### (13) however , this approach must be stricter in the maritime sector. the maritime sector has currently insignificant levels of demand for food and feed crops-based biofuels , bioliquids and biomass fuels , since over 99% of currently used marine fuels are of fossil origin. therefore , the non-eligibility of food and feed crop-based fuels under this regulation also minimises any risk to slow down the decarbonisation of the transport sector , which could otherwise result from a shift of crop-based biofuels from the road to the maritime sector. it is essential to minimise such a shift , as road transport currently remains by far the most polluting transport sector and the maritime transport currently uses predominantly fuels of fossil origin. it is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels , bioliquids and biomass fuels by promoting their use under this regulation. accordingly , the additional greenhouse gas emissions and loss of biodiversity caused by all types of feed and food crop-based fuels require that these fuels be considered to have the same emission factors as the least favourable pathway. ### (13) however , this approach must be stricter in the maritime sector. the maritime sector has currently insignificant levels of demand for food and feed crops-based biofuels , bioliquids and biomass fuels , since over 99% of currently used marine fuels are of fossil origin. therefore , the non-eligibility of food and feed crop-based fuels under this regulation also minimises any risk to slow down the decarbonisation of the transport sector , which could otherwise result from a shift of crop-based biofuels from the road to the maritime sector. it is essential to minimise such a shift , as road transport currently remains by far the most polluting transport sector and the maritime transport currently uses predominantly fuels of fossil origin. it is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels , bioliquids and biomass fuels by promoting their use under this regulation. accordingly , the additional greenhouse gas emissions and loss of biodiversity caused by all types of feed and food crop-based fuels require that these fuels be considered to have the same emission factors as the least favourable pathway. imported biofuels must comply with the european sustainability criteria set out in the renewable energy directive.


### (15) this regulation should establish the methodology and the formula that should apply to calculate the yearly average greenhouse gas intensity of the energy used on-board by a ship. this formula should be based on the fuel consumption reported by ships and consider the relevant emission factors of these fuels. the use of substitute sources of energy , such as wind or electricity , should also be reflected in the methodology. ### (15) this regulation should establish the methodology and the formula that should apply to calculate the yearly average greenhouse gas intensity of the energy used on-board by a ship. this formula should be based on the fuel consumption reported by ships and consider the relevant emission factors of these fuels. the use of substitute sources of energy , such as wind or electricity , and any associated emissions , should also be reflected in the methodology.


### (18) a comprehensive approach on all the most relevant ghg emissions (co2 , ch4 and n2o) is necessary to promote the use of energy sources providing a lower ghg footprint overall. in order to reflect the global warming potential of methane and nitrous oxides , the limit set by this regulation should therefore be expressed in terms of ‘co2 equivalent’. ### (18) a comprehensive approach on all the most relevant ghg emissions (co2 , ch4 and n2o) is necessary to promote the use of energy sources providing a lower ghg footprint overall. in order to reflect the global warming potential of methane and nitrous oxides , the limit set by this regulation should therefore be expressed in terms of ‘co2 equivalent’. international maritime organisation (imo) guidelines must be compatible with the development of all eu maritime legislation.


### (24) exceptions in case of unavailability or incompatibility of ops should be limited after ship and port operators have had sufficient time to make the necessary investments , in order to provide the necessary incentives for those investments and avoid unfair competition. as of 2035 , ship operators should plan carefully their port calls to make sure that they can carry out their activities without emitting air pollutants and ghg at berth and compromise the environment in coastal areas and port cities. a limited number of exceptions in case of unavailability or incompatibility of ops should be maintained in order to provide the possibility for occasional last-minute changes in port call schedules and calls in ports with incompatible equipment. ### (24) exceptions in case of unavailability or incompatibility of ops should be limited after ship and port operators have had sufficient time to make the necessary investments , in order to provide the necessary incentives for those investments and avoid unfair competition. as of the date on which the exemptions cease to apply , ship operators should plan carefully their port calls to make sure that they can carry out their activities without emitting air pollutants and ghg at berth and compromise the environment in coastal areas and port cities. a limited number of exceptions in case of unavailability or incompatibility of ops should be maintained in order to provide the possibility for occasional last-minute changes in port call schedules and calls in ports with incompatible equipment.


### (30) the commission should establish and ensure the functioning of an electronic database that registers the performance of each ship and ensures its compliance with this regulation. in order to facilitate reporting and limit administrative burden to companies , verifiers and other users , this electronic database should build upon the existing thetis-mrv module and take into account the possibility to reuse information and data collected for the purpose of regulation (eu) 2015/757. ### (30) the commission should establish and ensure the functioning of an electronic database that registers the performance of each ship , ensures its compliance with this regulation , and records journey lengths and times for the purposes of monitoring for the risk and occurrence of carbon leakage. in order to facilitate reporting and limit administrative burden to companies , verifiers and other users , this electronic database should build upon the existing thetis-mrv module and take into account the possibility to reuse information and data collected for the purpose of regulation (eu) 2015/757.


### (37) the revenues generated from the payment of penalties should be used to promote the distribution and use of renewable and low-carbon fuels in the maritime sector and help maritime operators to meet their climate and environmental goals. for this purpose these revenues should be allocated to the innovation fund referred to in article 10a(8) of directive 2003/87/ec. ### (37) the revenues generated from the payment of penalties should be used to promote the availability , distribution and use of renewable and low-carbon fuels in the maritime sector and help maritime operators , especially small and medium-sized enterprises struggling to obtain access to new types of fuel , to meet their climate and environmental goals. for this purpose these revenues should be allocated to the innovation fund referred to in article 10a(8) of directive 2003/87/ec.


