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-789912 · COM(2025)0995 – 2025/0420(COD)
- Kind
- Amendment list ENVI-AM-789912
- 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 |
|---|---|
| 2. Paragraph 1 shall not apply for those vehicles whose contribution to the average emissions is covered by Article 5a. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. Paragraph 1 shall not apply for those vehicles whose contribution to the average emissions is covered by Article 5a. | deleted |
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Text proposed by the Commission | Amendment |
|---|---|
| 2. Paragraph 1 shall not apply for those vehicles whose contribution to the average emissions is covered by Article 5a. | deleted |
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. Paragraph 1 shall not apply for those vehicles whose contribution to the average emissions is covered by Article 5a. | deleted |
The restriction on the use of fuel and low-carbon steel credits should be removed to allow low-carbon steel to be recognised across a wider range of vehicles. This would encourage OEMs to integrate low-carbon steel throughout their portfolios rather than limiting its use to specific models. Recognising low-carbon materials also supports supply-chain decarbonisation and rewards lifecycle emissions reductions.
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
| Text proposed by the Commission | Amendment |
|---|---|
| 2. Paragraph 1 shall not apply for those vehicles whose contribution to the average emissions is covered by Article 5a. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. Paragraph 1 shall not apply for those vehicles whose contribution to the average emissions is covered by Article 5a. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. Paragraph 1 shall not apply for those vehicles whose contribution to the average emissions is covered by Article 5a. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. Paragraph 1 shall not apply for those vehicles whose contribution to the average emissions is covered by Article 5a. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. Paragraph 1 shall not apply for those vehicles whose contribution to the average emissions is covered by Article 5a. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 2. Paragraph 1 shall not apply for those vehicles whose contribution to the average emissions is covered by Article 5a. | 2. This is conditional on proof of a reduction in greenhouse gas emissions in relation to a reference value that has been set transparently. |
It is not enough to limit the scope of the provisions to steel. 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 |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. The methodology as set out in paragraph 2 shall have a technology-neutral design and must not result in one-sided preferential treatment for electric battery value chains. |
It is not enough to limit the scope of the provisions to steel. 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 |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. Low-carbon materials credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, including consideration of the 'made in the EU' to prioritise, of the low-carbon materials used in the production of the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. . |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. Low-carbon materials credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, including giving priority to low-carbon materials produced within the Union under the 'made in the EU' framework, of the low-carbon materials used in the production of the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. |
To accelerate investment in and uptake of low-carbon materials, particularly steel and aluminium, the low-carbon materials credit should recognise their use across vehicle production. This would create stronger market incentives for manufacturers, support industrial competitiveness, and encourage wider deployment of advanced materials throughout the automotive value chain.
| Text proposed by the Commission | Amendment |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. Low-carbon materials credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, including consideration of the 'made in the EU' to prioritise, of the low-carbon materials used in the production of the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. |
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
| Text proposed by the Commission | Amendment |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. Low-carbon materials credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, including consideration of the made in the EU to prioritise the low-carbon materials used in the production of the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. |
| Text proposed by the Commission | Amendment |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. Low-carbon materials credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, including consideration of the 'made in the EU' to prioritise the low-carbon materials used in the production of manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. |
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 |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. Low-carbon materials credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon materials made in the EU used in the production of the manufacturer’s new passenger cars or new light commercial vehicles registered or produced in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. |
| Text proposed by the Commission | Amendment |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. Fossil fuel-free steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the fossil fuel-free steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. |
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 |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. Low-carbon material credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon materials manufactured in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. |
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 |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. Low-carbon materials credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon materials made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. |
| Text proposed by the Commission | Amendment |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. Low-carbon materials credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon materials made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. |
| Text proposed by the Commission | Amendment |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. Fossil-free steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the fossil-free steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. |
| Text proposed by the Commission | Amendment |
|---|---|
| 3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. | 3. Green steel credits shall be calculated taking into account the quantity and the CO2 emissions intensity, calculated according to the methodology as set out in accordance with paragraph 6, of the green steel made in the EU used in the manufacturer’s new passenger cars or new light commercial vehicles registered in the Union in the calendar year, the number of vehicles registered in the calendar year, and the lifetime mileage of the vehicles, in accordance with point 7 of Parts A and B of Annex I. |
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
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 |
|---|---|
| 4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | 4. Low-carbon materials credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 5% of the OEM 2021 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. Low carbon materials credits shall not decrease the average specific emissions of CO2 of a manufacturer which has been granted a derogation under Article 10(1) by more than 10% of the OEM2021 specific target as set out in points 4 and 5 of Annex I Part A and B. |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | 4. Low-carbon materials credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 5% of the OEM 2021 specific target as set out in points 4 and 5 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 |
|---|---|
| 4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | 4. The Commission shall adopt implementing acts to establish a transparent, technology-neutral and verifiable methodology for the calculation of credits. This methodology shall be based on demonstrable reductions in greenhouse gas emissions in relation to a reference value that has been set transparently, and must not result in one-sided preferential treatment for certain drive technologies, raw material chains or value creation models. |
Article 5b would be rendered unenforceable if the Commission’s powers to establish the methodology for calculations were removed without any replacement. The methodology must be technology-neutral, transparent and non-discriminatory. This is the only way to prevent one-sided preferential treatment for certain drive technologies or raw material chains.
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | 4. Low-carbon materials credits shall not contribute to the specific CO2 emissions target of a manufacturer by more than 5% of the specific emissions reference target of the manufacturer in 2021 as set out in point 3 and 5 of Annex I Parts A and B. |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | 4. Low-carbon materials credits shall not contribute to the specific CO2 emissions target of a manufacturer by more than 5% of the specific emissions reference target of the manufacturer in 2021 as set out in point 3 and 5 of Annex I Parts A and B. |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | 4. Low-carbon materials credits shall not contribute to the specific emissions of CO2 of a manufacturer by more than 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. |
Increasing the cap of low-carbon materials credits to 10% is consistent with the inclusion of other low-carbon materials in the scope of this Regulation.
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Antonín Staněk, Mélanie Disdier, Valérie Deloge, Catherine Griset, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | 4. Low-carbon material credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 10% 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 |
|---|---|
| 4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | 4. Fossil fuel-free steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | 4. Fossil-free steel credits 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. |
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. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | 4. Low-carbon materials credits shall contribute to the specific CO2 emissions target of the specific emissions reference target of the manufacturer in 2021 as set out in point 3 and 5 of Annex I Parts A and B. |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex I Parts A and B. | 4. Green steel credits shall not decrease 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. |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 5 b, the following paragraph 4 a is added: | |
| 4a. For the purposes of this Article, steel shall be considered as made in the Union where it has been melted and poured in at least one Member State of the Union, in accordance with Regulation (EU) 2025/0726. |
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 |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall specify, by the end of 2027 at the latest, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon materials credits, including their definition and “made in the EU” provisions to prioritise such materials. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). |
In order to stimulate the development and uptake of alternative low-carbon materials, particularly steel and aluminium, low-carbon materials credits should recognise the use of these materials across vehicle production.
| Text proposed by the Commission | Amendment |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall specify by end 2027 at the latest, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon materials credits, including their definition and “made in the EU” provisions to prioritise. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). |
| Text proposed by the Commission | Amendment |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall specify by end 2027 at the latest, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon materials credits, including their definition and “made in the EU” provisions to prioritise. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). |
| Text proposed by the Commission | Amendment |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall specify within 6 months after the date of entry into force of this Regulation, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon materials credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). |
| Text proposed by the Commission | Amendment |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall adopt implementing acts to establish a transparent, technology-neutral and verifiable methodology for the calculation of credits. This methodology shall be based on demonstrable reductions in greenhouse gas emissions in relation to a reference value that has been set transparently, and must not result in one-sided preferential treatment for certain drive technologies, raw material chains or value creation models. |
Article 5b would be rendered unenforceable if the Commission’s powers to establish the methodology for calculations were removed without any replacement. The methodology must be technology-neutral, transparent and non-discriminatory. This is the only way to prevent one-sided preferential treatment for certain drive technologies or raw material chains.
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 |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall specify, by [date of entry into force of this Regulation], by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon materials credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). |
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 |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits. These implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon material credits. These implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). |
| Text proposed by the Commission | Amendment |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the fossil fuel-free steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). |
| Text proposed by the Commission | Amendment |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon materials credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). |
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 |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon materials credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). |
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
| Text proposed by the Commission | Amendment |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon materials credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). |
| Text proposed by the Commission | Amendment |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the fossil-free steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). |
| Text proposed by the Commission | Amendment |
|---|---|
| 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the low-carbon steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | 5. The Commission shall specify, by means of implementing acts, the detailed rules and procedures for the monitoring and reporting by manufacturers of all the necessary data for the calculation of the green steel credits. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 5 b, the following paragraph 5 a is added: | |
| 5a. For the purposes of this Article, ‘fossil fuel-free steel’ means steel produced without the use of fossil fuels as an energy source or reducing agent and having a CO₂-equivalent emissions intensity, determined in accordance with the methodology referred to in paragraph 6, not exceeding 0.5 tonnes of CO₂e per tonne of steel at 0% scrap content. | |
| The applicable maximum emissions-intensity threshold shall decrease as the share of scrap content increases, in accordance with a sliding scale corresponding to the near-zero category under the LESS classification system. For the purposes of that sliding scale, only post-consumer scrap shall be taken into account. | |
| Steel produced using fossil fuels, including where the resulting emissions are captured and stored, shall not qualify as fossil fuel-free steel. |
These criteria ensure that fossil fuel-free steel credits are reserved for steel with a genuinely near-zero emissions intensity. Limiting eligibility to steel corresponding to the near-zero category under the LESS classification system creates a clear and credible demand signal for the production pathways that are most closely aligned with the Union’s climate-neutrality objective. A binding emissions-intensity threshold is necessary to prevent the credits from rewarding transitional fossil fuel-based production methods. Applying a sliding scale according to scrap content also ensures that steel with different production inputs is assessed on a fair and comparable basis, while avoiding the artificial classification of steel as near-zero solely because of a high share of scrap.
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 5 b, the following paragraph 5 b is added: | |
| 5b. The CO₂-equivalent emissions intensity of the baseline steel used as the reference point for the calculation of fossil fuel-free steel credits shall be determined using a sliding scale that takes into account the share of post-consumer scrap content. | |
| The baseline emissions intensity shall be set at 2.1 tonnes of CO₂e per tonne of steel for scrap contents from 0% up to and including 20%. For scrap contents above 20%, the baseline emissions intensity shall decrease on a linear basis, reaching 0.7 tonnes of CO₂e per tonne of steel at 100% scrap content. | |
| Those values shall be binding for the methodology referred to in paragraph 6. |
These criteria ensure that the baseline used to calculate fossil fuel-free steel credits accurately reflects the emissions intensity of conventional steel production with different levels of scrap content. Without a scrap-adjusted baseline, the crediting mechanism could overestimate the emissions reductions achieved by steel with a high scrap share and provide credits that do not correspond to genuine additional decarbonisation. A binding sliding scale therefore safeguards the environmental integrity of the mechanism, ensures equal treatment of different steel production routes, and guarantees that credits are awarded only for verifiable emissions reductions compared with an appropriate reference value.
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 |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The definition and its related methodology for determining the criteria for a vehicle to be considered “made in the EU” and “low-carbon steel” are set out in Regulation …/… (Regulation establishing a framework of measures for the acceleration of industrial capacity and decarbonisation in strategic sectors [2026/0068 (COD)]). |
| For other materials, the Commission is empowered to adopt implementing acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon materials and the CO2 emissions intensity of the materials and of the baseline materials as a reference point for the calculation for the low-carbon materials credits. |
In order to stimulate the development and uptake of alternative low-carbon materials, particularly steel and aluminium, low-carbon materials credits should recognise the use of these materials across vehicle production.
| Text proposed by the Commission | Amendment |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the fossil-free steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the fossil-free steel credits. The methodology shall set a required percentage of emissions reductions compared to the CO2 emission intensity of the baseline steel. That percentage shall be consistent with the objective of achieving near-zero greenhouse gas emissions from steel production. |
| Text proposed by the Commission | Amendment |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. For the purposes of this article, fossil-free steel shall have a carbon intensity of 0.5t CO2e per tonne of steel or below with 0% scrap content, using a sliding scale system, which corresponds to the near-zero category under the LESS system. |
| The baseline steel used as a reference point for the calculation for the fossil-free steel credits shall also be based on the sliding scale system by taking scrap content into account, and range between 2.1t CO2e per tonne of steel for 0% to 20% scrap content, and 0.7t CO2e per tonne of steel for 100% scrap content. |
| Text proposed by the Commission | Amendment |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics and the CO₂ emissions intensity of low-carbon steel and other low-carbon industrial materials and of the corresponding baseline materials as reference points for the calculation of low-carbon material credits. The methodology shall take account of technological maturity, economically viable supply conditions and actual market availability within the Union. |
The availability of low-carbon industrial materials remains limited and uneven across the Union. The methodology should therefore reflect market realities and avoid creating disproportionate burdens where sufficient quantities of eligible materials are not yet available.
| Text proposed by the Commission | Amendment |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon materials and the CO2 emissions intensity of the materials and of the baseline materials as a reference point for the calculation for the low-carbon materials credits. |
| Text proposed by the Commission | Amendment |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the fossil fuel-free steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the fossil fuel-free steel credits. |
| The methodology shall comply with the criteria and thresholds laid down in paragraphs 5a and 5b. |
| Text proposed by the Commission | Amendment |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the fossil-free steel. |
| Text proposed by the Commission | Amendment |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. For other materials, the Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low-carbon materials and the CO2 emissions intensity of the materials and their baseline as a reference point for the calculation for the low-carbon materials credits. |
Pietro Fiocchi, Nicola Procaccini, Michele Picaro, Sergio Berlato, Antonella Sberna, Stefano Cavedagna, Alexandr Vondra
| Text proposed by the Commission | Amendment |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon materials and the CO2 emissions intensity of the materials and of the baseline materials as a reference point for the calculation for the low-carbon materials credits. |
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 |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The definition and its related methodology for determining the criteria for a vehicle to be considered “made in the EU” and “low-carbon materials” are defined in the Regulation establishing a framework of measures for the acceleration of industrial capacity and decarbonisation in strategic sectors 2026/0068 (COD). |
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 |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon materials and the CO2 emissions intensity of the materials and of the baseline materials as a reference point for the calculation for the low-carbon steel credits. |
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 |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon materials and the CO2 emissions intensity of these baseline materials as a reference point for the calculation for the low-carbon material credits. |
| Text proposed by the Commission | Amendment |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The Commission shall adopt implementing acts to establish a transparent, technology-neutral and verifiable methodology for the calculation of credits. This methodology shall be based on demonstrable reductions in greenhouse gas emissions in relation to a reference value that has been set transparently, and must not result in one-sided preferential treatment for certain drive technologies, raw material chains or value creation models. |
The methodology must be technology-neutral, transparent and verifiable, without favouring individual drive technologies or value creation models. Comprehensible and non-discriminatory calculations are required for reasons of subsidiarity and proportionality.
| Text proposed by the Commission | Amendment |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon materials and the CO2 emissions intensity of the material and of their baseline as a reference point for the calculation for the low-carbon materials credits. |
| Text proposed by the Commission | Amendment |
|---|---|
| 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the baseline steel as a reference point for the calculation for the low-carbon steel credits. | 6. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the characteristics of the low carbon materials and the CO2 emissions intensity of the material and of their baseline as a reference point for the calculation for the low-carbon materials credits. |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 5 b, the following paragraph 6 a is added: | |
| 6a. The country in which the steel used in the production of the product is melted and poured shall be identified in order to determine the origin of the steel. The melted and poured phase, which includes 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, in addition to the secondary steelmaking phase, shall be made within the union in order for the steel to be qualified as made-in-EU. |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 5 b, the following paragraph 6 b is added: | |
| 6 b. Steel made with imported green hot briquetted iron (HBI) shall be eligible for the credits provided that the amount of steel made with imported green HBI does not exceed 50% of the OEMs’ fleet average and does not come from a country that controls more than 40% of the global market (in line with NZIA). |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| 7. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
Manufacturers should retain access to the full range of compliance flexibilities available under the framework. Restricting access to pooling based on the use of other compliance options would unnecessarily limit cost-effective compliance pathways. Pooling should therefore remain available as an important safeguard to help manufacturers avoid disproportionate penalties and achieve compliance efficiently.
| Text proposed by the Commission | Amendment |
|---|---|
| 7. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 7. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
Removing the limitation on pooling for fuel and low-carbon material credits is essential to maximize the mechanism's practical effectiveness.
