall lay down the following: | |
| (a) a digital monitoring methodology suitable for both liquid and gaseous eligible fuels, enabling a transparent, traceable and scalable verification of the exclusive operation with eligible fuels. The digital monitoring methodology shall be capable of identifying at each fuelling event, whether the vehicle is operated exclusively on eligible fuels. In particular, it shall be capable of detecting the use of fuels or fuel blends that do not qualify as eligible fuels; | |
| (b) a pragmatic, proportionate and flexible inducement system designed to ensure the exclusive operation with eligible fuels, as defined in Article 3 point (nb) of this Regulation, without introducing additional safety risks for the final user, and taking into account existing inducement mechanisms of already established technologies. The system shall allow for limited and progressively reducing exceptions for refuelling with non-eligible fuels in duly justified situations, including limited fuel availability during the market ramp-up phase, travel outside the Union or emergency situations. In addition, the system shall be designed and installed in a manner ensuring robustness, reliability and protection against tampering. The fuel inlet shall be marked in an appropriate manner to indicate that the vehicle is operating exclusively on eligible fuels; | |
| (c) appropriate and flexible rules for vehicles travelling outside the Union and for cross-border transport operations, ensuring the practical usability of VEEFs under the varying availability of eligible fuels in different regions and third countries; | |
| Accordingly, by … [six months from the date of entry into force of this Regulation], the Commission shall integrate this into the Certificate of Conformity by amending with an Implementing Act the Regulation (EU) 2020/683.”. |
Compared to the draft report, the AM further specifies the elements to be included in the delegated act.
| Text proposed by the Commission | Amendment |
|---|---|
| (b a) the following paragraph 3a is added: | |
| (3a) The specific CO2 emissions of VEEF, as defined in Article 3(s), shall be 0 g/km for the purpose of this Regulation. [x months] after the adoption of this regulation and in accordance with Articles 14 and 15 of Regulation (EU) 2024/1257 on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7), the European Commission shall adopt an implementing act to introduce the requirements for the EU type-approval of light-duty VEEF. The type-approval of light-duty vehicles shall be permitted as from the date of entry into force of the implementing act. The implementing act referred to in this paragraph shall lay down the following: | |
| A. A practical methodology to enable the type-approval of light-duty VEEF regarding their exclusive use of eligible fuels. | |
| B. A pragmatic and flexible and safe inducement system to avoid the possibility for continuous mis-fuelling by the vehicle user. | |
| C. Requirements to address situations when light-duty VEEF would travel outside the EU and in cross-border transport. | |
| Accordingly, [x months] after the adoption of this regulation, the European Commission shall integrate VEEF in the Certificate of Conformity through an implementing act that will amend Regulation (EU) 2020/683. | |
| [x months] after the adoption of this regulation, when deemed necessary for the compatibility of state-of-the-art fuel monitoring systems with refuelling points, the European Commission shall be empowered to adopt implementing or delegated acts as defined in Article 20 of Regulation (EU) 2023/1804, and to request European standardization organizations to prepare any necessary European technical standards. | |
| In consideration that EF would replace the use of current fuels in road vehicles, the European Commission shall address any need to amend Directive 98/70/EC to ensure maximum compatibility of EF with new vehicles and the existing EU fleet, to the greatest extent possible. In that respect the European Commission may instruct CEN to amend existing fuel quality standards or prepare new standards. |
| Text proposed by the Commission | Amendment |
|---|---|
| (b a) (ba) the following paragraph 3a is added: | |
| “3a. The specific emissions of vehicles powered exclusively by eligible fuels defined in Article 3, point na (new), are considered zero for the purpose of this Regulation. The Commission shall monitor the carbon intensity of eligible fuels with regards to emissions saved compared to conventional fuels and, taking into account the energy mix of the European Union, adopt a delegated act by … [5 years after the date of entry into force of this Regulation] to adjust the accounting factor if necessary. | |
| By… [six months after the date of entry into force of this Regulation], in accordance with Articles 5 and 15 of Regulation (EU) 2024/1257 on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7), the Commission shall adopt a delegated act in accordance with Article 17 to introduce an additional option to amend the rules for the type approval of such vehicles. | |
| The delegated act referred to in this paragraph shall lay down the following: | |
| (a) a proper set of monitoring methodologies which are suitable for both liquid and gaseous fuels; | |
| (b) a pragmatic and flexible inducement system, that does not introduce any safety risk for the final user; | |
| (c) rules for vehicles travelling outside the EU and in cross-border transport. | |
| Accordingly, by … [six months from the date of entry into force of this Regulation], the Commission shall integrate this into the Certificate of Conformity by amending with an Implementing Act the Regulation (EU) 2020/683.”. |
In order to ensure a level playing field between BEVs and VEEFs, VEEFs should be recognised as zero-emission for the purposes of the Regulation. However, after five years they should only be accounted for in such a manner as they reflect the actual emissions saved compared to conventional fuels taking into account that up-to-day neither the electricity to charge BEVs nor the production of BEVs themselves are completely climate-neutral. Based on these comparisons, the Commission should adopt a delegated act and adjust the accounting factor after five years if necessary.
| Text proposed by the Commission | Amendment |
|---|---|
| (b a) the following paragraph 3a is added: | |
| (3 a) The specific CO2 emissions of vehicles running exclusively on eligible fuels, as defined in Article 3 - point ra (new), are considered 0 g/km for the purpose of this Regulation. | |
| Six months after the date of entry into force of this Regulation, in accordance with Articles 5 and 15 of Regulation (EU) 2024/1257 on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7), the Commission shall adopt a delegated act introducing the requirements for the EU type-approval of such vehicles. | |
| This delegated act shall include the following: | |
| (a) a practical set of monitoring methodologies which are suitable for both liquid and gaseous fuels, including digital, physical and mass-balancing options; | |
| (b) a pragmatic and flexible inducement system, that does not introduce any safety risk for the vehicle user; | |
| (c) rules for vehicles travelling outside the Union and in cross-border transport. |
Vehicles running exclusively on eligible fuels (VEEFs) should be recognized as zero-emission under this Regulation. The Commission should be empowered to adopt delegated acts to establish a robust framework for this category, ensuring VEEFs are strictly limited to eligible fuels and implemented effectively.