### in order to increase consistent use of renewable and low-carbon fuels and substitute sources of energy across the union , while ensuring the smooth operation of maritime traffic and avoiding distortions in the internal market. ### in order to progressively increase consistent use of renewable and low-carbon fuels and substitute sources of energy across the union , while ensuring the smooth operation of maritime traffic and avoiding distortions in the internal market.


### a half of the energy used on voyages departing from or arriving to a port of call under the jurisdiction of a member state , where the last or the next port of call is under the jurisdiction of a third country. ### deleted


### a half of the energy used on voyages departing from or arriving to a port of call under the jurisdiction of a member state , where the last or the next port of call is under the jurisdiction of a third country. ### if a thorough ex ante impact assessment regarding the risks of cargo diversion establishes that no major negative impacts on eu ports are expected , the commission shall propose an amendment to this regulation aiming at applying the regulation to x percent (x%) of the energy used on voyages departing from or arriving to a port of call under the jurisdiction of a member state , where the last or the next port of call is under the jurisdiction of a third country.


### — -75% from 1 january 2050. ### — - 65% from 1 january 2050.


### [asterix: the reference value , which calculation will be carried out at a later stage of the legislative procedure , corresponds to the fleet average greenhouse gas intensity of the energy used on-board by ships in 2020 determined on the basis data monitored and reported in the framework of regulation (eu) 2015/757 and using the methodology and default values laid down in annex i to that regulation.] ### [asterix: the reference value , which calculation will be carried out at a later stage of the legislative procedure , corresponds to the fleet average greenhouse gas intensity of the energy used on-board by ships in 2020 determined on the basis data monitored and reported in the framework of regulation (eu) 2015/757 and using the methodology and default values laid down in annex i to that regulation.]


### 1. from 1 january 2030 , a ship at berth in a port of call under the jurisdiction of a member state shall connect to on-shore power supply and use it for all energy needs while at berth. ### 1. from 1 january 2030 , a ship at berth in a port of call covered by article 9 of the alternative fuels infrastructure regulation under the jurisdiction of a member state shall connect to on-shore power supply and use it for all energy needs except boilers and other thermal devices for which electrical supply is not applicable while at berth.


### that are unable to connect to on-shore power supply due to unavailable connection points in a port; ### that are unable to connect to and use on-shore power supply e.g. due to unavailable connection points at the visited berth in a port;


### 6. from 1 january 2035 , the exceptions listed in paragraph 3 , points (d) and (e) , may not be applied to a given ship , in total , more than five times during one reporting year. a port call shall not be counted for the purpose of compliance with this provision where the company demonstrates that it could not have reasonably known that the ship will be unable to connect for reasons referred to in paragraph 3 , points (d) and (e). ### 6. from 1 january 2035 , the exceptions listed in paragraph 3 , points (d) and (e) , may not be applied to a given ship , in total , more than five times during one reporting year. a port call shall not be counted for the purpose of compliance with this provision where the company demonstrates that it could not have reasonably known that the ship will be unable to connect for reasons referred to in paragraph 3 , points (d) and (e). in line with article 28 , the european commission should present a report on the availability of infrastructure for on shore power supply in european ports by 2030. unless it is ascertained that the infrastructure is available in the ports visited by the ship , the exceptions under paragraph 3 should remain.


### 6. from 1 january 2035 , the exceptions listed in paragraph 3 , points (d) and (e) , may not be applied to a given ship , in total , more than five times during one reporting year. a port call shall not be counted for the purpose of compliance with this provision where the company demonstrates that it could not have reasonably known that the ship will be unable to connect for reasons referred to in paragraph 3 , points (d) and (e). ### 6. from 1 january 2040 , the exceptions listed in paragraph 3 , points (d) and (e) , may not be applied to a given ship , in total , more than five times during one reporting year. a port call shall not be counted for the purpose of compliance with this provision where the company demonstrates that it could not have reasonably known that the ship will be unable to connect for reasons referred to in paragraph 3 , points (d) and (e).


### 1. the penalties referred to in article 20(1) and 20(2) shall be allocated to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector. projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector , facilitate the construction of appropriate bunkering facilities or electric connection ports in ports , and support the development , testing and deployment of the most innovative european technologies in the fleet to achieve significant emission reductions. ### 1. the penalties referred to in article 20(1) and 20(2) shall be allocated to support the rapid deployment of renewable and low carbon fuels in the maritime sector. projects financed by the funds collected from the penalties shall stimulate the production of required quantities of renewable and low carbon fuels for the maritime sector , facilitate the construction of appropriate bunkering facilities or electric connection ports in ports , and support the deployment of onboard ships of the most innovative european technologies in the fleet , as well as stimulating fleet renewal across the european union shipbuilding industry , to achieve significant emission reductions.


### 2. the revenues generated from penalties referred to in paragraph 1 shall be allocated to the the innovation fund referred to in article 10a(8) of directive 2003/87/ec. these revenues shall constitute external assigned revenue in accordance with article 21(5) of the financial regulation , and shall be implemented in accordance with the rules applicable to the innovation fund. ### 2. the revenues generated from penalties referred to in paragraph 1 shall be directly allocated to the innovation fund by the company or by the operator of a ship referred to in article 10a(8) of directive 2003/87/ec. these revenues shall constitute external assigned revenue in accordance with article 21(5) of the financial regulation , and shall be implemented in accordance with the rules applicable to the innovation fund.