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Text proposed by the Commission | Amendment |
|---|---|
| 7. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 7. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 7. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
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 |
|---|---|
| 7. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 7. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the manufacturers included in the pool are part of the same group of connected manufacturers.; | 7. Paragraph 1 shall apply to manufacturers irrespective of whether they formed a pool pursuant to Article 6.; |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 5 b, the following paragraph 7 a is added: | |
| 7 a. By 2035, the Commission shall adopt a delegated act to supplement this Article with the option for manufacturers to obtain credits for additional low-carbon materials made in the EU to compensate emissions from new passenger cars and new light commercial vehicles registered in the calendar year. This delegated act shall also establish a definition and set up a methodology for determining the characteristics of the low carbon materials made in the EU and the CO2 emissions intensity of the materials and of the baseline materials as a reference point for the calculation for the low-carbon materials credits made in the EU. |
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 Article 5 b, the following paragraph 7 a is added: | |
| 7a. The accumulated credits from all fuels referred to in Article 5a and low-carbon materials referred to in Article 5b shall not reduce the average specific emissions of CO2 of a manufacturer by more than 12% of the OEM2021 specific target as set out in points 4 and 5 of Annex I Parts A and B. The applicable percentage cap shall be assessed as part of the review of this Regulation in mid-2030, taking into account, where appropriate, any relevant amendments to Directive (EU) 2018/2001. |
The proposed 12% cap on the combined use of fuel and low-carbon material credits would provide manufacturers with a credible and effective compliance safeguard, replacing the highly restrictive 3% and 7% limits proposed by the Commission. A more workable cap would give OEMs the flexibility needed to meet CO2 targets in a cost-efficient and technology-neutral manner, while strengthening investment certainty for renewable fuels and low-carbon industrial materials across the European value chain.
| Text proposed by the Commission | Amendment |
|---|---|
| (6c) The Commission shall by … [one year after the date of entry into force of this regulation] make publicly available a mobile application capable of providing citizens with a single digital tool for charging their electric vehicle across the Union. The application should provide a simple user interface and ensure interoperability with different providers of charging infrastructure across the Union. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5b a is added as follows: | |
| Article 5b a | |
| Social leasing scheme | |
| 1. Social leasing schemes referred to in Article 5 shall meet the following minimum criteria regarding the eligibility of beneficiaries: | |
| (a) a maximum household income threshold, at or below the national / regional / local median income; | |
| (b) geographical location, with particular attention to beneficiaries residing in rural, remote or hard-to-reach areas; | |
| (c) distance to the workplace or to essential services, where adequate public transport alternatives are absent or insufficient. | |
| 2. Member States shall, prior to establishing or recognising a social leasing scheme, carry out an assessment of national and regional mobility needs, identifying the potential role of social leasing among other measures that improve fair and affordable access to mobility, including public transport, in line with their obligations under the Social Climate Fund. | |
| 3. The Commission shall be empowered to adopt delegated acts in accordance with Article 17 to supplement this Regulation by specifying: | |
| (a) maximum income thresholds for beneficiary eligibility, expressed as a percentage of national / regional / local median equivalised disposable income; | |
| (b) the complementary criteria of eligibility of beneficiaries, taking into account in particular daily long-distance workers, remote location and access to public transport; | |
| (c) the procedure for notification and recognition of social leasing schemes pursuant to Article 5 on credits for small & medium zero-emission vehicles. | |
| 4. Pending the adoption of the delegated acts referred to in paragraph 3, Member States may notify the Commission of existing national schemes that they consider to meet the criteria set out in paragraph 1. The Commission shall assess those notifications and publish a list of provisionally recognised social leasing schemes within six months of the date of entry into force of this Regulation. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5b a is added as follows: | |
| Article 5b a | |
| Retrofit credits for light commercial vehicles | |
| 1. Starting from [1 January of the year following the date of entry into force of this Regulation], a manufacturer shall be entitled to obtain retrofit credits in respect of light commercial vehicles (N1) retrofitted in the Union ('retrofit credits') for the purpose of calculating its average specific emissions pursuant to Article 4. | |
| 2. Retrofit credits shall be granted to a manufacturer in respect of retrofitted N1 vehicles: | |
| (a) that it places on the Union market in the calendar year and that it has retrofitted itself or through a retrofit operator; or | |
| (b) that it acquires in the calendar year through the purchase of retrofit credits from a retrofit operator. | |
| 3. For the purposes of paragraph 2(b), retrofit operators may generate, hold and transfer retrofit credits to manufacturers. The transfer of retrofit credits shall be registered in the retrofit register referred to in paragraph 5. 4. Each retrofitted N1 vehicle shall be counted as 1.2 vehicles for the purposes of calculating the average specific emissions of CO₂ of a manufacturer pursuant to Article 4. | |
| 5. The Commission shall establish and manage a Union retrofit register recording the retrofit operator responsible for the conversion, the manufacturer to whom retrofit credits are allocated, and the date of transfer. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by laying down the rules and procedures for the operation of the retrofit register and the transfer of retrofit credits. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5b a is added as follows: | |
| Article 5b a | |
| Solar Mobility Compliance Offsets | |
| 1. From 1 January 2028, manufacturers may obtain solar mobility credits through the deployment of vehicles equipped with Vehicle Integrated Photovoltaic (VIPV) systems and made in Europe. These credits shall be calculated based on the verified real-world grid electricity reduction achieved by the VIPV system, measured via certified energy flow models (EFM) and on-board telematics. The solar mobility credits may be utilized by a manufacturer to compensate for the specific CO2 emissions of its new vehicle fleet, provided that the total contribution of these credits, combined with sustainable renewable fuel and low-carbon steel credits, does not exceed the 10% compliance offset cap established for the 2035 fleet-wide targets. Detailed rules on the verification and calculation methodology shall be adopted by the Commission via implementing acts. | |
| 2. For the purpose of calculating a manufacturer's average specific emissions of CO2, the direct CO2 savings derived from on-board renewable solar generation of an SEV made in the EU shall be subtracted from the specific emissions of that vehicle. | |
| 3. The CO2 savings referred to in paragraph 1 shall be calculated using certified Energy Flow Models (EFM) and real-world telematics data tracking direct solar input into the E/E-system, in accordance with the data-sharing architectures outlined in Article 20a of Directive (EU) 2023/2413. The Commission shall adopt implementing acts to define the precise calculation methodology and verification protocols by 31 December 2027. |
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.
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5b a is added as follows: | |
| Article 5b a | |
| Role of advanced plug-in hybrid technologies From the calendar year following the date of entry into force of this Regulation, for the purpose of calculating a manufacturer’s average specific emissions of CO₂, the specific emissions of CO₂ of each off-vehicle charging hybrid electric vehicle (OVC-HEV) made in the EU shall be multiplied by an adjustment coefficient of 0.6, provided that the vehicle is designed and approved in a manner that ensures regular electric operation in real-world use. For that purpose, the vehicle shall comply with the following requirements: | |
| (a) it shall be equipped with an inducement system which, without compromising vehicle safety or user safety, reduces the available vehicle power by 50% where no recharging event reaching at least 80% state of charge has occurred within the previous 1 000 km; and | |
| (b) it shall comply with at least two of the following technical requirements: | |
| (i) a minimum electric range of 80 km, increasing to 100 km from 1 January 2035; | |
| (ii) direct current fast-charging capability; | |
| (iii) sufficient electric motor performance to complete the Worldwide harmonised Light-duty vehicles Test Cycle (WLTC) in electric driving mode; | |
| (iv) geofencing capability enabling electric driving in designated zero-emission or low-emission areas. |
Applying an adjustment coefficient for advanced plug-in hybrid vehicles would help maintain the relevance of this evolving technology and provide a credible long-term framework for its continued development. The proposed technical criteria are designed to strengthen the practical use of electric driving by extending zero-emission driving capability and encouraging users to rely more consistently on the electric powertrain. This would support real-world CO₂ reductions while also addressing concerns of consumers who are not yet ready to move directly to fully electric vehicles.
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5b a is added as follows: | |
| ' Article 5b a | |
| Role of alternative modes of transportation | |
| 1. In order to reduce the overall, absolute emissions as a result of personal and corporate vehicles, the Commission shall publish by 30 June 2027 a regulatory proposal to strengthen alternative modes of transportation, especially public transportation. | |
| 2. The Commission proposal shall include but not be limited to: | |
| a. Supporting Member states in increasing the availability, quality and accessibility of public transportation throughout the Union; | |
| b. Supporting Member States to reduce public transportation prices; | |
| c. Supporting the interoperability of public transportation systems throughout the Union; | |
| d. In Member States where public transportation is partly or fully carried out by private enterprises, supporting Member States to reintegrate transport systems in public enterprise structures; | |
| e. In recognising public transport as a public good, grant it eligibility for state aid support.' |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5b b is added as follows: | |
| 'Article 5b b | |
| Role of public charging infrastructure | |
| 1. In order to facilitate the transition to zero-emission mobility, the Commission shall publish by 30 June 2027 a regulatory proposal to facilitate the coherent expansion of public charging infrastructure in Member States. | |
| 2. The Commission proposal shall include but not be limited to: | |
| a. Supporting the Member States to develop a single national plan for the deployment of public charging infrastructure capable of sustaining the national fleet of zero-emission vehicles in line with the targets laid down in this Regulation; | |
| b. Supporting Member states in increasing the availability and accessibility of public charging infrastructure throughout its regions, also in non-urban areas and off the TEN-T network, throughout the Union; | |
| c. In Member States where charging infrastructure is partly or fully carried out by private enterprises, supporting Member States to reintegrate the charging infrastructure in public structures; | |
| d. The recognition of public charging infrastructure as a public good and its consequent eligibility for state aid support. |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 6(2), the second subparagraph is replaced by the following: | |
| By way of derogation from the first subparagraph, an agreement to form a pool covering the calendar year 2025 or 2026 may be entered into up to 31 December 2027, an agreement to form a pool covering the calendar year 2030 or 2031 may be entered into up to 31 December 2032. | By way of derogation from the first subparagraph, an agreement to form a pool covering the calendar year 2025 or 2026 may be entered into up to 31 December 2027. |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from the first subparagraph, an agreement to form a pool covering the calendar year 2025 or 2026 may be entered into up to 31 December 2027, an agreement to form a pool covering the calendar year 2030 or 2031 may be entered into up to 31 December 2032. | in Article 6(2), the second subparagraph is replaced by the following: |
| By way of derogation from the first subparagraph, an agreement to form a pool covering the calendar year 2025 or 2026 may be entered into up to 31 December 2027. |
| Text proposed by the Commission | Amendment |
|---|---|
| (7) In Article 6, the following paragraph 2a is inserted: | |
| 2a. Agreements to form a pool may be concluded or amended within a rolling five-year period. The Commission shall publish an annual report on the impacts of pools on competition, employment, investments, European value creation and financial compensation between manufacturers, provided that trade secrets are protected. Pooling must not result in structural distortions of competition to the detriment of European value creation. |
A blanket ban on payments to non-European manufacturers would be legally contestable. An approach based on transparency and competition is more reliable; pooling must not mean that European manufacturers are compelled by regulatory requirements to finance competitors while at the same time suffering investment losses in Europe.