| Text proposed by the Commission | Amendment |
|---|---|
| (b b) the following paragraph 3b is added: | |
| (3 b) The specific CO2 emissions of clean energy vehicles , as defined in Article 3 - point rc (new), are considered 0 g/km for the purpose of this Regulation. | |
| Six months after the date of entry into force of this Regulation, in accordance with Articles 5 and 15 of Regulation (EU) 2024/1257 on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7), the Commission shall adopt a delegated act introducing the requirements for the EU type-approval of such vehicles. | |
| This delegated act shall include the following: | |
| (a) a practical set of monitoring methodologies which are suitable for both liquid and gaseous fuels, including digital, physical and mass-balancing options; | |
| (b) rules for the use of permanent carbon removal in accordance with Regulation (EU) 2024/3012, including the option of front-loading to secure CO2 mitigation over the lifetime of the clean energy vehicle; | |
| (c) rules for vehicles travelling outside the Union and in cross-border transport. |
| Text proposed by the Commission | Amendment |
|---|---|
| (b a) the following paragraph 3a is added: | |
| (3 a) The specific emissions of vehicles powered exclusively by eligible fuels defined in Article 3 – point na (new), are considered zero for the purpose of this Regulation. Not later than 12 months after the date of entry into force of this Regulation, in accordance with Articles 5 and 15 of Regulation (EU) 2024/1257 on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7), the Commission shall adopt a delegated act introducing an additional option to implement the rules for the type approval of such vehicles. The delegated act referred to in this paragraph shall lay down the following: | |
| (a) a proper set of monitoring methodologies which are suitable for both liquid and gaseous fuels. A VEEF shall be equipped with a fuelling monitor and a fuelling inducement system. Such systems shall be designed, constructed and installed in a manner that ensures protection against tampering. The fuel inlet shall be marked in an appropriate manner indicating that the engine is operating exclusively on eligible fuels. The fuelling monitor shall be capable of identifying, during vehicle operation and at each fuelling event, whether the vehicle is operated exclusively on eligible fuels. In particular, it shall be capable of detecting the use of fuels or fuel blends that do not qualify as eligible fuels by means of physical, chemical, virtual,digital identification / validation or any other technically suitable tracking method. In addition, the Commission shall develop transitional solutions, such as mass balancing, for a transitional period. | |
| (b) a pragmatic and flexible inducement system, that does not introduce any safety risk for the final user; | |
| (c) rules for vehicles travelling outside the EU and in cross-border transport. Accordingly, the Commission shall not later than 12 months after the date of entry into force of this Regulation integrate this into the Certificate of Conformity by amending with an Implementing Act the Regulation (EU) 2020/683. |
| Text proposed by the Commission | Amendment |
|---|---|
| (4 a) the following paragraph 3a is added: : | |
| “3 a. For the purpose of this Regulation, specific emissions of vehicles powered exclusively by eligible fuels defined in Article 5 a, paragraph 2, are considered zero. By the end of 2026, in accordance with Articles 5 and 15 of Regulation (EU) 2024/1257 on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7), the Commission shall adopt a delegated act introducing an additional option to implement the rules for the type approval of such vehicles. | |
| The delegated act referred to in this paragraph shall lay down the following: | |
| (a) a proper set of monitoring methodologies which are suitable for both liquid and gaseous fuels; | |
| (b) a flexible and pragmatic inducement system, that does not introduce any safety risk for the final user; | |
| (c) rules for vehicles travelling outside the EU and in cross-border transport. | |
| Accordingly, the Commission shall by the end of 2026 integrate this into the Certificate of Conformity by amending with an Implementing Act the Regulation (EU) 2020/683.”. |
| Text proposed by the Commission | Amendment |
|---|---|
| Super credits for small zero-emission vehicles | Super credits for zero-emission vehicles and small zero-emission vehicles “made in the EU” |
| Text proposed by the Commission | Amendment |
|---|---|
| Super credits for small zero-emission vehicles | Credits for small and medium zero-emission vehicles “made in the EU” |
| Text proposed by the Commission | Amendment |
|---|---|
| Super credits for small zero-emission vehicles | Super credits for highly efficient zero-emission vehicles |
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
| Text proposed by the Commission | Amendment |
|---|---|
| Super credits for small zero-emission vehicles | Super credits for zero-emission vehicles made in Europe |
| Text proposed by the Commission | Amendment |
|---|---|
| Super credits for small zero-emission vehicles | Super credits for zero-emission vehicles |
| Text proposed by the Commission | Amendment |
|---|---|
| Super credits for small zero-emission vehicles | Technology-neutral vehicles for citizens |
The proposal removes the clause which would allow small electric cars manufactured in the EU to be counted as more than one vehicle for a fixed period of time. Instead of a fixed-term special advantage for an individual drive type, a technology-neutral framework for practical and affordable vehicles for citizens is required.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as: |
| 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 EU shall be counted as 1.5 vehicles. | |
| b) small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 shall be counted as 1.3 vehicles. | |
| c) made in the EU [IAA final agreement] shall be counted as 1.3 vehicles. | |
| Where a vehicle qualifies under more than one of the categories referred to in points (a), (b) or (c), only the highest applicable multiplier shall apply. |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as: |
| a) small electric vehicle of ≤ 4,2m and made in the EU shall be counted as 1.7 vehicles. | |
| b) small electric vehicle of ≤ 4,2m shall be counted as 1.4 vehicles. | |
| c) made in the EU [IAA final agreement] shall be counted as 1.3 vehicles. | |
| Where a vehicle qualifies under more than one of the categories referred to in points (a), (b) or (c), only the highest applicable multiplier shall apply. |
Super-credits are a necessary transitional flexibility mechanism to ensure Europe’s automotive sector can remain competitive while delivering the clean mobility transition. This amendment would provide manufacturers with realistic pathways to meet the proposed EU CO2 targets for cars for 2030–2032 without imposing disproportionate costs that risk undermining investment, jobs and industrial capacity in Europe. To meet these targets, annual battery-electric car sales would need to rise from 1.9 million in 2025 to around 6 million. Even with super-credits, a gap of 1.4 million vehicles could remain, exposing manufacturers to up to €18 billion in annual penalties and weakening Europe’s ability to compete globally.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. Until 2032, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 having a length not exceeding 4.1 metres and an electric energy consumption not exceeding 150 Wh/km, and identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.1 vehicles, and 1.2 vehicles if at least 50% of the total volume of steel installed in that vehicle is fossil-free and of Union origin. . |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. Counting individual vehicle types or drive technologies as more than one vehicle shall not be permitted. |
A fixed-term bonus of 1.3 for small electric vehicles manufactured in the EU would give rise to anticipatory effects until 2034, and a potential cliff edge in demand and production from 2035. Manufacturers might push vehicles onto the market due to regulatory advantages instead of genuine demand among citizens. This jeopardises residual value, leasing calculations and investment decisions. Affordable mobility must be defined on a technology-neutral basis.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle under 4.1 meters in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.1 vehicles with a cumulative cap of 5 gCO2/km over 2030-2034 overall per manufacturer. |
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. For the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 made in the EU shall be counted as 1.5 vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. For the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 and N1 and made in the EU shall be counted as 1.5 vehicles. |
Super credits are a useful tool to incentivise manufacturers to strengthen European value chains and to grant them more flexibility in reaching their emission targets without prescribing stringent made in EU quotas. Therefore, not only small electric vehicles should be eligible for super credits but all zero-emission M1 and N1 vehicles made in the EU.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle identified as small electric vehicle of the L-category in line with Article 4.3(d) of Regulation (EU) 168/2013 or of category M1 in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. |
Electrically propelled L-category vehicles can contribute significantly to decarbonisation, particularly in urban areas, while requiring fewer materials and less energy than conventional passenger cars. This amendment aligns the CO₂ Regulation with the Union type-approval framework for such vehicles, ensuring a coherent and proportionate regulatory approach, avoiding unnecessary fragmentation, and supporting the deployment of lightweight zero-emission mobility solutions.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle with a maximum length of 3,9m and made in the EU shall be counted as 1.2 vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 made in the EU according to paragraph 4a shall be counted as 1.2 vehicles. |
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Ondřej Knotek, Antonín Staněk, Jana Nagyová, Mélanie Disdier, Valérie Deloge, Catherine Griset
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission or near-zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.2 vehicles. |
A targeted incentive for small electric cars made in the EU can support affordability, European production and competition with lower-cost imported models. However, the multiplier must not over-credit vehicles or dilute the overall CO2 reduction effort. A 1.2 multiplier strikes a better balance between supporting affordable European EVs and preserving environmental integrity in line with the Union’s climate targets.