### 1. the commission shall report to the european parliament and the council , by 1 january 2030 , the results of an evaluation on the functioning of this regulation and the evolution of the technologies and market for renewable and low-carbon fuels in maritime transport and its impact on the maritime sector in the union. the commission shall consider possible amendments to: ### 1. the commission shall present a preliminary report assessing the effectiveness and short comings of the regulation to the european parliament and the council no more than five years after the coming into force of the regulation. the commission shall report to the european parliament and the council , by 1 january 2030 , the results of a detailed and comprehensive evaluation on the functioning of this regulation and the evolution of the technologies and market for renewable and low-carbon fuels in maritime transport and its impact on the maritime sector in the union , including the risk and occurrence of carbon leakage arising from the implementation of the regulation. the commission shall consider possible amendments to:


### for the purpose of calculating the greenhouse gas intensity limit of the energy used on-board a ship , the following formula , referred to as equation (1) shall apply: ### deleted


### the emissions factors of biofuels , biogas , renewable fuels of non-biological origin and recycled carbon fuels shall be determined according to the methodologies set out in annex 5 part c of directive (eu) 2018/2001. ### the emissions factors of all biofuels , biogas , renewable fuels of non-biological origin and recycled carbon fuels shall be determined according to the methodologies set out in annex 5 part c of directive (eu) 2018/2001.


### column 2 identifies the name or the pathway of the relevant fuels within the class. for the liquid biofuels , gaseous biofuels , rfnbo (e-fuels) the values for the wtt section shall be taken from directive (eu) 2018/2001 (without combustion32 ); for fossils fuels only the default values in the table shall be used. ### column 2 identifies the name or the pathway of the relevant fuels within the class. for the liquid biofuels and for gaseous biofuels with the exception of main products/ wastes/ feedstock mix , rfnbo (e-fuels) the values for the wtt section shall be taken from directive (eu) 2018/2001 (without combustion32 ); for fossils fuels only the default values in the table shall be used.


### column 7 contains the emission factor cf for methane in [gch4/gfuel]. default values as contained in the table shall be used. values certified by mean of testing can be used in place of the default values. for lng fuels cf for methane are set to zero. ### column 7 contains the emission factor cf for methane in [gch4/gfuel]. default values as contained in the table shall be used. values certified by mean of testing can be used in place of the default values. for lng fuels cf for methane may be set to zero if the value for amount of fuel lost as fugitive emissions (cslip) accurately accounts for all methane emissions.


### in order to increase consistent use of renewable and low-carbon fuels and substitute sources of energy across the union , while ensuring the smooth operation of maritime traffic and avoiding distortions in the internal market. ### in order to increase consistent use of renewable and low-carbon fuels and substitute sources of energy in maritime transport across the union , while ensuring its smooth operation of maritime traffic and avoiding distortions in the internal market.


### d) ensuring fair competition among rail operators and between different modes of transport; ### d) ensuring fair competition among rail operators and foster a level playing field between the railways and other transport modes;


### 6. welcomes the commission’s proposal to speed up the roll-out of the ertms in the revision of the ten-t regulation; ### 6. welcomes the commission’s proposal to speed up the roll-out of the ertms in the revision of the ten-t regulation while setting a mandatory deadline for the de-commissioning of class-b legacy systems;;


### 7. stresses the importance of ensuring the synchronised deployment of the trackside system and on-board units and the need for improved ertms governance to ensure such a synchronised deployment at both national and eu level; ### 7. stresses the importance of ensuring the synchronised deployment of the trackside system and on-board units and the need for improved ertms governance to streamline and accelerate such a synchronised deployment at both national and eu level;


### 8. emphasises the need to ensure quick and efficient financing to support the investments; ### 8. emphasises the need to ensure quick and efficient financing to support the investments in ertms , and reminds the crucial importance to create a business case for on board retrofitting of the rolling stock of all railway operators , passengers and freight;


### 13. emphasises the need for clear interoperable standards and further investments in rolling stock; ### 13. emphasises the need for clear interoperable standards and further investments in rolling stock; underlines that such investments are particularly critical when the rolling stock is retrofitted with multisystem applications necessary to enable cross-border and international operations in more than one country;


### 20. acknowledges that making long-distance rail passenger services more attractive requires more accessible smart ticketing and appropriate protection for passengers in the event of delays or missed connections for single options and through tickets , ensuring , as a minimum , journey continuation; ### 20. acknowledges that making long-distance rail passenger services more attractive requires more accessible smart ticketing and , in some form or another , appropriate protection for passengers in the event of delays or missed connections for single options and through tickets , ensuring , as a minimum , journey continuation;


### c. whereas congestion costs the eu around eur 270 billion a year12; ### deleted


### g. whereas the rules and requirements regarding active mobility , new forms of mobility and micro-mobility are still underdeveloped or vary between member states; ### g. whereas the rules and requirements regarding active mobility , new forms of mobility and micro-mobility are still underdeveloped or vary between member states and do not provide for mandatory insurance schemes;


### h. whereas the number of accidents involving electric scooters and other new forms of urban mobility has increased over the past two years; ### h. whereas the number of accidents involving electric scooters and other new forms of urban mobility has increased in the last two years , and whereas their use in the form of unregimented sharing of thoroughfares often hinders vehicle and pedestrian traffic and vitiates urban living.