| Present text | Amendment |
|---|---|
| (7a) in Article 6(2), point (d) is amended as follows: | |
| (d) the category of vehicles registered as M1 or N1, for which the pool shall apply. | "(d) the category of vehicles registered as L6e-B, L7e-C, M1 or N1 for which the pool shall apply." |
| Text proposed by the Commission | Amendment |
|---|---|
| (8a) Article 7a is added as follows: | |
| 'Article 7a | |
| Real-world emissions correction mechanism for OVC-HEVs | |
| 1. By 1 January 2027, the Commission shall establish and publish a methodology for a correction mechanism to address the gap between official type-approval CO₂ values and real-world CO₂ emissions of off-vehicle charging hybrid electric vehicles (OVC-HEVs), based on data collected under the OBFCM framework pursuant to Regulation (EU) 2017/1151. | |
| 2. From 2027 onwards, the Commission shall apply this correction mechanism to proportionally adjust manufacturers’ specific CO₂ emissions targets in future compliance years, to compensate for excess emissions resulting from a persistent gap between type-approval and real-world OVC-HEV performance. | |
| 3. The Commission shall review and, where necessary, update the utility factor curve applicable to OVC-HEVs at least every two years, based on the most recent OBFCM data, to ensure continuous representativeness of real-world usage patterns.' |
| Present text | Amendment |
|---|---|
| – (-a) in paragraph 1, subparagraph 2a is added as follows: | |
| 1. For each calendar year, each Member State shall record information for each new passenger car and each new light commercial vehicle registered in its territory in accordance with Parts A of Annexes II and III to this Regulation. That information shall be made available to the manufacturers and their designated importers or representatives in each Member State. Member States shall make every effort to ensure that reporting bodies operate in a transparent manner. Each Member State shall ensure that the specific emissions of CO 2 of passenger cars which are not type-approved in accordance with Regulation (EC) No 715/2007 are measured and recorded in the certificate of conformity. | "1. For each calendar year, each Member State shall record information for each new passenger car and each new light commercial vehicle registered in its territory in accordance with Parts A of Annexes II and III to this Regulation. That information shall be made available to the manufacturers and their designated importers or representatives in each Member State. Member States shall make every effort to ensure that reporting bodies operate in a transparent manner. Each Member State shall ensure that the specific emissions of CO 2 of passenger cars which are not type-approved in accordance with Regulation (EC) No 715/2007 are measured and recorded in the certificate of conformity. |
| For each calendar year, each Member State shall additionally record information for each retrofitted vehicle registered in its territory in accordance with Annexes II and III to this Regulation." |
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
| Text proposed by the Commission | Amendment |
|---|---|
| Article 8 | (- 9) Article 8 is deleted |
| Excess emissions premium | |
| 1. In respect of each calendar year, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO 2 exceed its specific emissions target. By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO 2 over those three years exceed its specific emissions target over the period 2025 to 2027. 2. The excess emissions premium under paragraph 1 shall be calculated using the following formula: (Excess emissions × EUR 95) × number of newly registered vehicles. For the purposes of this Article, the following definitions shall apply: — ‘excess emissions’ means the positive number of grams per kilometre by which a manufacturer's average specific emissions of CO 2 , taking into account CO 2 emissions reductions due to innovative technologies approved in accordance with Article 11, exceeded its specific emissions target in the calendar year or part thereof to which the obligation under Article 4 applies, rounded to the nearest three decimal places, and — ‘number of newly registered vehicles’ means the number of new passenger cars or new light commercial vehicles counted separately of which it is the manufacturer and which were registered in that period according to the phase-in criteria as set out in Article 4(3). 3. The Commission shall determine, by means of implementing acts, the means for collecting excess emissions premiums imposed under paragraph 1 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). 4. The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Union. |
| Present text | Amendment |
|---|---|
| Article 8 | (- 9) Article 8 is deleted |
| Excess emissions premium | |
| 1. In respect of each calendar year, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO 2 exceed its specific emissions target. By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO 2 over those three years exceed its specific emissions target over the period 2025 to 2027. 2. The excess emissions premium under paragraph 1 shall be calculated using the following formula: (Excess emissions × EUR 95) × number of newly registered vehicles. For the purposes of this Article, the following definitions shall apply: — ‘excess emissions’ means the positive number of grams per kilometre by which a manufacturer's average specific emissions of CO 2 , taking into account CO 2 emissions reductions due to innovative technologies approved in accordance with Article 11, exceeded its specific emissions target in the calendar year or part thereof to which the obligation under Article 4 applies, rounded to the nearest three decimal places, and — ‘number of newly registered vehicles’ means the number of new passenger cars or new light commercial vehicles counted separately of which it is the manufacturer and which were registered in that period according to the phase-in criteria as set out in Article 4(3). 3. The Commission shall determine, by means of implementing acts, the means for collecting excess emissions premiums imposed under paragraph 1 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). 4. The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Union. |
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
| Text proposed by the Commission | Amendment |
|---|---|
| (a) in paragraph 1, the second subparagraph is replaced by the following: | deleted |
| ‘‘By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and 2030 to 2032, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.;’ |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and 2030 to 2032, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; | By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and 2028 to 2032 for cars and 2025 to 2029 and 2030 to 2034 for light commercial vehicles, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; |
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.
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and 2030 to 2032, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; | By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and 2028 to 2032 for cars, and 2025-2029 and 2030-2034 for vans, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and 2030 to 2032, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; | In the case of passenger cars of category M1, by way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and 2030 to 2032, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and 2030 to 2032, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; | By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and 2030 to 2031, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and 2030 to 2032, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; | By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and 2030 to 2032, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; | By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, and 2030 to 2032, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; | By way of derogation from the first subparagraph, with respect to the calendar years 2025 to 2027, the Commission shall impose an excess emissions premium on any manufacturer whose average specific emissions of CO2 over the period exceed its specific emissions target over that period.; |
| Text proposed by the Commission | Amendment |
|---|---|
| (aa) in Article 8(1), the following subparagraph is inserted: | |
| "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."; |
| Present text | Amendment |
|---|---|
| (aa) Article 8, paragraph 2 is replaced by the following: | |
| The excess emissions premium under paragraph 1 shall be calculated using the following formula: | "The excess emissions premium under paragraph 1 shall be calculated using the following formula: |
| (Excess emissions × EUR 95) × number of newly registered vehicles. | ((Excess emissions - (fuel credits + low-carbon material credits)) × EUR 95) × number of newly registered vehicles. |
| For the purposes of this Article, the following definitions shall apply: | For the purposes of this Article, the following definitions shall apply: |
| — ‘excess emissions’ means the positive number of grams per kilometre by which a manufacturer's average specific emissions of CO2, taking into account CO2 emissions reductions due to innovative technologies approved in accordance with Article 11, exceeded its specific emissions target in the calendar year or part thereof to which the obligation under Article 4 applies, rounded to the nearest three decimal places, and | — ‘excess emissions’ means the positive number of grams per kilometre by which a manufacturer's average specific emissions of CO2, taking into account CO2 emissions reductions due to innovative technologies approved in accordance with Article 11, exceeded its specific emissions target in the calendar year or part thereof to which the obligation under Article 4 applies, rounded to the nearest three decimal places, |
| — ‘number of newly registered vehicles’ means the number of new passenger cars or new light commercial vehicles counted separately of which it is the manufacturer and which were registered in that period according to the phase-in criteria as set out in Article 4(3). | — ‘number of newly registered vehicles’ means the number of new passenger cars or new light commercial vehicles counted separately of which it is the manufacturer and which were registered in that period according to the phase-in criteria as set out in Article 4(3), |
| — 'fuel credits' means the number of credits calculated in accordance with Article 5a, and | |
| — 'low carbon materials credits' means the number of credits calculated in accordance with Article 5b." |
Technical adjustment providing for the deduction of fuel and low-carbon materials credits from any potential excess emissions premiums.
| Present text | Amendment |
|---|---|
| (aa) In Article 8, paragraph 2 is amended as follows: | |
| 2. The excess emissions premium under paragraph 1 shall be calculated using the following formula: (Excess emissions × EUR 95) × number of newly registered vehicles. For the purposes of this Article, the following definitions shall apply: — ‘excess emissions’ means the positive number of grams per kilometre by which a manufacturer's average specific emissions of CO2, taking into account CO2 emissions reductions due to innovative technologies approved in accordance with Article 11, exceeded its specific emissions target in the calendar year or part thereof to which the obligation under Article 4 applies, rounded to the nearest three decimal places, and — ‘number of newly registered vehicles’ means the number of new passenger cars or new light commercial vehicles counted separately of which it is the manufacturer and which were registered in that period according to the phase- in criteria as set out in Article 4(3). | "2. The excess emissions premium under paragraph 1 shall be calculated using the following formula: (Excess emissions - (fuel credits + low-carbon materials credits × EUR 5) × number of newly registered vehicles. For the purposes of this Article, the following definitions shall apply: |
| — ‘excess emissions’ means the positive number of grams per kilometre by which a manufacturer's average specific emissions of CO2, taking into account CO2 emissions reductions due to innovative technologies approved in accordance with Article 11, exceeded its specific emissions target in the calendar year or part thereof to which the obligation under Article 4 applies, rounded to the nearest three decimal places; | |
| — ‘number of newly registered vehicles’ means the number of new passenger cars or new light commercial vehicles counted separately of which it is the manufacturer and which were registered in that period according to the phase- in criteria as set out in Article 4(3); | |
| — ´fuel credits means the number of credits calculated in accordance with Article 5a and — ´low carbon materials credits´ means the number of credits calculated in accordance with Article 5b." |
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 |
|---|---|
| (aa) in Article 8(2), the first sentence is replaced by the following: | |
| The excess emissions premium under paragraph 1 shall be calculated using the following formula: (Excess emissions × EUR 95) × number of newly registered vehicles. | "The excess emissions premium under paragraph 1 shall be calculated using the following formula: |
| (Excess emissions – (fuel credits + low-carbon materials credits) × EUR 95) × number of newly registered vehicles." |
The de facto 100% target does not reflect current economic and market realities. Even with the proposed 10% flexibility, manufacturers would still need to achieve close to 90% battery-electric vehicle registrations, exceeding projected market demand. The remaining market share for alternative powertrains would be insufficient to sustain viable production volumes. This risks weakening industrial competitiveness and investment certainty, underlining the need for a technology-neutral approach and broader consumer choice.
| Present text | Amendment |
|---|---|
| (aa) in Article 8(2), the first sentence is replaced by the following: | |
| The excess emissions premium under paragraph 1 shall be calculated using the following formula: (Excess emissions × EUR 95) × number of newly registered vehicles. | "The excess emissions premium under paragraph 1 shall be calculated using the following formula: |
| (Excess emissions – (fuel credits + low-carbon materials credits) × EUR 95) × number of newly registered vehicles. ." |
| Present text | Amendment |
|---|---|
| (ab) in Article 8(2), the first sentence is replaced by the following: | |
| 2. The excess emissions premium under paragraph 1 shall be calculated using the following formula: (Excess emissions × EUR 95) × number of newly registered vehicles. | "2. The excess emissions premium under paragraph 1 shall be calculated using the following formula: |
| (Excess emissions - (fuel credits + low-carbon materials credits × EUR 5) × number of newly registered vehicles." |
| Present text | Amendment |
|---|---|
| (aa) in Article 8(2), the first sentence is replaced by the following: | |
| 2. The excess emissions premium under paragraph 1 shall be calculated using the following formula:(Excess emissions × EUR 95) × number of newly registered vehicles. | "2. The excess emissions premium under paragraph 1 shall be calculated using the following formula: |
| (Excess emissions - (fuel credits + low-carbon materials credits) × EUR 95) × number of newly registered vehicles." |
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the following paragraph (5) is added: | deleted |
| ‘‘‘By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b. | |
| The excess emissions premium shall be calculated using the following formula: | |
| (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) × number of newly registered vehicles. | |
| In the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed 10% of the EU2021 target;’ |
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
| Text proposed by the Commission | Amendment |
|---|---|
| (b) the following paragraph (5) is added: | deleted |
| ‘‘‘By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b. | |
| The excess emissions premium shall be calculated using the following formula: | |
| (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) × number of newly registered vehicles. | |
| In the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed 10% of the EU2021 target;’ |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b. | “By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel and other fuel credits and low-carbon steel credits cannot exceed 10% of the EU2021 target”; material credits as referred to in Article 5b. The excess emissions premium shall be calculated using the following formula: (manufacturers ‘average specific emissions of CO2 – specific emission target as defined in Article 1 paragraph 5a) – (fuel credits + low-carbon steel and other material credits) ) × EUR 95) × number of newly registered vehicles. In the above calculation the sum of fuel credits and low-carbon steel and other material credits shall not be capped and the overall average specific emissions of the CO2 of each manufacturer cannot become negative; |
Removing caps ensures that actual CO₂ savings, including those achieved through sustainable steel or renewable fuels, can be fully recognised. Caps would weaken incentives for innovation and investment by limiting the crediting of genuine emission reductions. The amendment therefore strengthens technology neutrality and improves the overall effectiveness of the framework.
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Valérie Deloge, Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Anne-Sophie Frigout
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b. | By way of derogation from paragraphs 1 and 2, for each calendar year starting [from the date of entry into force of this Regulation], the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon materials credits as referred to in Article 5b. |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b. | By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed its fossil-free steel credits as referred to in Article 5b. |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b. | By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its low-carbon steel credits as referred to in Article 5b. |
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 |
|---|---|
| By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b. | By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target and the accumulated credits from all fuels referred to in Article 5a and low-carbon materials referred to in Article 5b. |
Alignment with amendments on a revised 12% cap on the combined use of fuel and low-carbon material credits, aimed at providing manufacturers with a credible and effective compliance safeguard, replacing the highly restrictive 3% and 7% limits proposed by the Commission. This more workable cap would give OEMs the flexibility needed to meet CO2 targets in a cost-efficient and technology-neutral manner, while strengthening investment certainty for renewable fuels and low-carbon industrial materials across the European value chain.
Mathilde Androuët, Matthieu Valet, Marie-Luce Brasier-Clain, Barbara Bonte, Anne-Sophie Frigout, Antonín Staněk, Mélanie Disdier, Valérie Deloge, Catherine Griset, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| “By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b. | “By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon material credits as referred to in Article 5b. |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b. | By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon materials credits as referred to in Article 5b. |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b. | By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035 and until the end of 2039, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fossil fuel-free steel credits as referred to in Article 5b. |
The penalty provision must reflect the stricter 93% target and the deletion of fuel credits. This ensures that the remaining emissions allowed between 2035 and 2039 are fully covered by high-integrity EU fossil fuel-free steel credits and that the compensation mechanism cannot exceed the 7% cap.
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b. | By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon materials credits as referred to in Article 5b. |
| Text proposed by the Commission | Amendment |
|---|---|
| By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b. | “By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035, the Commission shall impose an excess emissions premium on a manufacturer or pool manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel credits as referred to in Article 5a, and its low-carbon materials credits as referred to in Article 5b. |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) × number of newly registered vehicles. | (average specific emissions of CO2 – specific emission target as defined in Article 1, paragraph 5a a) or Article 10) – (fuel credits + low-carbon materials credits) ) × EUR 95) × number of newly registered vehicles. |
The de facto 100% target does not reflect current economic and market realities. Even with the proposed 10% flexibility, manufacturers would still need to achieve close to 90% battery-electric vehicle registrations, exceeding projected market demand. The remaining market share for alternative powertrains would be insufficient to sustain viable production volumes. This risks weakening industrial competitiveness and investment certainty, underlining the need for a technology-neutral approach and broader consumer choice.
| Text proposed by the Commission | Amendment |
|---|---|
| (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) × number of newly registered vehicles. | (average specific emissions of CO2 – specific emission target as defined in Article 1 paragraph 5a or Article 10) – (fuel credits + low-carbon materials credits) ) × EUR 95) × number of newly registered vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) × number of newly registered vehicles. | (average specific emissions of CO2 – specific emission target as defined in Article 1 paragraph 5a) – (fuel credits + low-carbon materials credits) ) × EUR 95) × number of newly registered vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) × number of newly registered vehicles. | (average specific emissions of CO2 – ( fuel credits + low-carbon materials credits) ) × EUR 95) × number of newly registered vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) × number of newly registered vehicles. | (excess specific emissions of CO2 – ( fuel credits + low-carbon materials credits) ) × EUR 95) × number of newly registered vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) × number of newly registered vehicles. | (average specific emissions of CO2 – ( fuel credits + low-carbon materials credits) ) × EUR 5) × number of newly registered vehicles. |
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 |
|---|---|
| (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) × number of newly registered vehicles. | (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 66) × number of newly registered vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) × number of newly registered vehicles. | ((average specific emissions of CO2 – fossil fuel-free steel credits) × EUR 95) × number of newly registered vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) × number of newly registered vehicles. | (average specific emissions of CO2 – (fossil-free steel credits) ) × EUR 95) × number of newly registered vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| (average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) × number of newly registered vehicles. | ((average specific emissions of CO2 – low-carbon steel credits) × EUR 95) × number of newly registered vehicles. |
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 the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed 10% of the EU2021 target; | 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 the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed 10% of the EU2021 target; | In the above calculations the sum of fuel credits and low-carbon materials credits cannot exceed 12% or 20% for a manufacturer that has been granted a derogation under Article 10(1) of the OEM2021 specific target; |
| In case the outcome of the excess emission premium calculation formula becomes negative, the excess emissions premium is set to zero. |
The de facto 100% target is unachievable under current economic and market conditions. Even with the proposed 12% flexibility, approximately 90% of registrations would still need to be pure BEVs, exceeding projected demand. The limited remaining share for alternative powertrains would be too small to support viable production. This risks undermining industry sustainability, Europe’s strategic independence, while highlighting the need for technology neutrality and broader consumer choice.