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Liesbet Sommen, Ingeborg Ter Laak, Pascal Arimont
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.1 vehicles. |
While a category for small electric vehicles has already been introduced, such vehicles should also benefit from a super-credit. As additional eligibility conditions are proposed, the credit granted for this category is reduced accordingly.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zeroemission vehicle with an energy consumption according to WLTP of ≤175Wh/km shall be counted as 1.2 vehicles and if the energy consumption is ≤165 Wh/km as 1.3 vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | 1. For the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Pietro Fiocchi, Sergio Berlato, Antonella Sberna, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| 1 a. Until 2034, for the purpose of calculating a manufacturers’ average specific emissions of CO2, each new zero-emission vehicle of category N1 shall be counted as 1.3 vehicles. | |
| a) by way of derogation, each new zero-emission vehicle of category N1 identified as made in the EU in Regulation …/… (Regulation establishing a framework of measures for the acceleration of industrial capacity and decarbonisation in strategic sectors [2026/0068 (COD)]) shall be counted as 1.5 vehicles. |
Super-credits are a necessary transitional flexibility mechanism to ensure Europe’s automotive sector can remain competitive while delivering the clean mobility transition. This amendment would provide manufacturers with realistic pathways to meet the proposed EU CO2 targets for cars for 2030–2032 without imposing disproportionate costs that risk undermining investment, jobs and industrial capacity in Europe.
| Text proposed by the Commission | Amendment |
|---|---|
| 1 a. For the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category N1 shall be counted as 1.2 vehicle and each vehicle made in the EU and in line with point 2.4.1 of Part A of Annex I to Regulation (EU) 2018/858 shall be counted as 1.5 vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1 a. By way of derogation from paragraph 1, 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 EU according to paragraph 4a shall be counted as 1.4 vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1 a. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle with a maximum length of 4,1m and made in the EU shall be counted as 1.1 vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 whether or not it is identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. | 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle fleet of category M1 whether or not it is identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. |
| To this end, the Commission shall establish a Union-wide reporting system for all zero-emission vehicles to reduce administrative complexity and harmonize data collection. Validation of “made in the EU” status shall be streamlined using manufacturer data and EU-type approvals, to reduce delays for OEMs delivering zero-emission vehicles to the market. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 whether or not it is identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. | 2. The framework must not directly or indirectly favour battery electric vehicles. |
A fixed-term bonus of 1.3 for small electric vehicles manufactured in the EU would give rise to anticipatory effects until 2034, and a potential cliff edge in demand and production from 2035. Manufacturers might push vehicles onto the market due to regulatory advantages instead of genuine demand among citizens. This jeopardises residual value, leasing calculations and investment decisions. Affordable mobility must be defined on a technology-neutral basis.
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 whether or not it is identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. | 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 if it is made in the EU as well as the value of the parameters determining such compliance. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 whether or not it is identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. | 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 and N1 and whether it is made in the EU as well as the value of the parameters determining such compliance. |
Super credits are a useful tool to incentivise manufacturers to strengthen European value chains and to grant them more flexibility in reaching their emission targets without prescribing stringent made in EU quotas. Therefore, not only small electric vehicles should be eligible for super credits but all zero-emission M1 and N1 vehicles made in the EU.