### 1. points out that in order to meet its ambitious economic , environmental , digital , health and societal objectives , urban mobility in the eu needs to be guided by smart , competitive , more sustainable and multimodal transport solutions; ### 1. points out that in order to meet its ambitious economic , environmental , digital , health and societal objectives , urban mobility in the eu needs to be guided by smart , competitive , more sustainable and multimodal public transport solutions , including rails , sustainable bus and coaches , car-sharing solutions , and bike-sharing;


### 3. calls for support for the use of zero- and low-carbon private mobility , complemented by efficient and affordable collective transport services and other modes of transport that bring various options to the market , in order to boost competition and thereby provide better and more valuable solutions for citizens; ### 3. calls for support for the use of zero- and low-carbon private mobility , complemented by efficient and affordable collective transport services , intermodal connection points and systems , and other modes of transport that bring various options to the market , in order to boost competition and thereby provide better and more valuable solutions for citizens;


### 4. calls for better accessibility and connectivity between urban , peri-urban and rural areas and further calls for unhindered access to smart , sustainable and affordable transport to be guaranteed for all; ### 4. calls for better accessibility and connectivity between urban , peri-urban and rural areas and further calls for unhindered access to smart , sustainable , shared and affordable transport to be guaranteed for all;


### 5. calls on all the parties involved to adopt measures that could better ensure road safety , such as deploying means to detect safety-related events or conditions , and also by taking into account users from groups with special needs; ### 5. calls on all the parties involved to adopt measures that could better ensure road safety , such as deploying means to detect and report safety-related events or conditions , and also by taking into account users from groups with special needs;


### 7. stresses its concern at the shortcomings in the regulation of micro-mobility in many member states , as it does not facilitate this type of transportation and poses risks for people’s safety; invites the commission , in this context , to collaborate with the member states to draw up common road-safety guidelines and recommendations for micro-mobility such as speed limits , helmet requirements , or training; encourages the member states to proceed with the adaptation of their national legislation and to launch information campaigns; ### 7. stresses its concern at the major shortcomings in the regulation of micro-mobility in many member states , as it does not facilitate this type of transportation and poses risks for people’s safety; invites the commission , in this context , to collaborate with the member states to draw up common road-safety guidelines and recommendations for micro-mobility such as speed limits , helmet requirements , compulsory use of visual and electronic identification systems (plates and registration numbers) , insurance policies for means with electric motors and training; encourages the commission and the member states to proceed with the adaptation of their national legislation , to launch information campaigns and calls on them to monitor and tackle the international trade and circulation of scooters that have been modified and altered;


### 9. highlights that urban infrastructure planning should contribute to a smart and sustainable transport transition , allowing for multimodality and ensuring quality of life in cities; recommends , in this regard , incorporating active mobility and micro-mobility , as well as underdeveloped sustainable transport modes , into sustainable urban mobility plans; ### 9. highlights that urban infrastructure planning should contribute to a smart and sustainable transport transition , allowing for multimodality and ensuring quality of life in cities and connections between cities and smaller towns within their economic , tourist and cultural catchment areas; recommends , in this regard , incorporating active mobility and micro-mobility , as well as underdeveloped sustainable transport modes , into sustainable urban mobility plans;


### 11. stresses that the ten-t relies on intermodal urban mobility in order to facilitate the ‘first and last mile’ for both passengers and freight; ### 11. stresses that the ten-t relies on intermodal urban mobility in order to facilitate the ‘first and last mile’ for both passengers and freight , calls on european commission to actively involve local authorities on the governance of ten-t , allowing those who serve terminals to handle ''first and last mile''.


### 12. welcomes the commission’s proposal for a reinforced approach to ten-t urban nodes as being necessary to address missing links and poor connections that remain a major challenge; highlights , in particular , the need to reinforce seamless connectivity between rural , peri-urban and urban areas , with an interoperable infrastructure backbone of sustainable modes of transport , such as rail and inland waterways; ### 12. welcomes the commission’s proposal for a reinforced approach to ten-t urban nodes as being necessary to address missing links and poor connections that remain a major challenge; highlights , in particular , the need to reinforce seamless connectivity between rural , peri-urban and urban areas , with an interoperable infrastructure backbone of intermodal hubs and sustainable modes of transport , such as shared individual mobility , rail and inland waterways;


### 14. stresses that urban mobility ambitions and targets require adequate , long-term financing; calls , in this regard , for a mix of sufficient public , private and european funding and the swift implementation of the relevant existing eu programmes and projects; further calls for ambitious urban mobility financing beyond the 2021-2027 multiannual financial framework; ### 14. stresses that urban mobility ambitions and targets require adequate , long-term financing; calls , in this regard , for a mix of sufficient public , private and european funding and the swift implementation of the relevant existing eu programmes and projects; further calls for ambitious financing for urban mobility and for extra-urban mobility forms and infrastructure that enable connections , intermodality and the prerequisite of the provision of services to counter depopulation in towns and villages beyond the 2021-2027 multiannual financial framework;


### 16. calls on the member states to ensure the availability of recharging and alternative fuels refuelling infrastructure , pursuant to the alternative fuels infrastructure regulation; invites the member states to collaborate with the commission to create incentives for individuals and businesses to take up zero- and low-carbon modes of transport; ### 16. calls on the member states to ensure the availability of recharging and alternative fuels refuelling infrastructure , pursuant to the alternative fuels infrastructure regulation; invites the member states to collaborate with the commission to create incentives for individuals and businesses to take up zero- and low-carbon modes of transport , in a simplified legislative framework for urban planning and the granting of authorisation;


### 17. highlights that ai and digitalisation improve efficiency , safety and affordability , and decrease greenhouse gas emissions; ### 17. highlights that ai and digitalisation improve efficiency , safety and affordability , and decrease greenhouse gas emissions; stresses the need , in that context , to protect the security and confidentiality of data produced and collected;


### 18. calls for the further development and implementation of ‘mobility as a service’ (maas) across europe; ### 18. calls for the further development and implementation of ‘mobility as a service’ (maas) across europe and hopes that platforms that can provide digital services for identifying , reserving and the ticketing/selling of transport services and modes will remain under public control or protection in order to prevent monopolisation and behaviour detrimental to competitiveness and competition;