| Text proposed by the Commission | Amendment |
|---|---|
| In the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed 10% of the EU2021 target; | In the above calculation the sum of fuel credits and low-carbon materials credits cannot exceed 10% or 20% for a manufacturer that has been granted a derogation under Article 10 (1), of the OEM2021 specific target”. In case the outcome of the excess emission premium calculation formula becomes negative, the excess emissions premium is set to zero. |
| Text proposed by the Commission | Amendment |
|---|---|
| In the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed 10% of the EU2021 target; | In the above calculation the sum of fuel credits and low-carbon materials credits cannot exceed 10% of the OEM2021 specific target”. In case the outcome of the excess emission premium calculation formula becomes negative, the excess emissions premium is set to zero. |
| Text proposed by the Commission | Amendment |
|---|---|
| In the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed 10% of the EU2021 target; | In the above calculation the sum of fuel credits and low-carbon materials credits shall contribute up to 15% of the specific reference emission target of the manufacturer; |
| Text proposed by the Commission | Amendment |
|---|---|
| In the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed 10% of the EU2021 target; | In the above calculation the sum of fuel credits and low-carbon materials credits may not exceed 10 % for fuel credits and 10 % for low-carbon materials credits. |
Adjustment of the applicable thresholds for the contribution of fuel and low-carbon materials credits.
| Text proposed by the Commission | Amendment |
|---|---|
| In the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed 10% of the EU2021 target; | In the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed 2% of the EU2021 target; |
| Text proposed by the Commission | Amendment |
|---|---|
| In the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed 10% of the EU2021 target; | In the above calculation the fossil-free steel credits cannot exceed 5% of the EU2021 target”; |
| Text proposed by the Commission | Amendment |
|---|---|
| In the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed 10% of the EU2021 target; | In the above calculation the sum of fossil fuel-free steel credits cannot exceed 7% of the EU2021 target; |
| Text proposed by the Commission | Amendment |
|---|---|
| (ba) Levies for non-compliance with emissions targets shall not be charged or shall be appropriately reduced if the manufacturer can prove that the failure to meet the targets is primarily attributable to circumstances outside its sphere of influence. This shall include in particular inadequate charging, energy or fuel infrastructure, insufficient grid connection capacities, significant energy price burdens, risks relating to raw material or battery supply chains, exceptional market distortions or a demonstrable lack of demand due to such framework conditions. The manufacturer shall bear the burden of producing evidence. On the basis of transparent, verifiable and non-discriminatory criteria, the Commission shall examine whether and to what extent the failure to meet the targets is causally attributable to these circumstances. |
Financial penalties of EUR 95 per g/km may divert significant amounts of funding from investment and employment. Manufacturers have no control over charging infrastructure, energy prices or consumer demand. If these prerequisites are not in place, the achievement of targets will be materially impaired. Sanctions must be based on the actual sphere of influence and verifiable proof of causality.
| Text proposed by the Commission | Amendment |
|---|---|
| (9a) the following Article 14a is inserted: | |
| “Article 14a | |
| Financial support | |
| 1. As from … [one year after the date of entry into force of this Regulation], Member States shall stop providing any financial support for the purchase, lease, rent, hire-purchase, insurance, or operation of new cars and light-commercial vehicles other than zero-emission vehicles. | |
| 2. As from … [one year after the date of entry into force of this Regulation], Member States shall introduce targeted incentives, bonuses or support schemes for the retrofitting of vehicles equipped with internal combustion engines into pure electric vehicles.” |
| Present text | Amendment |
|---|---|
| (9a) Article 10, paragraph 2, the first subparagraph is replaced by the following: | |
| 2. A derogation applied for under paragraph 1 may be granted from the specific emissions targets applicable until and including the calendar year 2035. An application shall be made to the Commission and shall include: | "2. A derogation applied for under paragraph 1 may be granted from the specific emissions targets applicable. An application shall be made to the Commission and shall include:" |
| Present text | Amendment |
|---|---|
| (9a) In Article 10, paragraph 2, the first subparagraph is amended as follows: | |
| 2. A derogation applied for under paragraph 1 may be granted from the specific emissions targets applicable until and including the calendar year 2035. An application shall be made to the Commission and shall include: | "2. A derogation applied for under paragraph 1 may be granted from the specific emissions targets applicable until and including the calendar year 2035. An application shall be made to the Commission and shall include:" |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Present text | Amendment |
|---|---|
| (9a) In Article 10, paragraph 2, the first subparagraph is amended as follows: | |
| A derogation applied for under Paragraph 1 may be granted from the specific emissions targets applicable until and including the calendar year 2035. An application shall be made to the Commission and shall include: | "A derogation applied for under Paragraph 1 may be granted from the specific emissions targets applicable. An application shall be made to the Commission and shall include:" |
Under Regulation (EU) 2019/631, Small Volume Manufacturers (SVMs) may negotiate alternative CO2 reduction targets with the EU Commission until 2035, reflecting their limited emissions contribution, low production volumes, and specific market characteristics.
| Present text | Amendment |
|---|---|
| (9a) Article 10, paragraph 2, the first subparagraph is amended as following: | |
| A derogation applied for under Paragraph 1 may be granted from the specific emissions targets applicable until and including the calendar year 2035. An application shall be made to the Commission and shall include: | "A derogation applied for under Paragraph 1 may be granted from the specific emissions targets applicable. An application shall be made to the Commission and shall include:" |
Given the negligible role of Small Volume Manufacturers´ contributions to CO2 emissions, this amendment provides for the possibility for SVM to negotiate alternative emission reduction targets with the Commission also beyond 2035.
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Present text | Amendment |
|---|---|
| (9b) In Article 10, paragraph 9a is added as follows: | |
| 02019R0631 | "9a. Manufacturers which have been granted a derogation under Paragraph 1 of this Article, may declare an alternative average lifetime mileage of their passenger cars. The application shall be accompanied by supporting evidence and all relevant documentation." |
Certain vehicles, such as sports cars, have very low annual usage and a limited contribution to overall emissions, as recognised in recital (33) of Regulation (EU) 2019/631. The proposal’s standard lifetime mileage assumption of 240 000 km therefore significantly overestimates the real-world mileage of vehicles produced by Small Volume Manufacturers.
| Text proposed by the Commission | Amendment |
|---|---|
| (9b) In Article 10, paragraph 9a is added as follows: | |
| 9a. Manufacturers which have been granted a derogation under Paragraph 1 of this Article, may declare an alternative average lifetime mileage of their passenger cars. The application shall be accompanied by supporting evidence and all relevant documentation. |
| Text proposed by the Commission | Amendment |
|---|---|
| (9b) In Article 10, paragraph 9a is added as follows: | |
| '9a. Manufacturers which have been granted a derogation under Paragraph 1 of this Article, may declare an alternative average lifetime mileage of their passenger cars. The application shall be accompanied by supporting evidence and all relevant documentation.' |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| (9a) In Article 14, paragraph 1 a is added as follows: | |
| "1 a. In case the outcome of the mass adjustment, as calculated in accordance with Annex I Part A point 6.2.1., for a Manufacturer or a Pool of manufacturers becomes negative, i.e. when average TM of said manufacturer or pool of manufacturers is greater than the TM0 value for that calendar year, contribution of the mass adjustment shall be set to zero." |
| Text proposed by the Commission | Amendment |
|---|---|
| “1. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council.” | deleted |
An annual report will foster the necessary transparency regarding the economic, social and industrial policy impacts of the Regulation. A proportionate response by the Commission is only possible on this basis. Without ongoing monitoring, there is a risk that a failure to meet targets will be detected too late, along with the attendant harm to citizens and industry.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. | 1. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets, the introduction of minimum fossil-free steel quotas installed on new passenger cars and light-commercial vehicles, and the introduction of minimum efficiency performance standards for new zero-emission passengers cars and light commercial vehicles placed on the Union market with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. |
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. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. | 1. Every two years after the date of entry into force, the Commission shall assess the effectiveness of the Regulation, taking into account market developments, technological progress and industrial competitiveness. Furthermore, the Commission shall incorporate in the upcoming revision of this Regulation a methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of passenger cars and light commercial vehicles that are placed on the Union market. |
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. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. | 1. The Commission shall in 2030 and every two years thereafter assess the effectiveness and impact of the Regulation to preserve the competitiveness of the automotive industry, building on the two-yearly reporting as specified in the Article 14. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. | 1. Every two years after the date of entry into force, the Commission shall assess the effectiveness of the Regulation, taking into account market developments, technological progress and industrial competitiveness. Furthermore, the Commission shall incorporate in the upcoming revision of this Regulation a methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of passenger cars and light commercial vehicles that are placed on the Union market while taking into consideration the 2050 climate neutrality objective. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. | 1. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of local content requirements, notably based on the implementation of relevant EU legislation, in view of the importance of supporting European value chains and employment. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. | 1. The Commission shall, at the latest by end 2029, review the effectiveness and impact of this Regulation, building on the two-yearly reporting as specified in the Article 14, and submit a report to the European Parliament and to the Council with the result of the review. The Commission shall in particular assess progress made under this Regulation towards achieving the reduction targets set out in Article 1(5a), taking into account the technological developments, including as regards plug-in hybrid technologies and vehicles running exclusively on eligible fuels (VEEF), and the importance of an economically viable and socially fair transition towards zero-emission mobility. Based on that assessment, the Commission shall assess the need to review the targets set out in Article 1(5a). |
Given the uncertainty around future market developments, consumer affordability, and external competitiveness, the Commission should review and assess the validity of the long‑term targets by the end of 2029, in order to ensure they reflect evolving realities and market conditions.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. | 1. The Commission shall, at the latest by end 2029, review the effectiveness and impact of this Regulation, building on the two-yearly reporting as specified in the Article 14, and submit a report to the European Parliament and to the Council with the result of the review. The Commission shall in particular assess progress made under this Regulation towards achieving the reduction targets set out in Article 1(5a), taking into account the technological developments, including as regards plug-in hybrid technologies and vehicles running exclusively on eligible fuels (VEEF), and the importance of an economically viable and socially fair transition towards zero-emission mobility. Based on that assessment, the Commission shall assess the need to review the targets set out in Article 1(5a). |
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. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council.” | 1. Every two years after its entry into force, the Commission shall assess the effectiveness of the Regulation to achieve low-carbon mobility, in accordance with the principle of technological neutrality. This assessment shall take into account market and technology developments, including zero-emission and near-zero-emission vehicles, plug-in hybrid vehicles, sustainable renewable fuels, synthetic fuels, advanced biofuels, biogas and any other technology allowing a verifiable reduction in greenhouse gas emissions across the entire lifecycle. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. | 1. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation and submit a report to the European Parliament and to the Council with the result of the review. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. |
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. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. | 1. The Commission shall, at the latest by mid-2030, review the effectiveness and impact of this Regulation, building on the two-yearly reporting as specified in the Article 14, and submit a report to the European Parliament and to the Council with the result of the review. The Commission shall in particular assess progress made under this Regulation towards achieving the reduction targets set out in Article 1(5a), taking into account the technological developments, including as regards plug-in hybrid technologies and VEEF, and the importance of an economically viable and socially fair transition towards zero-emission mobility. Based on that assessment, the Commission shall assess the need to review the targets set out in Article 1(5a). |
Given the problems already arising under the existing legislation, including weak demand for electric vehicles, affordability concerns and growing competitive pressure on Europe’s automotive industry, the Commission should review the long-term targets by mid-2030 to ensure they remain realistic, achievable and aligned with market conditions. This revision alone is not necessarily future-proof and must allow for adjustments if market or technological developments diverge from current assumptions.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. | 1. In 2030 and every five years thereafter, the Commission shall assess the effectiveness of the Regulation to achieve zero-emission mobility. The Commission shall also assess the impact, feasibility and appropriateness of including local content requirements, notably based on the implementation of relevant EU legislation. Taking into account market and technology developments, the Commission shall review and amend, as appropriate, this Regulation, in particular with regards to adjustments to the fleet-wide targets with a view to maintaining alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European Parliament and of the Council. |
| Text proposed by the Commission | Amendment |
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| (10a) in Article 15, the following paragraph 1 is added: 1a. By 31 December 2027 and every two years thereafter, the Commission shall assess, building on the reporting and review obligations under Regulation (EU) 2023/1804, the enabling conditions for the transition to zero-emission mobility. That assessment shall include the deployment, accessibility and affordability of recharging infrastructure, the transparency and competitiveness of charging prices, the impact of national fiscal policies on the relative cost of electricity and fossil fuels for road transport, and the continued suitability and effectiveness of Regulation (EU) 2024/1257 in light of developments under this Regulation. Where appropriate, the Commission shall present legislative proposals or other measures to ensure that the transition to zero-emission mobility supports consumer affordability, industrial competitiveness, air quality and the Union’s climate objectives. |
CO2 standards will only deliver if the wider enabling conditions are in place. Consumers need reliable and affordable charging, and fiscal policies should not make electricity artificially less attractive than fossil fuels. The Euro 7 framework should also remain fit for purpose so that any compliance flexibility in the CO2 standards does not undermine air quality, public health or pollutant emission objectives.
| Text proposed by the Commission | Amendment |
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| (10a) in Article 15, the following paragraph 1a is added: (1a) From 2027 onwards, the Commission shall publish an annual report on the impacts of this Regulation on competitiveness, employment, vehicle prices, mobility costs for citizens, mobility in rural areas, trades and SMEs, security of supply, dependencies on raw materials, energy prices, industrial value creation in the Union, technological diversity and actual lifecycle emissions. (1a) If the report reveals significant negative impacts, the Commission shall immediately put forward a legislative proposal on the suspension, withdrawal or amendment of the relevant targets and obligations. |
The proposal replaces a review to be carried out at a late stage in the process with an annual check of competitiveness, subsidiarity and costs to citizens. Member States will furthermore be given an emergency brake clause to be used against disproportionate sanctions, new calculation methodologies or other burdens if these latter would have significant negative effects on citizens, employment or value creation.