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 whether or not it is identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. | 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new efficient zero-emission vehicle defined in paragraph 1 whether or not it is identified as highly efficient electric vehicle and the value of the parameters determining such compliance. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 whether or not it is identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. | 2. Until 2034, for the purpose of calculating a manufacturers’ average specific emissions of CO2, each new zero-emission vehicle of category N1 shall be counted as 1.3 vehicles. a) by way of derogation, each new zero-emission vehicle of category N1 identified as made in the EU [IAA final agreement] shall be counted as 1.5 vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 whether or not it is identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. | 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle refered as in paragraphs 1 & 1a of this article whether or not it is identified as small electric vehicle below a maximum length respectively of 3,9m or 4,1m and it is made in the EU as well as the value of the parameters determining such compliance. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 whether or not it is identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. | 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 and N1 whether or not it is identified as small electric vehicle in line with point 2.4 and 2.4.1 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. |
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Ondřej Knotek, Antonín Staněk, Jana Nagyová, Mélanie Disdier, Valérie Deloge, Catherine Griset
| Text proposed by the Commission | Amendment |
|---|---|
| 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 whether or not it is identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. | 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission or near-zero-emission vehicle of category M1 whether or not it is identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. |
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna
| Text proposed by the Commission | Amendment |
|---|---|
| 2 a. The methodology for determining the criteria for a vehicle to be considered “made in the EU” are defined in the Regulation establishing a framework of measures for accelerating industrial capacity and decarbonisation in strategic sector 2026/0068 IAA final agreement. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2 a. Credits for small and medium zero-emission vehicles shall not decrease the average specific emissions of CO2 of a manufacturer by more than 5% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2 b. In addition to the multipliers set out in paragraphs 1 and 1a, where a vehicle referred to in this Article is made available to an end user under a social leasing scheme approved by the Commission within the meaning of Article 5c, the applicable multiplier shall be increased by 0.1. | |
| Member States shall notify the Commission of the social leasing schemes established or recognised on their territory. The Commission shall publish and keep up to date a list of recognised social leasing schemes. |
| Text proposed by the Commission | Amendment |
|---|---|
| 3. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the criteria for a car to be considered ‘made in the EU ’. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 3. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the criteria for a car to be considered ‘made in the EU ’. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 3. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the criteria for a car to be considered ‘made in the EU ’. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 3. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the criteria for a car to be considered ‘made in the EU ’. | 3. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the criteria for a car to be considered ‘made in the EU’. For the purpose of considering vehicles as “made in the EU” in accordance with Article 5 of this regulation, the following criteria must apply: |
| a. the vehicle is assembled within the Union; | |
| b. the vehicle’s traction battery contains at least three main specific components of batteries, among which the battery cells, originating in the Union; | |
| c. the strict compliance of the manufacturer with local tax law, as well as decent wages and working conditions for all workers, whether employed directly or via contractors, the right to collective bargaining, as well as the presence of and adherence to collective agreements; |
| Text proposed by the Commission | Amendment |
|---|---|
| 3. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the criteria for a car to be considered ‘made in the EU ’. | 3. For the purpose of paragraph 1, a small electric vehicle of subcategory M1E, as defined in point 2.4 of Part 1 of Annex I to Regulation (EU) 2018/858 shall be considered ‘made in the EU’ if: |
| (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) and the vehicle’s traction battery contains at least three main specific components of batteries, among which the battery cells, originating in the Union. |
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Mélanie Disdier, Valérie Deloge, Catherine Griset
| Text proposed by the Commission | Amendment |
|---|---|
| 3. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the criteria for a car to be considered ‘made in the EU ’. | 3. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the criteria for a car to be considered ‘made in the EU ’. This methodology shall automatically exclude any third country whose value chain is not located primarily in the EU. |
| Text proposed by the Commission | Amendment |
|---|---|
| 3. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the criteria for a car to be considered ‘made in the EU ’. | 3. The Commission shall put forward a proposal for a technology-neutral framework for affordable vehicles for citizens by …. This framework shall take into account factors such as purchase price, total cost of ownership, repairability, insurability, range, usability in rural areas, raw material requirements, European value creation and life-cycle emissions. |
A fixed-term bonus of 1.3 for small electric vehicles manufactured in the EU would give rise to anticipatory effects until 2034, and a potential cliff edge in demand and production from 2035. Manufacturers might push vehicles onto the market due to regulatory advantages instead of genuine demand among citizens. This jeopardises residual value, leasing calculations and investment decisions. Affordable mobility must be defined on a technology-neutral basis.
| Text proposed by the Commission | Amendment |
|---|---|
| 3. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the criteria for a car to be considered ‘made in the EU ’. | 3. The definition and its related methodology for determining the criteria for a vehicle to be considered ‘made in the EU ’ are defined in [2025/0422(COD)]. |
| Text proposed by the Commission | Amendment |
|---|---|
| 3. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the criteria for a car to be considered ‘made in the EU ’. | 3. The methodology for determining the criteria for a vehicle to be considered “made in the EU” is defined in the [reference to IAA final agreement]. |
| Text proposed by the Commission | Amendment |
|---|---|
| 3 a. For the purpose of paragraph 1, fossil-free steel shall have a carbon intensity of maximum 400 kgCO2e per tonne of crude steel, using a sliding scale system to take scrap content into account. For fossil-free steel to be considered made in the EU, the melted and poured phase, including the phase where iron is initially produced in liquid form within a steelmaking or iron making furnace and subsequently cast into its first solid state, shall be made within the Union. |
The IEA defines near-zero emissions steel as 100% crude iron steel produced while emitting less than 400 kgCO2e per tonne of crude steel, and less than 50 kgCO2e per tonne of crude steel if using 100% scrap.
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Liesbet Sommen, Ingeborg Ter Laak, Pascal Arimont
| Text proposed by the Commission | Amendment |
|---|---|
| 3 a. For each calendar year, the Commission shall estimate the distribution of consumption (in kWh/100 km) of newly sold vehicles and determine the consumption threshold corresponding to the first-lowest decile. The Commission shall use the same methodology also for the annual estimate of distribution of the vehicle prices and determine the first-lowest price decile of newly sold cars. |
While battery electric vehicles (BEVs) perform well in terms of efficiency and emissions, particularly as electricity generation becomes more sustainable and production-related emissions decline, significant differences in energy consumption remain even among vehicles within the same category. Therefore, an additional credit should reward vehicles whose energy consumption is better than that of 90% of newly sold vehicles in the relevant category, as well as to affordable small electric cars originating in the EU that provide low-cost mobility.
| Text proposed by the Commission | Amendment |
|---|---|
| 3 b. Without prejudice to the last sentence of paragraph 3a, fossil-free steel made with imported green hot briquetted iron (HBI) shall be considered made within the Union if the amount of steel made with imported green HBI does not exceed 50% of the total volume of fossil-free steel installed in the fleet of new small zero-emission vehicles of a manufacturer each year, and does not come from a country that controls more than 40% of the global market. |
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Liesbet Sommen, Ingeborg Ter Laak, Pascal Arimont
| Text proposed by the Commission | Amendment |
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| 3 b. An additional credit of 0.1 shall be granted to highly efficient cars (cars with consumption not exceeding the estimated consumption of the first decile of newly sold cars pursuant to paragraph 3a (new)) that provide affordable mobility and are produced in the EU. |
While BEVs perform well in terms of efficiency and emissions, particularly as electricity generation becomes more sustainable and emissions from production continue to decline, there are still substantial differences in efficiency and energy consumption even among vehicles within the same category. Therefore, an additional credit should be awarded to vehicles with energy consumption better than that of 90% of newly sold cars in the previous year.