### 19. stresses the importance of smart parking management , as it offers significant potential to reduce emissions , avoid congestion and save time; calls for the use of smart parking mobile apps to be enhanced in order to facilitate access to parking spaces and park-and-ride facilities , and to increase their availability and the range of payment methods; ### 19. stresses the importance of smart parking management , particularly for park and rides , as it offers significant potential to reduce emissions , avoid congestion and save time; calls for the use of smart parking mobile apps to be enhanced in order to facilitate access to parking spaces and park-and-ride facilities , and to increase their availability and the range of payment methods;


### 20. notes with concern that urban vehicle access regulations (uvars) are leading to further fragmentation of the single european transport area , while also going against the principles of the single market; highlights in this regard the importance of smart solutions better informing drivers about their compliance with certain rules; ### 20. notes with concern that urban vehicle access regulations (uvars) are leading to further fragmentation of the single european transport area , while also going against the principles of the single market; highlights in this regard the importance of smart solutions better informing drivers about their compliance with certain rules , without penalising those on lower incomes by forcing them to adopt electronic and fuel systems that cost so much that transport becomes inefficient or mobility itself impossible;


### (3) the european green deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the eu by 2050 , and sets out a new growth strategy that aims to transform the union into a fair and prosperous society , with a modern , resource-efficient and competitive economy , where economic growth is decoupled from resource use. it also aims to protect , conserve and enhance the union's natural capital , and protect the health and well-being of citizens from environment-related risks and impacts. at the same time , this transition affects women and men differently and has a particular impact on some disadvantaged groups , such as older people , persons with disabilities and persons with a minority racial or ethnic background. it must therefore be ensured that the transition is just and inclusive , leaving no one behind. ### (3) the european green deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the eu by 2050. the european green deal is an unwieldy project that threatens the ability of the member states to attend to their own affairs , penalises industry in the european union and reduces the purchasing power of citizens.


### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the zero-emission fleet wide target. zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway. ### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of low-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards low-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the low-emission fleet wide target. low-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , provided that a margin increase in energy demand is not met by an increased consumption of fossil fuels , considering that batteries and fuel cells are just energy carriers. well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway.


### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the zero-emission fleet wide target. zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway. ### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero- and low-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the zero-emission fleet wide target. zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway.


### (10) against that background , new strengthened co2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the union market and to stimulate innovation in zero-emission technologies in a cost-efficient way. ### (10) against that background , new strengthened co2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero- and low-emission vehicles on the union market and to stimulate innovation in zero- and low-emission technologies in a cost-efficient way.


### (10) against that background , new strengthened co2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the union market and to stimulate innovation in zero-emission technologies in a cost-efficient way. ### (10) against that background , new strengthened co2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. those targets should be set at a level that will deliver a strong signal to accelerate the uptake of low-emission vehicles on the union market and to stimulate innovation in low-emission technologies in a cost-efficient way.


### (11) the targets in the revised co2 performance standards should be accompanied by a european strategy to address the challenges posed by the scale-up of the manufacturing of zero-emission vehicles and associated technologies , as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities. where appropriate , financial support should be considered at the level of the eu and member states to crowd in private investment , including via the european social fund plus , the just transition fund , the innovation fund , the recovery and resilience facility and other instruments of the multiannual financial framework and the next generation eu , in line with state aid rules. the revised environmental and energy state aid rules will enable member states to support business to decarbonize their production processes and adopt greener technologies in the context of the new industrial strategy. ### (11) the targets in the revised co2 performance standards should be accompanied by a european strategy to address the challenges posed by the scale-up of the manufacturing of zero- and low-emission vehicles and associated technologies , as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities. where appropriate , financial support should be considered at the level of the eu and member states to crowd in private investment , including via the european social fund plus , the just transition fund , the innovation fund , the recovery and resilience facility and other instruments of the multiannual financial framework and the next generation eu , in line with state aid rules. the revised environmental and energy state aid rules will enable member states to support business to decarbonize their production processes and adopt greener technologies in the context of the new industrial strategy.


### (12) the updated new industrial strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry , public authorities , social partners and other stakeholders. in this context , a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. the pathway should take particular heed of smes in the automotive supply chain , of the consultation of social partners including by member states , and also build on the european skills agenda with initiatives like the pact for skills to mobilise the private sector and other stakeholders to up-skill and re-skill europe’s workforce in view of the green and digital transitions. the appropriate actions and incentives at european and national level to boost the affordability of zero emission vehicles should also be addressed in the pathway. the progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the commission , looking inter alia at the progress in the deployment of zero-emission vehicles , their price developments , deployment of alternative fuels development and infrastructure roll-out as required under the alternative fuels infrastructure regulation , the potential of innovative technologies to reach climate neutral mobility , international competitiveness , investments in the automotive value chain , up-skilling and re-skilling of workers and reconversion of activities. the progress report will also build on the two-year progress reports that member states submit under the alternative fuels infrastructure regulation. the commission should consult social partners in the preparation of the progress report , including the results in the social dialogue. innovations in the automotive supply chain are continuing. innovative technologies such as the production of electro-fuels with air capture , if further developed , could offer prospects for affordable climate neutral mobility. the commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report. ### (12) the updated new industrial strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry , public authorities , social partners and other stakeholders. in this context , a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. the pathway should take particular heed of smes in the automotive supply chain , of the consultation of social partners including by member states , and also build on the european skills agenda with initiatives like the pact for skills to mobilise the private sector and other stakeholders to up-skill and re-skill europe’s workforce in view of the green and digital transitions. the appropriate actions and incentives at european and national level to boost the affordability of zero- and low-emission vehicles should also be addressed in the pathway. the progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the commission , looking inter alia at the progress in the deployment of zero- and low-emission vehicles , their price developments , deployment of alternative fuels development and infrastructure roll-out as required under the alternative fuels infrastructure regulation , the potential of innovative technologies to reach climate neutral mobility , international competitiveness , investments in the automotive value chain , up-skilling and re-skilling of workers and reconversion of activities. the progress report will also build on the two-year progress reports that member states submit under the alternative fuels infrastructure regulation. the commission should consult social partners in the preparation of the progress report , including the results in the social dialogue. innovations in the automotive supply chain are continuing. innovative technologies such as the production of electro-fuels with air capture , if further developed , could offer prospects for affordable climate neutral mobility. the commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report. the commission should also recognise that , with the technical progress in construction of ever more advanced zero- and low-emission car engines , the methodology used for calculating the greenhouse gas emissions of new passenger cars and new light commercial vehicles is no longer relevant inasmuch as it does not take into account all the emissions occurring during the whole life-cycle of a vehicle. the methodology should be therefore reassessed in the progress report.