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 |
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| (10a) in Article 15, the following paragraph 1a is added: 1a. With the first review scheduled for 2030, the calculation methodology must be updated from a tank-to-wheel approach to a full well-to-wheel methodology. |
| Text proposed by the Commission | Amendment |
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| (10a) in Article 15, the following paragraph 1b is added: (1b) If the report reveals significant negative impacts, the Commission shall immediately put forward a legislative proposal on the suspension, withdrawal or amendment of the relevant targets and obligations. |
The proposal replaces a review to be carried out at a late stage in the process with an annual check of competitiveness, subsidiarity and costs to citizens. Member States will furthermore be given an emergency brake clause to be used against disproportionate sanctions, new calculation methodologies or other burdens if these latter would have significant negative effects on citizens, employment or value creation.
| Text proposed by the Commission | Amendment |
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| (10a) in Article 15, the following paragraph 1c is added: (1c) On a reasoned request from a Member State, the Commission shall examine immediately whether the imposition of sanctions, additional reporting obligations, new calculation methodologies or other burdensome measures under this Regulation should be suspended or amended for the relevant market. In particular, suspension or amendment shall be examined if significant negative impacts on vehicle prices, employment, industrial value creation, mobility in rural areas, security of supply or strategic dependencies are to be anticipated. Detailed reasons shall be provided for a refusal. |
The proposal replaces a review to be carried out at a late stage in the process with an annual check of competitiveness and costs to citizens. Member States will be given an emergency brake clause to be used against disproportionate sanctions or new calculation methodologies if these latter would have significant negative effects on citizens, employment or value creation. (430 characters)
| Text proposed by the Commission | Amendment |
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| (10a) in Article 15, the following paragraph is added:: | |
| 1a. Given the significant changes introduced by this revision to the Regulation on CO2 emission standards for new passenger cars and light commercial vehicles, the Commission shall, within six months after the date of publication of the revision, submit a report to the European Parliament and to the Council assessing the impact of this Regulation on: | |
| (a) energy security and the Union's dependence on fossil fuels; | |
| (b) the additional costs for consumers as a result of the flexibilities introduced by this Regulation; | |
| (c) the delay in climate action resulting from this Revision and the additional mitigation efforts required in other sectors to maintain alignment with the Union's 2030, 2040 and 2050 climate targets; | |
| (d) the impact on the price of allowances under the EU Emissions Trading System established by Directive 2003/87/EC; | |
| (e) the impact on the demand for sustainable fuels in the context of other sectorial policies, including ReFuelEU Aviation & FuelEU Maritime regulations. | |
| The report shall, where appropriate, be accompanied by a legislative proposal. |
| Text proposed by the Commission | Amendment |
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| (11) [...] | 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
| Text proposed by the Commission | Amendment |
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| Article 15 a | deleted |
| Text proposed by the Commission | Amendment |
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| Obligations of manufacturers and distributors regarding vehicle labelling | Obligations of manufacturers, distributors and professional sellers regarding vehicle labelling |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| Obligations of manufacturers and distributors regarding vehicle labelling | Obligations of manufacturers, distributors and professional sellers regarding vehicle labelling |
A clearer definition of “point of sale” is needed to include all professional sellers. Used cars should be excluded due to complexity and administrative burden, as many lack Certificates of Conformity and labels may be misleading after use. Special purpose, multistage incomplete, prototype and fair-display vehicles should also be excluded. OEMs should not face new database obligations, as electronic Certificates of Conformity and European Car and Driving Licence Information System data already exist.
| Text proposed by the Commission | Amendment |
|---|---|
| Distributors shall ensure that a vehicle label as set out in Annex IIIa, Part 2, is attached to or displayed, in a clearly visible manner and legible in its entirety, near each vehicle offered for sale or lease at their points of sale. | Distributors, retailers and vendors, or any other natural or legal person making vehicles available on the market, shall ensure that a vehicle label as set out in Annex IIIa, Part 2, is attached to or displayed, in a clearly visible manner and legible in its entirety, near each vehicle offered for sale or lease at their points of sale, including online platforms. |
| Text proposed by the Commission | Amendment |
|---|---|
| Distributors shall ensure that a vehicle label as set out in Annex IIIa, Part 2, is attached to or displayed, in a clearly visible manner and legible in its entirety, near each vehicle offered for sale or lease at their points of sale. | Distributors and professional sellers shall ensure that a vehicle label as set out in Annex IIIa, Part 2, is attached to or displayed, in a clearly visible manner and legible in its entirety, near each vehicle offered for sale or lease at their points of sale and fitted with a price. |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| Distributors shall ensure that a vehicle label as set out in Annex IIIa, Part 2, is attached to or displayed, in a clearly visible manner and legible in its entirety, near each vehicle offered for sale or lease at their points of sale. | Distributors and professional sellers shall ensure that a vehicle label as set out in Annex IIIa, Part 2, is attached to or displayed, in a clearly visible manner and legible in its entirety, near each vehicle offered for sale or lease at their points of sale and fitted with a price. |
A clearer definition of “point of sale” is needed to include all professional sellers. Used cars should be excluded due to complexity and administrative burden, as many lack Certificates of Conformity and labels may be misleading after use. Special purpose, multistage incomplete, prototype and fair-display vehicles should also be excluded. OEMs should not face new database obligations, as electronic Certificates of Conformity and European Car and Driving Licence Information System data already exist.
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 vehicle label shall include the information elements mentioned in Annex IIIa, Part 2, corresponding to the vehicle to which it refers. | The new vehicle label offered for sale to end-users shall include the information elements mentioned in Annex IIIa, Part 2, corresponding to the vehicle to which it refers. |
A clearer definition of “point of sale” is needed to include all professional sellers. Used cars should be excluded due to complexity and administrative burden, as many lack Certificates of Conformity and labels may be misleading after use. Special purpose, multistage incomplete, prototype and fair-display vehicles should also be excluded. OEMs should not face new database obligations, as electronic Certificates of Conformity and European Car and Driving Licence Information System data already exist.
| Text proposed by the Commission | Amendment |
|---|---|
| The vehicle label shall include the information elements mentioned in Annex IIIa, Part 2, corresponding to the vehicle to which it refers. | The new vehicle label offered for sale to end-users shall include the information elements mentioned in Annex IIIa, Part 2, corresponding to the vehicle to which it refers. |
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 Article 15a(1), subparagraph 2a is added: “Special purpose vehicles in line with Regulation (EU) 2018/858 and multistage incomplete vehicles are excluded from the vehicle labelling requirements.” |
A clearer definition of “point of sale” is needed to include all professional sellers. Used cars should be excluded due to complexity and administrative burden, as many lack Certificates of Conformity and labels may be misleading after use. Special purpose, multistage incomplete, prototype and fair-display vehicles should also be excluded. OEMs should not face new database obligations, as electronic Certificates of Conformity and European Car and Driving Licence Information System data already exist.
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15a(1), subparagraph 2a is added: “Special purpose vehicles in line with Regulation (EU) 2018/858 and multistage incomplete vehicles are excluded from the vehicle labelling requirements.” |
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 Article 15a(1), subparagraph 2b is added: “Vehicles without an emission type approval in accordance with Regulation (EU) 2018/858 like prototypes, studies on trading fairs are excluded from the labelling requirements. Manufacturers may voluntarily provide preliminary values for those vehicles with an appropriate disclaimer.” |
A clearer definition of “point of sale” is needed to include all professional sellers. Used cars should be excluded due to complexity and administrative burden, as many lack Certificates of Conformity and labels may be misleading after use. Special purpose, multistage incomplete, prototype and fair-display vehicles should also be excluded. OEMs should not face new database obligations, as electronic Certificates of Conformity and European Car and Driving Licence Information System data already exist.
| Text proposed by the Commission | Amendment |
|---|---|
| In addition to the vehicle label, the distributor shall inform the potential buyer of a second-hand zero-emission vehicle or off-vehicle charging hybrid electric vehicle, of the vehicle’s current 'traction battery state of health', based on the information available in the vehicle display in accordance with Annex VI to Regulation (EU) 2025/1707. | In addition to the vehicle label, the distributor, retailers or vendor, or any other natural or legal persons making available vehicles on the market, shall inform the potential buyer of a second-hand zero-emission vehicle or off-vehicle charging hybrid electric vehicle, of the vehicle’s lifetime environmental data, including current 'traction battery state of health', based on the information available in the vehicle display in accordance with Annex VI to Regulation (EU) 2025/1707. This information should be displayed in a visible manner directly next to the vehicle label. |
| Text proposed by the Commission | Amendment |
|---|---|
| In addition to the vehicle label, the distributor shall inform the potential buyer of a second-hand zero-emission vehicle or off-vehicle charging hybrid electric vehicle, of the vehicle’s current 'traction battery state of health', based on the information available in the vehicle display in accordance with Annex VI to Regulation (EU) 2025/1707. | In addition to the vehicle label, the manufacturer or distributor shall inform the potential buyer of a second-hand vehicle, of the vehicle’s lifetime environmental data, including the current 'traction battery state of health', based on the information available in the vehicle display in accordance with Appendix I, Table I of Annex VI to Regulation (EU) 2025/1707. This information should be displayed in a visible manner directly next to the vehicle label. |
| Text proposed by the Commission | Amendment |
|---|---|
| In addition to the vehicle label, the distributor shall inform the potential buyer of a second-hand zero-emission vehicle or off-vehicle charging hybrid electric vehicle, of the vehicle’s current 'traction battery state of health', based on the information available in the vehicle display in accordance with Annex VI to Regulation (EU) 2025/1707. | The labelling requirements set out in this article shall not apply to the sale of used vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| In addition to the vehicle label, the distributor shall inform the potential buyer of a second-hand zero-emission vehicle or off-vehicle charging hybrid electric vehicle, of the vehicle’s current 'traction battery state of health', based on the information available in the vehicle display in accordance with Annex VI to Regulation (EU) 2025/1707. | In addition to the vehicle label, the distributor shall, upon request from a potential buyer or at the latest at the conclusion of the transaction, inform the buyer of a second-hand zero-emission vehicle or off-vehicle charging hybrid electric vehicle, of the vehicle's traction battery state of health, based on the information is available in the vehicle display in accordance with Annex VI to Regulation (EU) 2025/1707. |
| Text proposed by the Commission | Amendment |
|---|---|
| In addition to the vehicle label, the distributor shall inform the potential buyer of a second-hand zero-emission vehicle or off-vehicle charging hybrid electric vehicle, of the vehicle’s current 'traction battery state of health', based on the information available in the vehicle display in accordance with Annex VI to Regulation (EU) 2025/1707. | In addition to the vehicle label, the distributor shall inform the potential buyer of a second-hand zero-emission vehicle or off-vehicle charging hybrid electric vehicle, of the vehicle’s current 'traction battery state of health', based on the information available in the vehicle display in accordance with Annex VI to Regulation (EU) 2025/1707. This information shall be displayed in a visible manner directly next to the vehicle label. |
| Text proposed by the Commission | Amendment |
|---|---|
| In addition to the vehicle label, the distributor shall inform the potential buyer of a second-hand zero-emission vehicle or off-vehicle charging hybrid electric vehicle, of the vehicle’s current 'traction battery state of health', based on the information available in the vehicle display in accordance with Annex VI to Regulation (EU) 2025/1707. | In addition to the vehicle label, the distributor shall inform the potential buyer of a second-hand vehicle, of the vehicle’s lifetime environmental data, based on the information available in the vehicle display in accordance with Annex VI to Regulation (EU) 2025/1707. That information shall be displayed in a clearly visible, legible and easily accessible manner directly next to the vehicle label. |
Consumers purchasing second-hand vehicles, regardless of the type of vehicle, should have easy and transparent access to environmental and energy performance information that is already available through the vehicle’s on-board display. Such information may include, where applicable, the current traction battery state of health, lifetime fuel or energy consumption and emissions-related data, including NOx emissions. Making this information visible to potential buyers would improve comparability between vehicles and support informed purchasing decisions, in particular in the second-hand market. This obligation relies on data already available in the vehicle display and would therefore create a simple and proportionate obligation for manufacturers or distributors. By requiring that this information is made visible to consumers, including where vehicles are offered online, potential buyers would no longer have to retrieve the data themselves before purchase. This strengthens consumer transparency without introducing new testing requirements.
| Text proposed by the Commission | Amendment |
|---|---|
| In addition to the vehicle label, the distributor shall inform the potential buyer of a second-hand zero-emission vehicle or off-vehicle charging hybrid electric vehicle, of the vehicle’s current 'traction battery state of health', based on the information available in the vehicle display in accordance with Annex VI to Regulation (EU) 2025/1707. | In addition to the vehicle label, the distributor shall inform the potential buyer of a second-hand vehicle, of the vehicle’s lifetime environmental data, based on the information available in the vehicle display in accordance with Appendix 1, Table 1 of Annex VI to Regulation (EU) 2025/1707. This information shall be displayed in a visible manner directly next to the vehicle label. |
| Text proposed by the Commission | Amendment |
|---|---|
| In addition to the vehicle label, the distributor shall inform the potential buyer of a second-hand zero-emission vehicle or off-vehicle charging hybrid electric vehicle, of the vehicle’s current 'traction battery state of health', based on the information available in the vehicle display in accordance with Annex VI to Regulation (EU) 2025/1707. | Vehicles without an emission type approval in accordance with Regulation (EU) 2018/858 like prototypes, studies on trading fairs are excluded from the labelling requirements. Manufacturers may voluntary provide preliminary values for those vehicles with an appropriate disclaimer. |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15a, paragraph1, subparagraph 3a is added: “If made available to them, distributors shall inform the potential buyer of the elements mentioned in Article 15 b, paragraph 3. This could take the form of a reference, a QR Code or a web link to the relevant Member States’ website.” |
| Text proposed by the Commission | Amendment |
|---|---|
| Manufacturers and distributors, as the case may be, shall ensure that any promotional material related to the sale or lease of individual vehicles shows the vehicle label, as set out in Annex IIIa, Part 2, for each vehicle, including for vehicles offered for sale or lease on the internet. | Manufacturers and distributors, as the case may be, shall ensure that any promotional material related to the sale or lease of individual vehicles, including second-hand vehicles, shows the vehicle label in a visible manner and legible in its entirety, as set out in Annex IIIa, Part 2, for each vehicle, including for vehicles offered for sale or lease on the internet. The vehicle label shall be displayed as prominently and directly as possible when presenting or describing the technical characteristics of the vehicle, in particular for vehicles offered for sale or lease on the internet, following the relevant guidelines accompanying Regulation (EU) 2017/1369. |
| Text proposed by the Commission | Amendment |
|---|---|
| Manufacturers and distributors, as the case may be, shall ensure that any promotional material related to the sale or lease of individual vehicles shows the vehicle label, as set out in Annex IIIa, Part 2, for each vehicle, including for vehicles offered for sale or lease on the internet. | Manufacturers and distributors, as the case may be, shall ensure that any promotional material related to the sale or lease of individual vehicles clearly shows the vehicle label and, when applicable, the vehicle’s lifetime environmental data in a visible manner and legible in its entirety, as set out in Annex IIIa, Part 2, for each vehicle, including for vehicles offered for sale or lease on the internet. The label and, when applicable, the vehicle’s lifetime environmental data must be displayed as prominently and directly as possible when presenting or describing the technical characteristics of the vehicle, in particular for vehicles offered for sale or lease on the internet, following the relevant guidelines accompanying Regulation (EU) 2017/1369. |
| Text proposed by the Commission | Amendment |
|---|---|
| Manufacturers and distributors, as the case may be, shall ensure that any promotional material related to the sale or lease of individual vehicles shows the vehicle label, as set out in Annex IIIa, Part 2, for each vehicle, including for vehicles offered for sale or lease on the internet. | Manufacturers and distributors, as the case may be, shall ensure that any promotional material related to the sale or lease of individual vehicles clearly shows the vehicle label and, when applicable, the vehicle’s lifetime environmental data in a visible manner and legible in its entirety as set out in Annex IIIa, Part 2, for each vehicle, including for vehicles offered for sale or lease on the internet. |
| Text proposed by the Commission | Amendment |
|---|---|
| Manufacturers and distributors, as the case may be, shall ensure that any promotional material related to the sale or lease of individual vehicles shows the vehicle label, as set out in Annex IIIa, Part 2, for each vehicle, including for vehicles offered for sale or lease on the internet. | Manufacturers and distributors, as the case may be, shall ensure that any promotional material related to the sale or lease of individual vehicles contains the fuel consumption and the CO2 emission data, for each vehicle, including for vehicles offered for sale or lease on the internet. |
Mandating full vehicle labels in all advertising creates administrative burdens and makes advertisements less attractive due to increased space requirements, thus threatening media funding. Advertising is meant to build initial awareness, whereas detailed technical data is better suited for points of sale or online configurators where final decisions happen. This amendment would maintain the status quo.