Niels Flemming Hansen, Wouter Beke, Luděk Niedermayer, Martine Kemp, Liesbet Sommen, Ingeborg Ter Laak, Pascal Arimont
| Text proposed by the Commission | Amendment |
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| 3 c. Cars in category M1 identified as small electric vehicles in accordance with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858, with a purchase price below the estimated first decile price of newly sold vehicles and originating in the EU, should receive an additional credit of 0.1 in the following year. |
An additional credit should be granted to affordable small electric cars that provide low-cost mobility and originate in the EU. Small electric cars with a purchase price lower than that of 90% of new cars sold in the EU should receive an additional credit.
| Text proposed by the Commission | Amendment |
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| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
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| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
Manufacturers should have access to the full range of compliance mechanisms available under the framework. The use of one flexibility option should not limit access to another. Pooling plays an important role in reducing compliance costs and mitigating the risk of penalties, and should remain available as a complementary measure to help manufacturers achieve CO2 targets in the most efficient and cost-effective manner.
| Text proposed by the Commission | Amendment |
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| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
| Text proposed by the Commission | Amendment |
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| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
Vehicle length is not an appropriate proxy for CO₂ performance and should therefore not be thedecisive criterion for granting a multiplier. A multiplier limited to short vehicles would risk narrowinginnovation incentives and could discourage improvements in efficiency and other CO₂-relevantparameters, thereby weakening the global competitiveness of EU manufacturers.Other factors, including the CO₂ content of materials and drivetrain efficiency, are also relevant forthe overall climate impact of a vehicle. A vehicle optimised across these parameters may delivergreater CO₂ reductions than a vehicle assessed primarily on the basis of length.Since energy efficiency has a direct impact on both running costs and CO₂ performance, highlyefficient vehicles of ≤ 175 Wh/km should receive a multiplier of 1.2, and vehicles of ≤ 165 Wh/km amultiplier of 1.3. This would reward measurable efficiency gains, reduce resource use and supporttangible CO₂ reductions, while ensuring a balanced and technology-neutral regulatory framework.
| Text proposed by the Commission | Amendment |
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| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
| Text proposed by the Commission | Amendment |
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| 4a. For the purpose of considering zero-emission vehicles as “made in the EU” in accordance with this Article, the following criteria apply: | |
| (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. |
| Text proposed by the Commission | Amendment |
|---|---|
| 4a. The super credits referred to in paragraph 1 shall not decrease the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Part A.”; |
| Text proposed by the Commission | Amendment |
|---|---|
| (5 a) the following Article 5-a (new) is inserted: | |
| Article 5-a | |
| Super credits for highly efficient electric vehicles | |
| 1. For the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as highly efficient electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles. | |
| 2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 whether or not it is identified as highly efficient electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance. | |
| 3. The definition and its related methodology for determining the criteria for a vehicle to be considered “made in the EU” are defined in the Regulation establishing a framework of measures for the acceleration of industrial capacity and decarbonisation in strategic sectors [2026/0068 (COD]. | |
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; |
Highly efficient electric vehicles help reduce running costs for consumers, lower overall energy demand and reduce pressure on electricity systems. To ensure that the development of energy-efficient vehicles is promoted, a new super credit should be introduced.
| Text proposed by the Commission | Amendment |
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| (6) [...] | deleted |
| Text proposed by the Commission | Amendment |
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| (6) the following Articles 5 a and 5b are inserted: | (6) the following Articles 5 a, 5b, 5c and 5d are inserted: |
| Text proposed by the Commission | Amendment |
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| (6) the following Articles 5 a and 5b are inserted: | (6) the following Articles 5 a, 5b and 5c are inserted: |
| Text proposed by the Commission | Amendment |
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| (6) the following Articles 5 a and 5b are inserted: | (6) the following Article 5b is inserted: |
| Text proposed by the Commission | Amendment |
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| Article 5 a | deleted |
| Text proposed by the Commission | Amendment |
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| Article 5 a | deleted |
| Text proposed by the Commission | Amendment |
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| Article 5 a | deleted |
| Text proposed by the Commission | Amendment |
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| Article 5 a | deleted |
| (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) |
| Text proposed by the Commission | Amendment |
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| Article 5 a | deleted |
| Text proposed by the Commission | Amendment |
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| The Article 5 a a is added as follows: | |
| Article 5 a a | |
| Definition of made in the EU for credits for small and medium zero-emission vehicles | |
| For the purpose of considering vehicles as “made in the EU” in accordance with Article 5, the following cumulative criteria apply: | |
| 1. the vehicle is assembled within a Member State of the Union; | |
| 2. and both of the following criteria are met: | |
| (a) the ratio between the total ex-works price of components - excluding the vehicle battery - originating in the Union and the total ex-works price of all components – excluding the battery – is equal to or greater than 75%; and | |
| (b) the vehicle’s traction battery contains at least five main specific components, among which the battery cells, originating in the Union.For the purpose of this Annex, ‘main specific components’ of batteries means the main specific components as listed in the Annex to Commission Implementing Regulation 2025/1178. |
| Text proposed by the Commission | Amendment |
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| Role of sustainable renewable fuels | deleted |
| Text proposed by the Commission | Amendment |
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| Role of sustainable renewable fuels | deleted |
| Text proposed by the Commission | Amendment |
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| Role of sustainable renewable fuels | deleted |
| Text proposed by the Commission | Amendment |
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| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. From the entry into force of this Regulation, reductions in greenhouse gas emissions achieved by the use of sustainable renewable fuels, synthetic fuels, advanced biofuels, biogas, RFNBOs and other fuels which demonstrably reduce emissions shall be taken into account, comprehensively and in a non-discriminatory fashion, in relation to the achievement of targets. They shall be credited on the basis of a methodology which applies uniformly throughout the EU and which is transparent and verifiable. |
If a fuel demonstrably reduces greenhouse gas emissions, this reduction must be recognised. Renewable and synthetic fuels preserve industrial know-how relating to the internal combustion engine, make use of existing infrastructure, reduce switching costs for citizens and companies and lessen the dependencies involved in raw material chains for batteries.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. From the date of entry into force of this Regulation, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29, 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. The quantity of eligible fuels used for the calculation of fuel credits shall be reduced by the amount of eligible fuels consumed, in the relevant year, by vehicles running exclusively on eligible fuels in accordance with Article 3 – point nc (new). |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. From … [the date of entry into force of this Regulation], the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29, 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. The quantity of eligible fuels used for the calculation of fuel credits shall be reduced by the amount of eligible fuels consumed, in the relevant year, by vehicles running exclusively on eligible fuels. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. The quantity of eligible fuels used for the calculation of fuel credits shall be reduced by the amount of eligible fuels consumed, in the relevant year, by vehicles running exclusively on eligible fuels. |
In order to prevent double counting of fuels under the proposed VEEF category and under the fuel credits, the amount of fuels needs to be reduced by the amount of fuel used by VEEFs.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. Starting from the date of entry into force of this Regulation, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29, 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. The amount of eligible fuels used for the calculation of fuel credits shall be reduced by the amount of eligible fuels consumed, in each relevant year, by vehicles running exclusively on eligible fuels (VEEF) as defined in Article 1 paragraph 3 (b). |
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. Starting from the date of entry into force of this Regulation, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. From [the date of entry into force of this Regulation], the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29, 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. From the date of entry into force of this Regulation, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29, 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. |
Delaying fuel credits until 2035 fails to incentivize the early uptake of sustainable renewable fuels. To provide a credible investment signal and support immediate market deployment, the mechanism should apply upon the Regulation's entry into force. Eligible fuels are defined as fuels complying with the Renewable Energy Directive, ensuring all fuels under Articles 29, 29a, and 31 qualify for the new VEEF category.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. As from the date of application of this Regulation, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29, 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. As from the date of application of this Regulation, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29, 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. |
The fuel credit mechanism is a welcome step forward, but further refinement is needed to maximise its effectiveness. In particular, pre-2035 fuel compensation should contribute towards the 2030 target, recognising the immediate availability of low-carbon fuels already on the market. Excluding these solutions risks discouraging early investment in scalable low-carbon fuel technologies.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. For the period between 2035 to 2045, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. |
Sustainable renewable fuels and advanced biofuels will remain scarce and strategically valuable in the coming decades. They should therefore be prioritized for sectors where electrification is not yet viable, notably maritime and aviation, where they play a key role in decarbonization pathways. Using such fuels as a compliance flexibility in road transport would risk diverting limited resources from these hard-to-abate sectors and should therefore be time-limited.