### (12) the updated new industrial strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry , public authorities , social partners and other stakeholders. in this context , a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. the pathway should take particular heed of smes in the automotive supply chain , of the consultation of social partners including by member states , and also build on the european skills agenda with initiatives like the pact for skills to mobilise the private sector and other stakeholders to up-skill and re-skill europe’s workforce in view of the green and digital transitions. the appropriate actions and incentives at european and national level to boost the affordability of zero emission vehicles should also be addressed in the pathway. the progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the commission , looking inter alia at the progress in the deployment of zero-emission vehicles , their price developments , deployment of alternative fuels development and infrastructure roll-out as required under the alternative fuels infrastructure regulation , the potential of innovative technologies to reach climate neutral mobility , international competitiveness , investments in the automotive value chain , up-skilling and re-skilling of workers and reconversion of activities. the progress report will also build on the two-year progress reports that member states submit under the alternative fuels infrastructure regulation. the commission should consult social partners in the preparation of the progress report , including the results in the social dialogue. innovations in the automotive supply chain are continuing. innovative technologies such as the production of electro-fuels with air capture , if further developed , could offer prospects for affordable climate neutral mobility. the commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report. ### (12) the updated new industrial strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry , public authorities , social partners and other stakeholders. in this context , a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. the pathway should take particular heed of smes in the automotive supply chain , of the consultation of social partners including by member states , and also build on the european skills agenda with initiatives like the pact for skills to mobilise the private sector and other stakeholders to up-skill and re-skill europe’s workforce in view of the green and digital transitions. the appropriate actions and incentives at european and national level to boost the affordability of low-emission vehicles should also be addressed in the pathway. the progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the commission , looking inter alia at the progress in the deployment of low-emission vehicles , their price developments , deployment of alternative fuels development and infrastructure roll-out as required under the alternative fuels infrastructure regulation , the potential of innovative technologies to reach climate neutral mobility , international competitiveness , investments in the automotive value chain , up-skilling and re-skilling of workers and reconversion of activities. the progress report will also build on the two-year progress reports that member states submit under the alternative fuels infrastructure regulation. the commission should consult social partners in the preparation of the progress report , including the results in the social dialogue. innovations in the automotive supply chain are continuing. innovative technologies such as the production of electro-fuels with air capture , if further developed , could offer prospects for affordable climate neutral mobility. the commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report.


### (13) those eu fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in directive 2014/94/eu of the european parliament and of the council27 . ### (13) those eu fleet-wide targets will be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in directive 2014/94/eu27 and its successor regulation , as well as by ambitious new measures to improve the management of end-of-life vehicles (elvs) and remove the most polluting end-of-life vehicles from eu roads via the forthcoming commission proposal for the review of directive2000/53/ec28a.


### (13) those eu fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in directive 2014/94/eu of the european parliament and of the council27 . ### (13) those eu fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in directive 2014/94/eu of the european parliament and of the council27 , which still remains too sparse throughout the union to allow to achieve the objective of the european green deal , i. e. one million charging points by 2025. without the necessary recharging and refuelling infrastructure the green transition of the road transport would not be possible , nor would regulation (eu) 2019/631 be successful in producing the desired results.


### (14) manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission vehicles in a cost-efficient manner , and it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps. ### (14) manufacturers should be provided with sufficient certainty and flexibility in adapting their fleets over time in order to manage the transition towards zero-emission vehicles in a cost-efficient manner. the progressively more ambitious emission reduction targets have increased compliance costs for manufacturers , and it is therefore essential now more than ever to maintain the approach of decreasing target levels in five-year steps.


### (14) manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission vehicles in a cost-efficient manner , and it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps. ### (14) manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero- and low-emission vehicles in a cost-efficient manner. the approach of decreasing target levels in five-year steps should be therefore perceived as an expression of high political ambitions but not without risk , knowing that passenger cars are produced and designed in at least five-year cycles , and light commercial vehicles even longer. frequent changes of key requirements may have a significant negative impact on employment and vehicle production costs , in particular for smes in the automotive supply chain as they have lower technical potential and a smaller budget for changing their production model , and thus reduce the availability of new vehicles for final consumers.


### (14) manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission vehicles in a cost-efficient manner , and it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps. ### (14) manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards low-emission vehicles in a cost-efficient manner , and it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps.