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Distributors shall ensure that a vehicle label as set out in Annex IIIa, Part 2, is attached to or displayed, in a clearly visible manner and legible in its entirety, near each vehicle offered for sale or lease at their points of sale. The vehicle label shall include the information elements mentioned in Annex IIIa, Part 2, corresponding to the vehicle to which it refers. In addition to the vehicle label, the distributor shall inform the potential buyer of a second-hand zero-emission vehicle or off-vehicle charging hybrid electric vehicle, of the vehicle’s current 'traction battery state of health', based on the information available in the vehicle display in accordance with Annex VI to Regulation (EU) 2025/1707. 2. Manufacturers and distributors, as the case may be, shall ensure that any promotional material related to the sale or lease of individual vehicles shows the vehicle label, as set out in Annex IIIa, Part 2, for each vehicle, including for vehicles offered for sale or lease on the internet. Where the promotional material concerns one or more vehicle models, the promotional material shall include the values of all the vehicles to which it refers or the range between the lowest and highest values of all the vehicles to which it refers, for all technical parameters mentioned in Annex IIIa, Part 2. Where promotional material distributed by electronic means allows consumers to configure a specific vehicle, such as online car configurators, it shall clearly demonstrate to consumers how different specific equipment and optional extras affect the values of all technical parameters mentioned in Annex IIIa, Part 2. 3. At the latest 12 months after the entry into force of this Regulation, the Commission shall set up a product database that shall be publicly accessible and shall provide information in relation to the vehicle labelling for vehicle models placed on the market. The Commission shall be empowered to specify, by means of implementing acts, the operational details of the product database. These implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). 4. Manufacturers shall enter into the product database, without undue delay, the information listed in Annex IIIa, Part 3, for each vehicle model for which new units are placed on the market. Manufacturers shall ensure that the information entered into the product database is correct and accurate, and update it as necessary. 5. Manufacturers and distributors shall not provide or display labels that mimic the vehicle label provided for under this Regulation, nor provide or display vehicle labels, marks, symbols or inscriptions that do not comply with this Regulation and that would be likely to mislead or confuse end-users with respect to the information elements set out in Annex IIIa. 6. Where a service provider as referred to in Article 6 of Regulation (EU) 2022/2065 allows the selling of vehicles through its internet site, that service provider shall enable the display of the vehicle label according to paragraph 2. 7. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to amend the data requirements and data parameters set out in Parts 2 and 3 of Annex IIIa to include additional information relevant for consumers into the product database, and to specify the methodology to determine the parameter ‘made in the EU ’. | 1. The vehicle label must be neutral, technology-agnostic and comprehensive. It shall distinguish between direct exhaust emissions, emissions relating to energy generation, production and battery emissions as well as estimated lifecycle emissions. 2. In the case of electrically powered vehicles, details shall be provided of power consumption, hypothetical electricity mix, charging losses, battery capacity, battery condition, estimated battery replacement costs and key raw material dependencies. In the case of combustion, hybrid and plug-in hybrid vehicles, details shall be provided of fuel consumption, real consumption ranges, fuel type and compatibility with renewable and synthetic fuels. |
The proposal replaces a review to be carried out at a late stage in the process with an annual check of competitiveness and costs to citizens. Member States will furthermore be given an emergency brake clause to be used against disproportionate sanctions or new calculation methodologies if these latter would have significant negative effects on citizens, employment or value creation.
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| Where the promotional material concerns one or more vehicle models, the promotional material shall include the values of all the vehicles to which it refers or the range between the lowest and highest values of all the vehicles to which it refers, for all technical parameters mentioned in Annex IIIa, Part 2. | Where the promotional material names one or more vehicle models, the promotional material shall include the values of all the vehicles to which it refers or the range between the lowest and highest values of all the vehicles to which it refers, for all technical parameters mentioned in Annex IIIa, Part 2. This requirement shall be fulfilled if the values of the entire vehicle that is configurated are frequently updated based on the selection of specific equipment and made available on that website or via a clearly visible link on that website. A model shall be defined as set out in Annex IIIa, Part 2(d) |
A clearer definition of “point of sale” is needed to include all professional sellers. Used cars should be excluded due to complexity and administrative burden, as many lack Certificates of Conformity and labels may be misleading after use. Special purpose, multistage incomplete, prototype and fair-display vehicles should also be excluded. OEMs should not face new database obligations, as electronic Certificates of Conformity and European Car and Driving Licence Information System data already exist.
| Text proposed by the Commission | Amendment |
|---|---|
| Where the promotional material concerns one or more vehicle models, the promotional material shall include the values of all the vehicles to which it refers or the range between the lowest and highest values of all the vehicles to which it refers, for all technical parameters mentioned in Annex IIIa, Part 2. | Where the promotional material names one or more vehicle models, the promotional material shall include the values of all the vehicles to which it refers or the range between the lowest and highest values of all the vehicles to which it refers, for all technical parameters mentioned in Annex IIIa, Part 2. This requirement shall be fulfilled if the values of the entire vehicle that is configurated are frequently updated based on the selection of specific equipment and made available on that website or via a clearly visible link on that website. |
| Text proposed by the Commission | Amendment |
|---|---|
| Where the promotional material concerns one or more vehicle models, the promotional material shall include the values of all the vehicles to which it refers or the range between the lowest and highest values of all the vehicles to which it refers, for all technical parameters mentioned in Annex IIIa, Part 2. | Where the promotional material concerns one or more vehicle models, the promotional material shall include the values of all the vehicles to which it refers for all technical parameters mentioned in Annex IIIa, Part 2. |
| Text proposed by the Commission | Amendment |
|---|---|
| Where the promotional material concerns one or more vehicle models, the promotional material shall include the values of all the vehicles to which it refers or the range between the lowest and highest values of all the vehicles to which it refers, for all technical parameters mentioned in Annex IIIa, Part 2. | Where the promotional material concerns one or more vehicle models, the promotional material shall include the values of all the vehicles to which it refers, for all technical parameters mentioned in Annex IIIa, Part 2. |
| Text proposed by the Commission | Amendment |
|---|---|
| Where the promotional material concerns one or more vehicle models, the promotional material shall include the values of all the vehicles to which it refers or the range between the lowest and highest values of all the vehicles to which it refers, for all technical parameters mentioned in Annex IIIa, Part 2. | Where the promotional material concerns one or more vehicle models, the promotional material shall include the values of all the vehicles to which it refers or the range between the lowest and highest values of all the vehicles to which it refers. |
Mandating full vehicle labels in all advertising creates administrative burdens and makes advertisements less attractive due to increased space requirements, thus threatening media funding. Advertising is meant to build initial awareness, whereas detailed technical data is better suited for points of sale or online configurators where final decisions happen.
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15 a, paragraph 2, the following subparagraph 2a is added: “A model shall be defined as set out in Annex IIIa, Part 2(d).” |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15 a, paragraph 2, the following subparagraph 2b is added: “Vehicles without a type approval in accordance with Regulation (EU) 2018/858 like prototypes, studies on trading fairs are excluded from the labelling requirements. Manufacturers may voluntarily provide preliminary values for those vehicles with an appropriate disclaimer.” |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15 a, paragraph2, the following subparagraph 2c is added: “Owner manuals are excluded from the promotional materials requirements. Due to technical limitations, advertisement in linear television, cinema, linear and online radio and music players (including podcasts) is excluded from promotional materials.” |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15 a, paragraph 2, the following subparagraph 2d is added: “2 d. In case of general advertisement for a vehicle without any reference to one or multiple specific powertrain variants, the link to the product database has to be published instead.” |
| Text proposed by the Commission | Amendment |
|---|---|
| Where promotional material distributed by electronic means allows consumers to configure a specific vehicle, such as online car configurators, it shall clearly demonstrate to consumers how different specific equipment and optional extras affect the values of all technical parameters mentioned in Annex IIIa, Part 2. | Where promotional material distributed by electronic means allows consumers to configure a specific vehicle, such as online car configurators, it shall clearly demonstrate to consumers how different specific equipment and optional extras affect the respective values. |
Mandating full vehicle labels in all advertising creates administrative burdens and makes advertisements less attractive due to increased space requirements, thus threatening media funding. Advertising is meant to build initial awareness, whereas detailed technical data is better suited for points of sale or online configurators where final decisions happen.
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 Article 15a, the following paragraph 2 a is added: “2a. Vehicles not subject to type approval in accordance with Regulation (EU) 2018/858, including prototypes and vehicles displayed at trade fairs, shall be excluded from the labelling requirements. Manufacturers may, on a voluntary basis, provide preliminary values for such vehicles, provided that these are accompanied by an appropriate disclaimer. Owner manuals shall be excluded from the requirements applicable to promotional material. Due to technical limitations, advertisements broadcast on linear television, cinema, linear and online radio, music streaming services and podcasts shall also be excluded from those requirements. Where a general advertisement refers to a vehicle model without identifying one or more specific powertrain variants, the advertisement shall include a link to the relevant entry or starting page of the product database.” |
A clearer definition of “point of sale” is needed to include all professional sellers. Used cars should be excluded due to complexity and administrative burden, as many lack Certificates of Conformity and labels may be misleading after use. Special purpose, multistage incomplete, prototype and fair-display vehicles should also be excluded. OEMs should not face new database obligations, as electronic Certificates of Conformity and European Car and Driving Licence Information System data already exist.
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15a, the following paragraph 2 a is added: “2a. If made available to them, manufacturers and distributors shall inform the potential buyer of the elements mentioned in Article 15 b, paragraph 3. This could take the form of a reference, a QR Code or a web link to the relevant Member States’ website.” |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15a, the following paragraph 2 a is added: “2a. If made available to them, distributors shall inform the potential buyer of the elements referred to in Article 15 b, paragraph 3. This could take the form of a reference, a QR Code or a weblink to the relevant Member States’ website.” |
| Text proposed by the Commission | Amendment |
|---|---|
| At the latest 12 months after the entry into force of this Regulation, the Commission shall set up a product database that shall be publicly accessible and shall provide information in relation to the vehicle labelling for vehicle models placed on the market. | At the latest 12 months after the entry into force of this Regulation, the Commission shall set up a product database sourced via EUCARIS that shall be publicly accessible and shall provide information in relation to the vehicle labelling for vehicle models placed on the market. |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| At the latest 12 months after the entry into force of this Regulation, the Commission shall set up a product database that shall be publicly accessible and shall provide information in relation to the vehicle labelling for vehicle models placed on the market. | At the latest 12 months after the entry into force of this Regulation, the Commission shall set up a product database sourced via EUCARIS that shall be publicly accessible and shall provide information in relation to the vehicle labelling for vehicle models placed on the market. |
A clearer definition of “point of sale” is needed to include all professional sellers. Used cars should be excluded due to complexity and administrative burden, as many lack Certificates of Conformity and labels may be misleading after use. Special purpose, multistage incomplete, prototype and fair-display vehicles should also be excluded. OEMs should not face new database obligations, as electronic Certificates of Conformity and European Car and Driving Licence Information System data already exist.
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 Commission shall be empowered to specify, by means of implementing acts, the operational details of the product database. These implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | deleted |
A clearer definition of “point of sale” is needed to include all professional sellers. Used cars should be excluded due to complexity and administrative burden, as many lack Certificates of Conformity and labels may be misleading after use. Special purpose, multistage incomplete, prototype and fair-display vehicles should also be excluded. OEMs should not face new database obligations, as electronic Certificates of Conformity and European Car and Driving Licence Information System data already exist.
| Text proposed by the Commission | Amendment |
|---|---|
| The Commission shall be empowered to specify, by means of implementing acts, the operational details of the product database. These implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2). | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 4. Manufacturers shall enter into the product database, without undue delay, the information listed in Annex IIIa, Part 3, for each vehicle model for which new units are placed on the market. | deleted |
| Manufacturers shall ensure that the information entered into the product database is correct and accurate, and update it as necessary. |
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. Manufacturers shall enter into the product database, without undue delay, the information listed in Annex IIIa, Part 3, for each vehicle model for which new units are placed on the market. | deleted |
| Manufacturers shall ensure that the information entered into the product database is correct and accurate, and update it as necessary. |
A clearer definition of “point of sale” is needed to include all professional sellers. Used cars should be excluded due to complexity and administrative burden, as many lack Certificates of Conformity and labels may be misleading after use. Special purpose, multistage incomplete, prototype and fair-display vehicles should also be excluded. OEMs should not face new database obligations, as electronic Certificates of Conformity and European Car and Driving Licence Information System data already exist.
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15 a, the following paragraph 4a is added: “Responsibility for the accuracy of technical parameters and information elements, including values entered in the product database and the vehicle label, shall lie with the original equipment manufacturer and/or importer placing the vehicle model on the Union market. Distributors shall not be held liable for upstream data errors outside their control.” |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| 5. Manufacturers and distributors shall not provide or display labels that mimic the vehicle label provided for under this Regulation, nor provide or display vehicle labels, marks, symbols or inscriptions that do not comply with this Regulation and that would be likely to mislead or confuse end-users with respect to the information elements set out in Annex IIIa. | 5. Manufacturers and distributors shall not provide or display labels that mimic the vehicle label provided for under this Regulation, nor provide or display vehicle labels, marks, symbols or inscriptions that do not comply with this Regulation and that would be likely to mislead or confuse end-users with respect to the information elements set out in Annex IIIa. In case that manufacturers and distributors display additional information, it shall be clearly separated from the labelling requirements of this Regulation. |
A clearer definition of “point of sale” is needed to include all professional sellers. Used cars should be excluded due to complexity and administrative burden, as many lack Certificates of Conformity and labels may be misleading after use. Special purpose, multistage incomplete, prototype and fair-display vehicles should also be excluded. OEMs should not face new database obligations, as electronic Certificates of Conformity and European Car and Driving Licence Information System data already exist.