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. [From the date of entry into force of this Regulation], the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. | 1. Starting from 2030, the Commission shall calculate, for each manufacturer, fuel credits based on the greenhouse gas emission savings achieved by the use of the fuels referred to in paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. These fuel credits shall be calculated taking into account the quantity of such fuels placed on the Union market for road transport and their greenhouse gas emissions intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as reported in the Union Database established pursuant to Article 31a of that Directive, the share of road transport fuel used in passenger cars and light commercial vehicles, the average lifetime mileage of the vehicles, and the number of vehicles registered. |
Liquid biofuels and renewable diesel are positioned as key transitional solutions alongside electrification. To accelerate the market introduction of renewable fuels, the application of the renewable fuel credit mechanism should be brought forward so as to promote CO2 reductions across the entire fleet.
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | deleted |
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | deleted |
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | 2. The eligible fuels shall include, but not be limited to, biofuels, biogas, biomethane, biomass fuels, renewable diesel (e.g. HVO), bioethanol, renewable fuels of non-biological origin (RFNBOs), synthetic fuels, and fuels produced from biomass, agricultural residues, agricultural waste, forestry residues, organic waste streams, industrial by-products, captured biogenic carbon, atmospheric carbon, or recycled carbon sources, provided that the applicable sustainability and greenhouse-gas emissions saving criteria established under Directive (EU) 2018/2001 and its associated delegated and implementing acts are fulfilled. For the purposes of this Regulation, eligibility shall not be limited to feedstocks listed in Annex IX of Directive (EU) 2018/2001. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | 2. The eligible fuels means all fuels defined by the Renewable Energy Directive (EU) 2018/2001, provided that they meet the sustainability criteria of that Directive and associated delegated acts. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | 2. The eligible fuels shall be verifiable RED-compliant sustainable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and recycled carbon fuels (RCF) as defined in Article 2(35) of that Directive and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. In all cases, eligible fuels shall meet required EU fuel quality standards. |
The fuel credit mechanism proposed by EU Commission of a defined CO2 compensation via the use of CO2 neutral fuels is generally supported but should be adjusted in its details: It makes sense to use the fuel compensation proposed by the EU Commission before 2035 in order to allow the CO2 effect of the market fuel that already exists today to take effect for compliance with the upcoming 2030 target. All these eligible fuels should be covered by minimum quality standards to ensure broad compatibility of use in road vehicles.
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | 2. The eligible fuels shall be verifiable RED-compliant sustainable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and recycled carbon fuels (RCF) as defined in Article 2(35) of that Directive and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. In all cases, eligible fuels shall meet required EU fuel quality standards. |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | 2. The eligible fuels shall be verifiable RED-compliant sustainable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and recycled carbon fuels (RCF) as defined in Article 2(35) of that Directive and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. In all cases, eligible fuels shall meet required EU fuel quality standards. |
Including verifiable RED-compliant recycled carbon fuels alongside RFNBOs, biofuels and biogas broadens the range of eligible sustainable fuels, strengthens technological neutrality, and supports investment certainty while ensuring compliance with existing EU sustainability and fuel quality standards.
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive. |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, and advanced biofuels and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to Directive (EU) 2018/2001 and fulfilling the sustainability and greenhouse gas emissions saving criteria set out in Article 29 of that Directive. |
Limiting eligibility to RFNBOs and advanced biofuels and biogas produced from Annex IX feedstocks ensures strong environmental integrity and avoids sustainability risks associated with crop-based biofuels, including indirect land-use change, biodiversity loss, and competition with food production.
| Text proposed by the Commission | Amendment |
|---|---|
| 2. The eligible fuels shall be renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels, as defined in Article 2(33) of that Directive, and biogas, as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. | 2. The eligible fuels shall be all fuels defined by the Renewable Energy Directive (EU) 2018/2001, fulfilling the criteria set out in Article 29 and 29a of that Directive and associated delegated acts, biofuels as defined in Article 2(33) of that Directive, and biogas as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IX to that Directive and fulfilling the criteria set out in Article 29 of that Directive. |
Vehicles with an internal combustion engine powered by sustainable renewable fuels requires a clear and consistent definition.
| Text proposed by the Commission | Amendment |
|---|---|
| 3. The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. |
The proposal removes or increases the tight ceiling for fuel credits. Demonstrable reductions in emissions thanks to sustainable fuels should not be devalued due to a rigid cap.
| Text proposed by the Commission | Amendment |
|---|---|
| 3. The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. |
| Text proposed by the Commission | Amendment |
|---|---|
| 3. The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Pietro Fiocchi, Sergio Berlato, Antonella Sberna, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
Allowing fuel credits delays electrification and weakens the signal for EV investment. This article should therefore be deleted.