### (15) with the stricter eu fleet-wide targets from 2030 onwards , manufacturers will have to deploy significantly more zero-emission vehicles on the union market. in that context , the incentive mechanism for zero- and low-emission vehicles (‘zlev’) would no longer serve its original purpose and would risk undermining the effectiveness of regulation (eu) 2019/631. the zlev incentive mechanism should therefore be removed as of 2030. before that date and therefore throughout this decade , the incentive mechanism for zlev will continue to support the deployment of vehicles with emissions from zero up to 50 g co2/km , including battery electric vehicles , fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. after that date , plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meet. ### (15) with the stricter eu fleet-wide targets from 2030 onwards , manufacturers will have to deploy significantly more zero-emission vehicles on the union market. in that context , the incentive mechanism for zero- and low-emission vehicles (‘zlev’) would , in most cases , no longer serve its original purpose. the zlev incentive mechanism should therefore be removed as of 2030 , except for the member states with a share of zlev in their fleet lower than the union average in 2029 , where the incentive mechanism for zlev will continue to support those member states in their gradual transition towards zero emission road mobility. phasing out of the incentives should closely correlate with the level of development of the zlev market. full termination of public support to this kind of technologies should be allowed only when perfect substitutability between electric cars and conventional fuel vehicles is achieved , in particular as the cost parity of both modes of transport is concerned. before 2030 , and , in the aforementioned exceptional case , beyond it , the incentive mechanism for zlev will therefore continue to support the deployment of vehicles with emissions from zero up to 50 g co2/km , including battery electric vehicles , fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. after that date , plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meet.


### (17) the emission reduction effort required to achieve the eu fleet-wide targets is distributed amongst manufacturers by using a limit value curve based on the average mass of the eu fleet of new vehicles and of the manufacturer’s new vehicle fleet. while it is appropriate to maintain this mechanism , it is necessary to prevent that with the stricter eu fleet-wide targets , the specific emission target for a manufacturer would become negative. for that reason , it is necessary to clarify that where such a result occurs , the specific emission target should be set to 0 g co2/km. ### deleted


### (21) in view of the increased overall greenhouse gas emissions reduction objectives and to avoid potential market distorting effects , the reduction requirements for all manufacturers present in the union market should be aligned , except for those responsible for less than 1 000 new vehicles registered in a calendar year. consequently , the possibility for manufacturers responsible for between 1 000 and 10 000 passenger cars or between 1 000 and 22 000 light commercial vehicles newly registered in a calendar year to apply for a derogation from their specific emission targets should cease from 2030 onwards. ### deleted


### (21) in view of the increased overall greenhouse gas emissions reduction objectives and to avoid potential market distorting effects , the reduction requirements for all manufacturers present in the union market should be aligned , except for those responsible for less than 1 000 new vehicles registered in a calendar year. consequently , the possibility for manufacturers responsible for between 1 000 and 10 000 passenger cars or between 1 000 and 22 000 light commercial vehicles newly registered in a calendar year to apply for a derogation from their specific emission targets should cease from 2030 onwards. ### (21) in view of the increased overall greenhouse gas emissions reduction objectives and to avoid potential market distorting effects , the reduction requirements for all manufacturers present in the union market should be aligned. consequently , the possibility for manufacturers responsible for fewer than 10 000 passenger cars or fewer than 22 000 light commercial vehicles newly registered in a calendar year to apply for a derogation from their specific emission targets should cease from 2030 onwards.


### for the average emissions of the new passenger car fleet , an eu fleet-wide target equal to a 15 % reduction of the target in 2021determined in accordance with point 6.1.1 of part a of annex i; ### "(a) for the average emissions of the new passenger car fleet , an eu fleet-wide target equal to a 15 % reduction of the target in 2021determined in accordance with point 6.1.1 of part a of annex i as set out in regulation (eu) 2019/631;"


### the following paragraph 5a is inserted: ### deleted


### 5a. from 1 january 2035 , the following eu fleet-wide targets shall apply: ### deleted


### for the average emissions of the new passenger car fleet , an eu fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with part a , point 6.1.3 , of annex i; ### deleted


### for the average emissions of the new passenger car fleet , an eu fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with part a , point 6.1.3 , of annex i; ### for the average emissions of the new passenger car fleet , an eu fleet-wide target equal to a 90 % reduction of the target in 2021 determined in accordance with part a , point 6.1.3 , of annex i;


### for the average emissions of the new light commercial vehicles fleet , an eu fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with part b , point 6.1.3 , of annex i. ### deleted


### for the average emissions of the new light commercial vehicles fleet , an eu fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with part b , point 6.1.3 , of annex i. ### for the average emissions of the new light commercial vehicles fleet , an eu fleet-wide target equal to a 90 % reduction of the target in 2021 determined in accordance with part b , point 6.1.3 , of annex i.


### paragraph 7 is deleted; ### paragraph 7 is amended as follows:


### (6) in article 10(2) , the first sentence is replaced by the following: ### deleted


### ‘a derogation applied for under paragraph 1 may be granted from the specific emission targets applicable until and including calendar year 2029.’; ### ‘a derogation applied for under paragraph 1 may be granted from the specific emission targets applicable until and including calendar year 2034.’;


### in the reporting , the commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. this includes the deployment of zero- and low-emission vehicles , progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the alternative fuels infrastructure regulation , the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility , impact on consumers , progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.; ### in the reporting , the commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. this includes the deployment of zero- and low-emission vehicles , progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the alternative fuels infrastructure regulation , the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility , impact of the possible extension of ets to the road transport sector , impact on member states greenhouse gas emission and air quality targets , annual purchases of new zero- and low-emission vehicles as well as second-hand vehicles for different european emission standards (euro) per member state , impact on consumers , progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;


### by 31 december 2025 , and every two years thereafter , the commission shall report on the progress towards zero emission road mobility. the report shall in particular monitor and assess the need for possible additional measures to facilitate the transition , including through financial means. ### by 31 december 2025 , and every two years thereafter , the commission shall report on the progress towards zero emission road mobility. the report shall in particular monitor and assess the need for possible additional measures to facilitate the transition , including through financial means. it shall also reassess the methodology used for calculating the greenhouse gas emissions of new passenger cars and new light commercial vehicles.