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15a, the following paragraph 5a is added: “5a. Member States shall apply risk-based and proportionate market surveillance and enforcement, with particular consideration for small and medium-sized enterprises (SMEs) and shall prioritise guidance-based compliance during the initial application period.” |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15a, the following paragraph 5a is added: “5a. In case that manufacturers and distributors display additional information, it shall be clearly separated from the labelling requirements of this Regulation.” |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| 6. Where a service provider as referred to in Article 6 of Regulation (EU) 2022/2065 allows the selling of vehicles through its internet site, that service provider shall enable the display of the vehicle label according to paragraph 2. | 6. Where a service provider as referred to in Article 6 of Regulation (EU) 2022/2065 allows the selling of vehicles through its internet site, that service provider shall enable the display of the vehicle label according to paragraph 2. The professional vehicle seller shall be the responsible person to comply to the labelling requirements. |
A clearer definition of “point of sale” is needed to include all professional sellers. Used cars should be excluded due to complexity and administrative burden, as many lack Certificates of Conformity and labels may be misleading after use. Special purpose, multistage incomplete, prototype and fair-display vehicles should also be excluded. OEMs should not face new database obligations, as electronic Certificates of Conformity and European Car and Driving Licence Information System data already exist.
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15a, the following paragraph 6a is added: “6a. The professional vehicle seller should be the responsible person to comply to the labelling requirements.” |
| Text proposed by the Commission | Amendment |
|---|---|
| 7. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to amend the data requirements and data parameters set out in Parts 2 and 3 of Annex IIIa to include additional information relevant for consumers into the product database, and to specify the methodology to determine the parameter ‘made in the EU ’. | 7. The Commission is empowered to adopt delegated acts in accordance with Article 17 to specify the methodology to determine the parameter ‘made in the EU’. |
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| 7. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to amend the data requirements and data parameters set out in Parts 2 and 3 of Annex IIIa to include additional information relevant for consumers into the product database, and to specify the methodology to determine the parameter ‘made in the EU ’. | 7. The Commission is empowered to adopt delegated acts in accordance with Article 17 to specify the methodology to determine the parameter ‘made in the EU’. |
A clearer definition of “point of sale” is needed to include all professional sellers. Used cars should be excluded due to complexity and administrative burden, as many lack Certificates of Conformity and labels may be misleading after use. Special purpose, multistage incomplete, prototype and fair-display vehicles should also be excluded. OEMs should not face new database obligations, as electronic Certificates of Conformity and European Car and Driving Licence Information System data already exist.
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 |
|---|---|
| 7. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to amend the data requirements and data parameters set out in Parts 2 and 3 of Annex IIIa to include additional information relevant for consumers into the product database, and to specify the methodology to determine the parameter ‘made in the EU ’. | 7. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to amend the data requirements and data parameters set out in Parts 2 and 3 of Annex IIIa to include additional information relevant for consumers into the product database, and to specify the methodology to determine the parameter ‘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 |
|---|---|
| in Article 15a, the following paragraph 7a is added: “7a. The distributor shall provide to potential customers of a second-hand ZEV or OVC-HEV with a standardised battery health certificate issued by a testing body. The certificate shall include at a minimum:* | |
| a. the battery’s state of health expressed as a percentage of base usable capacity; | |
| b. the remaining usable capacity in kWh; | |
| c. the proportion of energy delivered via rapid charging; | |
| d. an estimate of remaining useful life under normal conditions, expressed in years or kilometres. | |
| 7b. The cost of certification shall not be charged upon the buyer. For vehicles sold through online platforms, the certificate must be displayed before the purchase can be completed, and the platform shall be jointly liable for any fraudulent or inaccurate certificate. | |
| 7c. The Commission shall, by means of implementing acts adopted within 12 months of the date of entry into force of this Regulation, establish a testing methodology, including: | |
| a. the procedure for measuring state of health; | |
| b. the format and content of the certificate; | |
| c. rules for accreditation of testing bodies. |
| Text proposed by the Commission | Amendment |
|---|---|
| 1. Member States shall designate a market surveillance authority in accordance with Regulation (EU) 2019/1020, responsible for ensuring compliance with the measures laid down in Article 15a. Market surveillance authorities may recover the costs of document inspection in cases of non‐compliance with the relevant articles in this Regulation. 2. Member States shall lay down the rules on penalties and enforcement mechanisms applicable to infringements of the provisions on vehicle labelling and shall take all measures necessary to ensure that they are implemented. The penalties must be effective, proportionate and dissuasive. Member States shall, by no later than 12 months after the entry into force of this Regulation, notify the Commission of those rules and measures, and shall notify it, without delay, of any subsequent amendment affecting them. “ | The Member States may impose requirements concerning supplementary, non-discriminatory and technology-neutral consumer information provided that this does not unreasonably prejudice the internal market. |
Citizens need comprehensive information rather than political guidance. A label which only highlights exhaust values may distort the actual carbon footprint, raw material costs and usage costs. A neutral label strengthens consumer rights, prevents paternalism and makes it clear that electric vehicles also give rise to emissions depending on the electricity mix and battery production.
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15b, the following paragraph 2a is added: “2 a. Member States shall also develop the necessary tools to ensure potential buyers of second-hand vehicles are clearly and directly informed of the relevant elements impacting the value and general state of a second-hand vehicle, notably the values mentioned in paragraph 1, 3 and 5 of Annex 1 to Regulation (EU) 2025/1707.” |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15b, the following paragraph 2 a is added: “2a. Member States shall ensure that, together with the vehicle label referred to in Article 15 a, potential buyers have access to clear, easily understandable and up-to-date information on fiscal measures and incentives relevant to the purchase, ownership and use of vehicles, including, where applicable, purchase or registration taxes and levies, recurrent circulation or road taxes, fuel and energy taxes or levies, and purchase or leasing incentives. Member States shall make that information publicly available, free of charge, through a national digital access point, including by means of a web link, QR code or other appropriate digital tool, in a format enabling manufacturers and distributors to display or provide access to that information together with the vehicle label, including where vehicles are offered for sale or lease online.” |
This amendment ensures that Member States can complement the vehicle label with clear and accessible information on elements that directly affect consumers’ purchasing decisions and the total cost of ownership of a vehicle. This includes, where applicable, purchase incentives, subsidies, taxes and levies relevant to the purchase, ownership or use of the vehicle. Providing such information alongside the vehicle label would improve consumer transparency and help potential buyers better compare the real costs of different vehicle options.
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15b, the following paragraph 2 a is added: “2a. Member States shall provide manufacturers and distributors a QR code redirecting to a dedicated web page where all important information affecting the purchase price or the operating costs of a vehicle, in particular applicable purchase taxes or levies, road and fuel taxes or purchase incentives available, so that this QR code can be integrated in the relevant vehicle label displayed by distributors near each vehicle offered for sale or lease at their points of sale.” |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15b, the following paragraph 2 a is added: “2a. In addition to the vehicle label, Member States shall inform potential buyers about information affecting the purchase price and the operating costs of a vehicle (expressed in € / 100km), and notably applicable purchase taxes or levies, road and fuel taxes, or purchase incentives available. This information shall be made available to manufacturers and distributors, for example via a web link or a QR Code, so that it is displayed alongside the vehicle label.” |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15b, the following paragraph 2 a is added: “2a. In addition to the vehicle label, Member States shall inform potential buyers about important information affecting the purchase price or the operating costs of a vehicle, and notably applicable purchase taxes or levies, road and fuel taxes or purchase incentives available. This information shall be made available to manufacturers and distributors, for example via a web link or a QR Code, so that it is displayed alongside the vehicle label.” |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15b, the following paragraph 2 a is added: “2a. From the date of application of Articles 15a and 15b, Member States shall ensure that any existing national measures imposing overlapping information or labelling obligations on new or used passenger cars and light commercial vehicles, covering energy consumption, CO₂ emissions, or equivalent efficiency information, are superseded by the harmonised requirements laid down in this Regulation.” |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15b, the following paragraph 2b is added: “2b. Member States shall also develop the necessary tools to ensure potential buyers of second-hand vehicles are clearly and directly informed of the relevant elements impacting the value and general state of a second-hand vehicle, notably the values mentioned in paragraph 1, 3 and 5 of Annex 1 to Regulation (EU) 2025/1707, in accordance with COM(2025) 180 COM(2025) 179.” |
| Text proposed by the Commission | Amendment |
|---|---|
| in Article 15b, the following paragraph 2b is added: “2b. Member States shall also develop the necessary tools to ensure potential buyers of second-hand vehicles are clearly and directly informed of the relevant elements impacting the value and general state of a second-hand vehicle, notably the values mentioned in paragraph 1, 3 and 5 of Annex 1 to Regulation (EU) 2025/1707, in accordance with COM(2025) 180 COM(2025) 179.” |
Roman Haider, Antonín Staněk, Jana Nagyová, Ondřej Knotek, Barbara Bonte, Viktória Ferenc, Jorge Buxadé Villalba
| Present text | Amendment |
|---|---|
| Article 12 Real-world CO 2 emissions and fuel or energy consumption 1. The Commission shall monitor and assess the real-world representativeness of the CO 2 emissions and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007. Furthermore, the Commission shall regularly collect data on the real- world CO 2 emissions and fuel or energy consumption of passenger cars and light commercial vehicles using on-board fuel and/or energy consumption monitoring devices, starting with new passenger cars and new light commercial vehicles registered in 2021. The Commission shall ensure that the public is informed of how that real-world representativeness evolves over time. 2. For the purpose referred to in paragraph 1, starting from 1 January 2021, the Commission shall ensure that the following parameters relating to real-world CO 2 emissions and fuel or energy consumption of passenger cars and light commercial vehicles are made available at regular intervals to it, from manufacturers, national authorities or through direct data transfer from vehicles, as the case may be: (a) vehicle identification number; (b) fuel and/or electric energy consumed; (c) total distance travelled; ▼B 02019R0631 — EN — 09.07.2025 — 011.001 — 17 (d) for externally chargeable hybrid electric vehicles, the fuel and electric energy consumed and the distance travelled distributed over the different driving modes; (e) other parameters necessary to ensure that the obligations set out in paragraph 1 can be met. The Commission shall process the data received under the first subparagraph to create anonymised and aggregated datasets, including per manufacturer, for the purposes of paragraph 1. The vehicle identification numbers shall be used only for the purpose of that data processing and shall not be retained longer than needed for that purpose. ▼M5 3. In order to prevent the real-world emissions gap from growing, the Commission shall, no later than 1 June 2023, assess how real-world fuel and energy consumption data collected pursuant to Commission Implementing Regulation (EU) 2021/392 ( 1 ) may be used to ensure that the vehicle CO 2 emissions and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007 remain representative of real-world emissions over time for each manufacturer. The Commission shall monitor and report annually on how the gap referred to in the first subparagraph evolves from 2021 onwards and shall, as soon as sufficient data is available, and no later than 31 December 2026, publish a report setting out a methodology for a mechanism to adjust the average specific emissions of CO 2 of the manufacturer as of 2030 using real-world data collected pursuant to Implementing Regulation (EU) 2021/392, and assessing the feasibility of such a mechanism. The Commission shall submit that report to the European Parliament and to the Council, including, where appropriate, proposals for follow- up measures, such as legislative proposals to put such a mechanism in place. ▼B 4. The Commission shall adopt, by means of implementing acts, the detailed procedure for collecting and processing the data referred to in paragraph 2 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16 (2). | "Article 12 is deleted" |
| Text proposed by the Commission | Amendment |
|---|---|
| (11a) the following Article 15c is inserted: “Article 15c National policy frameworks | |
| 1. By 1 February of each year, the Commission shall publish a report setting out, for the preceding calendar year, the Union average share of newly registered zero-emission vehicles of categories M1 and N1, and the observed share for each Member State. In that report, the Commission shall identify the Member States whose zero-emission vehicle market share, adjusted for their GDP per capita, falls below the Union average. 2. Where a Member State is identified as falling below the Union average, it shall adopt and submit to the Commission a plan setting out its policies and measures to support the uptake of zero-emission vehicles of categories M1 and N1 on its territory. The plan shall address at minimum the following areas: (a) fiscal measures, including purchase incentives, social leasing schemes, tax reductions or exemptions applicable to zero-emission vehicles and their users; (b) public charging infrastructure in line with the obligations laid down in Regulation (EU) 2023/1804; (c) electricity pricing, including measures to ensure that the cost of electricity for vehicle charging remains affordable and competitive relative to fossil fuels; (d) support for SMEs, including measures to facilitate access to zero-emission light commercial vehicles for small and medium-sized enterprises. 3. Where a Member State remains underperforming in the two calendar years following the submission of its national action plan, it shall pay a contribution calculated in accordance with the following formula: EUR 5 000 × number of zero emission vehicles missing to reach the Union average in the relevant calendar year 4. Member States shall use those revenues or the equivalent in financial value of those revenues to finance exclusively measures supporting the deployment of zero-emission vehicle and the automotive industry. The Member State concerned shall report annually to the Commission on the use of the resources of the fund. |
| Text proposed by the Commission | Amendment |
|---|---|
| A delegated act adopted pursuant to Article 5a(5), Article 7(8), Article 7a(2), Article 10(8), Article 11(1), fourth subparagraph, Article 13(4), Article 14(2), Article 15(8) and (9), and Article 15 a(7) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and to the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council. | A delegated act adopted pursuant to Article 5a(5), article 5c (social leasing), Article 7(8), Article 7a(2), Article 10(8), Article 11(1), fourth subparagraph, Article 13(4), Article 14(2), Article 15(8) and (9), and Article 15 a(7) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and to the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council. |
| Text proposed by the Commission | Amendment |
|---|---|
| A delegated act adopted pursuant to Article 5a(5), Article 7(8), Article 7a(2), Article 10(8), Article 11(1), fourth subparagraph, Article 13(4), Article 14(2), Article 15(8) and (9), and Article 15 a(7) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and to the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council. | A delegated act adopted pursuant to Article 4(3 a), Article 7(8), Article 7a(2), Article 10(8), Article 11(1), fourth subparagraph, Article 13(4), Article 14(2), Article 15(8) and (9), and Article 15 a(7) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and to the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council. |
| Text proposed by the Commission | Amendment |
|---|---|
| A delegated act adopted pursuant to Article 5a(5), Article 7(8), Article 7a(2), Article 10(8), Article 11(1), fourth subparagraph, Article 13(4), Article 14(2), Article 15(8) and (9), and Article 15 a(7) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and to the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council. | A delegated act adopted pursuant to Article 5b(6), Article 7(8), Article 7a(2), Article 10(8), Article 11(1), fourth subparagraph, Article 13(4), Article 14(2), Article 15(8) and (9), and Article 15 a(7) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and to the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council. |
Aligned with the proposed deletion of fuel credits and adding the delegated acts for the steel credits as referred to in Article 5b - paragraph 6.
| Text proposed by the Commission | Amendment |
|---|---|
| Directive 1999/94/EC is repealed. | The repealing of Directive 1999/94/EC shall not affect the powers of the Member States to impose requirements concerning supplementary national consumer information in accordance with Article 15b. |
Citizens need comprehensive information rather than political guidance. A label which only highlights exhaust values may distort the actual carbon footprint, raw material costs and usage costs. A neutral label strengthens consumer rights, prevents paternalism and makes it clear that electric vehicles also give rise to emissions depending on the electricity mix and battery production.