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | The credits from all fuels referred to in paragraph 2 shall contribute to the specific CO2 emissions target of a manufacturer for the specific emissions reference target of the manufacturer in 2021 as set out in point 6.0 of Annex I Parts A and B. |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 5% of OEM2021 specific target as set out in points 4 and 5 of Annex I Parts A and B. The share of the renewable fuels and advanced materials to be revisited during the Regulation review in 2029, also reflecting potential RED review parameters. |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | The credits from all fuels referred to in paragraph 2 shall not contribute the specific CO2 emissions target of a manufacturer by more than 10% of the specific emissions reference target of the manufacturer in 2021 as set out in point 6.0 of Annex I Parts A and B. |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | The credits from all eligible fuels shall not contribute to the specific CO2 emissions target of a manufacturer by more than 10% of the specific emissions reference target of the manufacturer in 2021 as set out in point 6.0 of Annex I Parts A and B. |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | The credits from all eligible fuels shall not contribute to the specific CO2 emission target of a manufacturer by more than 10% of the specific emissions reference target of the manufacturer in 2021 as set out in point 6.0 of Annex I Parts A and B. |
The proposed 3% cap on fuel credits - including the sub-cap on biofuels and biogas - significantly limits their role in CO2 compliance. Increasing this cap would unlock the true emission reduction potential of sustainable fuels, attracting vital investment and creating spill-over benefits for both the existing fleet and other hard-to-decarbonize sectors.
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | The credits from all eligible fuels shall not contribute to the specific CO2 emissions target of a manufacturer by more than 25% of the specific emissions reference target of the manufacturer in 2021 as set out in point 6.0 of Annex I Parts A and B. |
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Antonín Staněk, Mélanie Disdier, Valérie Deloge, Catherine Griset
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 5 % of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. |
This amendment seeks to strengthen technological neutrality by giving more prominence to sustainable renewable fuels when reducing automotive sector emissions. An increase in the ceiling to 5 % facilitates better recognition of their contribution to decarbonisation.
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 5% of OEM2021 specific target as set out in points 4 and 5 of Annex I Parts A and B. |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
The proposed 3% cap on fuel credits - including the sub-cap on biofuels and biogas - significantly limits their role in CO2 compliance. Increasing this cap would unlock the true emission reduction potential of sustainable fuels, attracting vital investment and creating spill-over benefits for both the existing fleet and other hard-to-decarbonize sectors.
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | The applicable shares and limits for renewable fuels and advanced materials shall be assessed as part of the review of this Regulation in 2029, taking into account, where appropriate, any relevant amendments to Directive (EU) 2018/2001. |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | The credits from all fuels referred to in paragraph 2 shall not reduce the average specific emissions of CO2 of a manufacturer which has been granted a derogation under Article 10(1) by more than 10% of OEM2021 specific target in 2021 as set out in points 4 and 5 of Annex I Parts A and B. |
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | The credits from the quantities of advanced biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. |
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Antonín Staněk, Mélanie Disdier, Valérie Deloge, Catherine Griset
| Text proposed by the Commission | Amendment |
|---|---|
| The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | The credits from the quantities of biofuels and biogas produced from feedstock listed in Part B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of CO2 of a manufacturer by more than 2 % of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. |
This amendment seeks to strengthen technological neutrality by giving more prominence to biofuels and biogas when reducing automotive sector emissions. An increase in the ceiling to 2 % facilitates better recognition of their contribution to decarbonisation.
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 5 a, the following paragraph 3 a is added: | |
| 3 a. Under this Article, no fuel credits shall be granted to fuels consumed by off-vehicle charging hybrid electric vehicles (OVC-HEVs). For the purpose of calculating average specific CO₂ emissions of OVC-HEVs, a utility factor reflecting the actual average share of electric driving shall be used. This utility factor shall be based on data collected from onboard fuel/energy consumption monitoring devices (OBFCM). The Commission shall regularly review and update the default utility factor based on the most recent OBFCM data. |
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers. | deleted |
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers. | deleted |
Removing the limitation on pooling for fuel and low-carbon material credits is essential to maximize the mechanism's practical effectiveness.
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers. | deleted |
The restriction on pooling for fuel credits should be deleted, as it would undermine one of the key compliance flexibilities available to manufacturers and significantly reduce the effectiveness of the mechanism. Broad pooling arrangements are essential to ensure cost-efficient compliance, facilitate market uptake of renewable fuels, and avoid unnecessary administrative burdens and operational constraints.
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers. | deleted |
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 5 a, the following paragraph is added: | |
| 4 a. Member States and manufacturers shall apply a unified methodology for calculating greenhouse gas emission reductions from renewable fuels in all reporting and compliance verification. The contribution of any single quantity of renewable fuel shall only be counted once, either in the calculation of a vehicle’s tailpipe CO₂ emissions under Regulation (EU) 2019/631 or as part of an offset mechanism in accordance with the sustainability and GHG calculation rules established in Directive (EU) 2018/2001 as amended by RED III. |
By explicitly requiring a single counting principle and aligning the methodology with the sustainability and greenhouse gas accounting rules under RED III, the amendment ensures robust and coherent accounting of renewable fuels. It prevents double counting by guaranteeing that their contribution is recognized only once, whether through tailpipe CO₂ reductions or fuel credits, thereby safeguarding environmental integrity and the credibility of the framework.
| Text proposed by the Commission | Amendment |
|---|---|
| Role of low-carbon steel | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| Role of low-carbon steel | Role of fossil-free steel made in the EU |
| Text proposed by the Commission | Amendment |
|---|---|
| Role of low-carbon steel | Role of fossil fuel-free steel |
| (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) |
Steel credits should support genuinely clean European industrial production and must not become a broad compensation mechanism for continued emissions from new cars and vans. Requiring eligible steel to be produced without fossil fuels as energy sources ensures that the credit contributes to the Union’s climate-neutrality objective, strengthens European clean industrial value chains and creates a credible lead market for fossil-free steel made in the Union. This also preserves the environmental integrity of the CO2 standards by ensuring that any compensation mechanism is limited to high-integrity industrial decarbonisation.
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Pietro Fiocchi, Sergio Berlato, Antonella Sberna, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| Role of low-carbon steel | Role of low-carbon materials |
The proposal should not be limited to low-carbon steel alone, but should also encompass other strategically important advanced materials, including aluminium. Expanding the scope in this way would strengthen competition, reduce costs, enhance supply chain resilience, and accelerate decarbonisation across Europe’s industrial value chains.
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| Role of low-carbon steel | Role of low-carbon materials |
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
| Text proposed by the Commission | Amendment |
|---|---|
| Role of low-carbon steel | Role of low-carbon materials |
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Ondřej Knotek, Antonín Staněk, Jana Nagyová, Mélanie Disdier, Valérie Deloge, Catherine Griset, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| Role of low-carbon steel | Role of low-carbon materials |
| Text proposed by the Commission | Amendment |
|---|---|
| European upstream products and components which reduce CO2 emissions |
The proposal expands the scope of low-carbon steel credits to include additional European upstream products and components which reduce CO2 emissions. This takes into account not only vehicle use, but also industrial value creation and low-carbon production in Europe.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. Starting from 2035 and until 31 December 2039, a manufacturer shall obtain credits for fossil fuel-free steel made in the EU (‘fossil fuel-free steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year, provided that such steel is produced in the Union using renewable or other fossil-free energy sources, without the use of fossil fuels as energy sources in the production process, as determined in accordance with the methodology established pursuant to paragraph 6, and in a manner consistent with the Union’s climate-neutrality objective laid down in Regulation (EU) 2021/1119. |
| (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.) |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. From the date of entry into force of this Regulation, a manufacturer shall obtain credits for low-carbon materials made in the EU (‘low-carbon materials credits’) used in new passenger cars and new light commercial vehicles registered and may count those credits towards meeting its specific CO2 emission target. |
Expanding credits beyond steel to include other carbon-intensive materials like aluminum, plastics and glass would more accurately reflect embedded vehicle emissions. Because these materials represent a major share of a vehicles lifecycle emissions, recognizing them would incentivize innovation and investment across the automotive value chain. To prevent delayed deployment, the start date must be moved up from 2035 to provide an immediate, predictable investment signal.
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. [From the date of entry into force of this Regulation], a manufacturer shall obtain credits for low-carbon materials “made in the EU” (‘low-carbon materials credits’) used in new passenger cars and new light commercial vehicles and may count those credits towards meeting its specific CO₂ emissions target. |
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. Starting from the date of entry into force of this Regulation, a manufacturer shall obtain credits for low-carbon materials made in the EU (‘low-carbon materials credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. Starting from the date of entry into force of this Regulation, a manufacturer shall obtain credits for low-carbon materials made in the EU (‘low-carbon materials credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel and other low-carbon industrial materials made in the EU (‘low-carbon material credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. |
The decarbonisation of automotive supply chains should not be limited to steel alone. Other industrial materials, including aluminium and additional low-carbon materials used in vehicle manufacturing, can also contribute significantly to reducing lifecycle emissions. A broader approach preserves technological neutrality and avoids creating distortions between different industrial sectors.
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. [From the date of entry into force of this Regulation,] a manufacturer shall obtain credits for low-carbon materials made in the EU (‘low-carbon materials credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. From the date of entry into force of this Regulation, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. |
In order to incentivise the production of low-carbon steel made in the EU, low carbon steel credits should be made available to manufacturers as soon as possible. This will strengthen innovation and further reward decarbonisation.
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Ondřej Knotek, Antonín Staněk, Jana Nagyová, Mélanie Disdier, Valérie Deloge, Catherine Griset
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. Starting from the date of application, a manufacturer shall obtain credits for low-carbon materials manufactured in the EU (‘low-carbon material credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. From [the date of entry into force of this Regulation], a manufacturer shall obtain credits for low-carbon materials (‘low-carbon materials) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. As of the date of application, a manufacturer shall obtain credits for low-carbon materials made in the EU (‘low-carbon materials credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. As of the date of application, a manufacturer shall obtain credits for low-carbon materials (‘low-carbon materials credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. |
The proposal should not be limited to low-carbon steel alone, but should also encompass other strategically important advanced materials, including aluminium. Expanding the scope in this way would strengthen competition, reduce costs, enhance supply chain resilience, and accelerate decarbonisation across Europe’s industrial value chains.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. Starting from 2035, a manufacturer shall obtain credits for fossil-free steel made in the EU (‘fossil-free steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. A manufacturer shall obtain credits for upstream products and components which reduce CO2 emissions and are manufactured in the EU, including steel, aluminium, plastics, battery materials, electronics, drive components and other key vehicle components. |
A restriction to steel does not go far enough. Value creation, security of supply and carbon footprints depend on many upstream products. A broad clause covering European upstream products would strengthen industrial sovereignty and prevent European industry from being replaced with imported battery and raw material chains.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU (‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. | 1. Starting from 2035, a manufacturer shall obtain credits for fossil-free steel made in the EU (‘green steel credits’) to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 5b, the following paragraph 1a is inserted: | |
| 1 a. For the purpose of considering steel “made in the EU” in accordance with this Article, the steel is made within the EU by the country of “melt and pour” in accordance with Regulation (EU) 2025/0726. |
Silvia Sardone, Ondřej Knotek, Antonín Staněk, Marie-Luce Brasier-Clain, Matthieu Valet, Mathilde Androuët, Anne-Sophie Frigout, Valérie Deloge, Jorge Buxadé Villalba, Jana Nagyová, Roman Haider, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| 2. Paragraph 1 shall not apply for those vehicles whose contribution to the average emissions is covered by Article 5 a. | deleted |
Connections
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Sources & citation
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- Data source
- Licensed CC BY 4.0.
- Retrieved
- 25 September 2026
Cite as
European Parliament (2026). “AMENDMENTS 355 - 647 - Draft report Amending Regulation (EU) 2019/631 as regards CO2 emission performance standards for new light duty vehicles and vehicle labelling and repealing Directive 1999/94/EC”. Text, 18 June 2026. docId ENVI-AM-789911. EU Parl Watch Research. https://news.eu-parl.st-solutions.dev/texts/ENVI-AM-789911 (retrieved 25 September 2026). Data: EP Open Data API: document record, https://data.europarl.europa.eu/api/v2/documents/ENVI-AM-789911 (CC BY 4.0).
BibTeX
@misc{epw-text-envi-am-789911,
author = {{European Parliament}},
title = {{AMENDMENTS 355 - 647 - Draft report Amending Regulation (EU) 2019/631 as regards CO2 emission performance standards for new light duty vehicles and vehicle labelling and repealing Directive 1999/94/EC}},
year = {2026},
date = {2026-06-18},
howpublished = {\url{https://news.eu-parl.st-solutions.dev/texts/ENVI-AM-789911}},
url = {https://news.eu-parl.st-solutions.dev/texts/ENVI-AM-789911},
urldate = {2026-09-25},
publisher = {EU Parl Watch Research},
note = {Text. docId ENVI-AM-789911. Data: EP Open Data API: document record (CC BY 4.0)}
}