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Laurence Trochu, Aurelijus Veryga, Sander Smit
| Text proposed by the Commission | Amendment |
|---|---|
| Article 1(11) and Article 2 shall apply from [date 12 months after the entry into force of this Regulation]. | Article 1(11) and Article 2 and Article 15 (a) shall apply from [date 12 months after the entry into force of this Regulation]. Promotional materials and vehicle labels prepared 3 months before the enforcement date may be used up to 6 months after the enforcement date. |
Adequate lead time is essential to ensure a smooth and proportionate implementation. Manufacturers require sufficient time to replace labels, update promotional materials and adapt ongoing marketing campaigns. Immediate application would impose unnecessary administrative burdens and costs on materials and campaigns that have already been produced, planned or launched.
| Text proposed by the Commission | Amendment |
|---|---|
| Article 1(11) and Article 2 shall apply from [date 12 months after the entry into force of this Regulation]. | Article 1(11) and Article 2 and Article 15 (a) shall apply from [date 12 months after the entry into force of this Regulation]. Promotional materials and vehicle labels prepared 3 months before the enforcement date may be used up to 6 months after the enforcement date. |
There needs to be some lead-time to physically exchange the labels on the vehicle as well as promotional materials, ale in case of the marketing campaigns already running.
| Text proposed by the Commission | Amendment |
|---|---|
| [...] | 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 |
|---|---|
| 7. Fuel credits and low carbon steel credits. | 7. Fuel credits and low carbon materials credits. |
| Text proposed by the Commission | Amendment |
|---|---|
| 7. Fuel credits and low carbon steel credits. | 7. Fuel credits and low carbon materials credits. |
| Text proposed by the Commission | Amendment |
|---|---|
| 7.1. Low carbon steel credits | 7.1. Low carbon materials credits |
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 |
|---|---|
| 7.1. Low carbon steel credits | 7.1. Low carbon materials credits |
| Text proposed by the Commission | Amendment |
|---|---|
| [...] | deleted |
| Text proposed by the Commission | Amendment |
|---|---|
| 7. Fuel credits and low carbon steel credits. | 7. Fuel credits and low carbon materials credits. |
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 |
|---|---|
| 7. Fuel credits and low carbon steel credits. | 7. Fuel credits and low carbon materials credits. |
| Text proposed by the Commission | Amendment |
|---|---|
| 7.1. Low carbon steel credits | 7.1. Low carbon materials credits |
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 |
|---|---|
| 7.1. Low carbon steel credits | 7.1. Low carbon materials credits |
| Present text | Amendment |
|---|---|
| (- a) In Annex II, part A, paragraph 1 a, the introductory sentence is replaced by the following: | |
| Member States shall, for each calendar year, record the following detailed data for each new passenger car registered as an M 1 vehicle in their territory and transmit it to the Commission in accordance with Article 7(2) in the format set out in Part B, Section 2A: | "Member States shall, for each calendar year, record the following detailed data for each new passenger car registered as L6eB, L7e-C or as an M1 vehicle in their territory and transmit it to the Commission in accordance with Article 7(2) in the format set out in Part B, Section 2A:" |
| Present text | Amendment |
|---|---|
| (aa) In Annex II, part A, the point 2 a is amended as follows: | |
| In the case of bi-fuelled vehicles running on petrol and liquefied petroleum gas (LPG) or on petrol and compressed natural gas (CNG), the certificates of conformity of which include specific emissions of CO 2 values for both types of fuels, Member States shall report the value for LPG or CNG as the case may be. In the case of flex-fuel vehicles using petrol and ethanol (E85) fuel, Member States shall report the specific emissions of CO 2 value for petrol. | "In the case of bi-fuelled vehicles running on petrol and liquefied petroleum gas (LPG) or on petrol and compressed natural gas (CNG), the certificates of conformity of which include specific emissions of CO₂ values for both types of fuels, Member States shall report the value for LPG or CNG as the case may be. In the case of flex-fuel vehicles using petrol and ethanol (E85) fuel, Member States shall report the specific emissions of CO₂ value for ethanol (E85)." |
| Present text | Amendment |
|---|---|
| (aa) In Annex II, part A, point 2 a is amended as follows: | |
| In the case of bi-fuelled vehicles running on petrol and liquefied petroleum gas (LPG) or on petrol and compressed natural gas (CNG), the certificates of conformity of which include specific emissions of CO 2 values for both types of fuels, Member States shall report the value for LPG or CNG as the case may be. In the case of flex-fuel vehicles using petrol and ethanol (E85) fuel, Member States shall report the specific emissions of CO 2 value for petrol. | "In the case of bi-fuelled vehicles running on petrol and liquefied petroleum gas (LPG) or on petrol and compressed natural gas (CNG), the certificates of conformity of which include specific emissions of CO₂ values for both types of fuels, Member States shall report the value for LPG or CNG as the case may be. In the case of flex-fuel vehicles using petrol and ethanol (E85) fuel, Member States shall report the specific emissions of CO₂ value for ethanol (E85)." |
Regulation (EU) 2019/631 requires reporting CO₂ values measured on alternative fuels for LPG/petrol and CNG/petrol vans, but only petrol values for flex-fuel petrol/E85 vans. This is not technically justified, as E85 CO₂ emissions are typically around 5% lower than petrol, causing an overstatement of emissions. With over 5,200 E85 stations in the EU, flex-fuel vehicles should be allowed to report E85-based CO₂ values to ensure technological neutrality and accurate emissions reporting.
| Present text | Amendment |
|---|---|
| (a) In Annex III, part A, the point 2 a is amended as follows: | |
| In the case of bi-fuelled vehicles running on petrol and liquefied petroleum gas (LPG) or on petrol and compressed natural gas (CNG), the certificates of conformity of which include specific emissions of CO 2 values for both types of fuels, Member States shall report the value for LPG or CNG as the case may be. In the case of flex-fuel vehicles using petrol and ethanol (E85) fuel, Member States shall report the specific emissions of CO 2 value for petrol. | "In the case of bi-fuelled vehicles running on petrol and liquefied petroleum gas (LPG) or on petrol and compressed natural gas (CNG), the certificates of conformity of which include specific emissions of CO₂ values for both types of fuels, Member States shall report the value for LPG or CNG as the case may be. In the case of flex-fuel vehicles using petrol and ethanol (E85) fuel, Member States shall report the specific emissions of CO₂ value for ethanol (E85)." |
| Present text | Amendment |
|---|---|
| In Annex III, part A, the point 2 a is amended as follows: | |
| In the case of bi-fuelled vehicles running on petrol and liquefied petroleum gas (LPG) or on petrol and compressed natural gas (CNG), the certificates of conformity of which include specific emissions of CO 2 values for both types of fuels, Member States shall report the value for LPG or CNG as the case may be. In the case of flex-fuel vehicles using petrol and ethanol (E85) fuel, Member States shall report the specific emissions of CO 2 value for petrol. | "In the case of bi-fuelled vehicles running on petrol and liquefied petroleum gas (LPG) or on petrol and compressed natural gas (CNG), the certificates of conformity of which include specific emissions of CO₂ values for both types of fuels, Member States shall report the value for LPG or CNG as the case may be. In the case of flex-fuel vehicles using petrol and ethanol (E85) fuel, Member States shall report the specific emissions of CO₂ value for ethanol (E85)." |
| Text proposed by the Commission | Amendment |
|---|---|
| The CO2 emissions class shall be determined according to the ‘A’ to ‘G’ scale specified in the table below, on the basis of the value of parameter 5 (‘CO2 emissions’) as defined in Part 2 of this Annex. | By default, the CO2 emissions class shall be determined according to the ‘A’ to ‘G’ scale specified in the table below, on the basis of the value of parameter 5 (‘CO2 emissions’) as defined in Part 23 of this Annex. When the data is available, the CO2 emissions class shall be determined according to the ‘A’ to ‘G’ scale specified in the table, on the basis of the value of parameter 14 (‘OBFCM data’) as defined in Part 3 of this Annex. For used vehicles approved under the NEDC testing procedure pursuant to Commission Regulation (EC) No 692/2008, distributors shall, when displaying the label, apply a conversion factor for the CO2 emissions class by multiplying the value of parameter 5 (‘CO2 emissions’) as defined in Part 3 of this Annex by 1.20 to ensure comparability with vehicles approved under the WLTP testing 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 |
|---|---|
| These information elements shall be based on values from the certificate of conformity of the vehicle. | These information elements shall be based on values from the certificate of conformity or for vehicles that are still not yet produced the indicative values of the vehicle at the date of vehicle configuration. |
Vehicles displayed in online configurators have not yet been produced and therefore no Certificate of Conformity (CoC) is available.
| Text proposed by the Commission | Amendment |
|---|---|
| These information elements shall be based on values from the certificate of conformity of the vehicle. | These information elements shall be based on values from the certificate of conformity or for vehicles that are still not yet produced the indicative values of the vehicle at the date of vehicle configuration. |
| Text proposed by the Commission | Amendment |
|---|---|
| The information elements described in Part 3 of this Annex in the product database for the vehicle model corresponding to the vehicle for which the class arrow is displayed, shall be directly accessible via a weblink by clicking on the class arrow, except where information on the vehicle model is not available in the product database. | The information elements described in Part 3 of this Annex in the product database for the vehicle model corresponding to the vehicle for which the class arrow is displayed, shall be directly accessible via a weblink by clicking on the class arrow, or close by, except where information on the vehicle model is not available in the product database. |
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 information elements described in Part 3 of this Annex in the product database for the vehicle model corresponding to the vehicle for which the class arrow is displayed, shall be directly accessible via a weblink by clicking on the class arrow, except where information on the vehicle model is not available in the product database. | The information elements described in Part 3 of this Annex in the product database for the vehicle model corresponding to the vehicle for which the class arrow is displayed, shall be directly accessible via a weblink by clicking on the class arrow or close by, except where information on the vehicle model is not available in the product database. |
Due to technical restrictions where a direct link is not possible to set directly clicking the arrow, the link should be provided by clicking close by the arrow.
| Text proposed by the Commission | Amendment |
|---|---|
| (ca) Annex III a – Vehicle labelling – part 2 d (model definition) | |
| For the purpose of this regulation a model shall be defined as: | |
| "model" means the commercial name of a vehicle type; where a vehicle type has several variants and versions, the vehicles grouped under a model shall have at least the following characteristics in common as stated on the certificate of conformity: | |
| Make and commercial name (0.1 and 0.2.1 of COC) | |
| Propulsion engines with regard to the construction characteristics according to Annex I Part B point 1.2.1. letter b and point 1.3.1. letters b and c of Regulation (EU) 2018/858: | |
| the type of energy supply: internal combustion engine, electric motor, fuel cell or other, | |
| in the case of an internal combustion engine, the working principle: positive ignition, compression ignition or other (22 of COC) | |
| in the case of an internal combustion engine, the number and arrangement of cylinders: L4, V6 or other (24 of COC) | |
| in the case of an internal combustion engine, the engine capacity (25 of COC) | |
| in the case of an electric motor, the maximum net (system) power and the maximum continuous rated (system) power (27.3 and 27.4 of COC) | |
| Number, position and interconnection of the powered axles, (3 of COC) | |
| Type of bodywork according to Annex I Part C point 2 of Regulation (EU) 2018/858, for example saloon, hatchback, coupé, convertible, station wagon, multi-purpose vehicle, pick-up (38 of COC) | |
| Type of fuel or energy source. (26 of COC) | |
| Whole vehicle type approval number including extension |
Using the “type-variant-version” as a model definition creates far too many entries in the product database with no clear correlation to energy consumption and no added value for the customer. Only those criteria used in the regulation to define type, variant and version, that are perceived as a model in a “common sense” and contribute to a different energy consumption, should be used.
Alexandr Vondra, Ondřej Krutílek, Beatrice Timgren, Claudiu-Richard Târziu, Adrian-George Axinia, Aurelijus Veryga, Sander Smit, Laurence Trochu
| Text proposed by the Commission | Amendment |
|---|---|
| (ca) For the purpose of this regulation a model shall be defined as: | |
| "model" means the commercial name of a vehicle type; where a vehicle type has several variants and versions, the vehicles grouped under a model shall have at least the following characteristics in common as stated on the certificate of conformity: | |
| Make and commercial name (0.1 and 0.2.1 of CoC) | |
| Propulsion engines with regard to the construction characteristics according to Annex I Part B point 1.2.1. letter b and point 1.3.1. letters b and c of Regulation (EU) 2018/858: | |
| the type of energy supply: internal combustion engine, electric motor, fuel cell or other, in the case of an internal combustion engine, the working principle: positive ignition, compression ignition or other (22 of CoC) | |
| in the case of an internal combustion engine, the number and arrangement of cylinders: L4, V6 or other (24 of CoC) | |
| in the case of an internal combustion engine, the engine capacity (25 of CoC) | |
| in the case of an electric motor, the maximum net (system) power and the maximum continuous rated (system) power (27.3 and 27.4 of CoC) | |
| Number, position and interconnection of the powered axles, (3 of CoC) | |
| Type of bodywork according to Annex I Part C point 2 of Regulation (EU) 2018/858, for example saloon, hatchback, coupé, convertible, station wagon, multi-purpose vehicle, pick-up (38 of CoC) | |
| Type of fuel or energy source. (26 of CoC) | |
| Whole vehicle type approval number including extension. |
Using the “type-variant-version” approach would create an unnecessarily large number of database entries without providing meaningful additional information for consumers. Only characteristics that are clearly recognised by consumers as defining a different model and that have an impact on energy consumption should be used to distinguish vehicle models.
| Present text | Amendment |
|---|---|
| In Annex III, Part A, paragraph 1.1a, the following point 22 a is added: | |
| "(22a) Conversion to zero-emission powertrain" |
| Present text | Amendment |
|---|---|
| The following point is added: | |
| "(ca) the total number of internal combustion engine light commercial vehicles converted to electric vehicles" |
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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 648 - 912 - 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-789912. EU Parl Watch Research. https://news.eu-parl.st-solutions.dev/texts/ENVI-AM-789912 (retrieved 25 September 2026). Data: EP Open Data API: document record, https://data.europarl.europa.eu/api/v2/documents/ENVI-AM-789912 (CC BY 4.0).
BibTeX
@misc{epw-text-envi-am-789912,
author = {{European Parliament}},
title = {{AMENDMENTS 648 - 912 - 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-789912}},
url = {https://news.eu-parl.st-solutions.dev/texts/ENVI-AM-789912},
urldate = {2026-09-25},
publisher = {EU Parl Watch Research},
note = {Text. docId ENVI-AM-789912. Data: EP Open Data API: document record (CC BY 4.0)}
}