### in the reporting , the commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. this includes the deployment of zero- and low-emission vehicles , progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the alternative fuels infrastructure regulation , the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility , impact on consumers , progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility. ### in the reporting , the commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. this includes the deployment of zero- and low-emission vehicles , progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the alternative fuels infrastructure regulation , the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility , impact of possible extension of ets to road transport sector , impact on member states ghg and air quality targets , annual purchases of new zero- and low-emission vehicles as well as second-hand vehicles for different european emission standards (euro) per member state , impact on consumers , progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.


### 1. the commission shall , in 2028 , review the effectiveness and impact of this regulation , building on the two yearly reporting , and submit a report to the european parliament and to the council with the result of the review. ### 1. the commission shall , by 2028 , comprehensively review the effectiveness and impact of this regulation , building on the two yearly reporting , and submit a report to the european parliament and to the council with the result of the review.


### 1. the commission shall , in 2028 , review the effectiveness and impact of this regulation , building on the two yearly reporting , and submit a report to the european parliament and to the council with the result of the review. ### 1. the commission shall , in 2028 at the latest , thoroughly review the effectiveness and impact of this regulation , building on the two yearly reporting , and submit a report to the european parliament and to the council with the result of the review.


### 1. the commission shall , in 2028 , review the effectiveness and impact of this regulation , building on the two yearly reporting , and submit a report to the european parliament and to the council with the result of the review. ### 1. the commission shall , by 2028 , comprehensively review the effectiveness and impact of this regulation , and submit a report to the european parliament and to the council with the result of the review.


### paragraphs 2 to 5 are deleted , ### paragraph 2 is replaced by the following:


### eu fleet-wide targets for 2025 onwards’ , ### eu fleet-wide targets for 2025 and 2030’ ,


### eu fleet-wide targets for 2025 onwards ### eu fleet-wide targets for 2025 and 2030


### in point 6.1.2 , the heading is replaced by the following: ### deleted


### eu fleet-wide target for 2030 to 2034 ### deleted


### eu fleet-wide target for 2030 to 2034 ### eu fleet-wide target for 2025 and 2030


### the following point 6.1.3 is added: ### deleted


### 6.1.3. eu fleet-wide target for 2035 onwards ### deleted


### 6.1.3. eu fleet-wide target for 2035 onwards ### 6.1.3. eu fleet-wide target for 2035 to 2039


### [...] ### deleted


### 6.3.1 specific emissions targets for 2025 to 2029: ### deleted


### 6.3.2 specific emissions targets for 2030 to 2034 ### deleted


### 6.3.2 specific emissions targets for 2030 to 2034 ### 6.3.2 specific emissions targets for 2030 onwards


### 6.3.3 specific emissions targets for 2035 onwards ### deleted


### for new passenger cars registered in member states with a share of zero- and low-emission vehicles in their fleet below 60% of the union average in the year 2017 and with less than 1 000 new zero- and low-emission vehicles registered in the year 2017* , zlevspecific shall , until and including 2029 , be calculated in accordance with the following formula: ### for new passenger cars registered in member states with a share of zero- and low-emission vehicles in their fleet below 60% of the union average in the year 2017 , zlevspecific shall , until and including 2029 , be calculated in accordance with the following formula:


### the eu fleet-wide targets for 2025 onwards ### the eu fleet-wide targets for 2025 and 2030


### in point 6.1.2 the heading is replaced by the following: ### deleted


### 6.1.3. the eu fleet-wide targets for 2035 onwards ### deleted


### point 6.2.2 is replaced by the following: ### deleted


### point 6.2.2 is replaced by the following: ### point 6.2.2 is replaced by the following:


### the following point 6.2.3 is added: ### deleted


### 6.2.3. specific emissions reference targets for 2035 onwards ### deleted


### 6.2.3. specific emissions reference targets for 2035 onwards ### 6.2.3. specific emissions reference targets for 2035 to 2039


### a2035 ,h is ### a2021 is as defined in point 6.2.1


### point 6.3.2 is replaced by the following: ### deleted


### 6.3.2. specific emissions targets for 2030 to 2034 ### ‘6.3.2 specific emissions targets for 2030 onwards specific emissions target = (specific emissions reference target – eu fleet-wide target2030correction) .zlev factor where: specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.2; eu fleet-wide target2030correction = (øtarget – eu fleet-widetarget2021) · (1- reduction factor2030) øtarget is the average , weighted on the number of new light commercial vehicles of each individual manufacturer , of all the specific emissions reference targets determined in accordance with point 6.2.1 , by 31 october 2024 and every second year thereafter , the figures øtarget for new light commercial vehicles in the preceding two calendar years starting with 2022 and 2023. the new respective øtarget shall apply from 1 january of the calendar year following the date of the adjustment; zlev factor is (1 + y – x) ,unless this sum is larger than 1 ,05 or lower than 1 ,0 in which case the zlev factor shall be set to 1 ,05 or 1 ,0 , as the case may be; where: y is the share of zero- and low- emission vehicles in the manufacturer's fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles , where each of them is counted as zlev specific in accordance with the following formula , divided by the total number of new passenger cars registered in the relevant calendar year: zlev specific = 1 – (specific emissions of co2/50) x is 50%’


### 6.3.2. specific emissions targets for 2030 to 2034 ### 6.3.2. specific emissions targets for 2030 onwards


### where: ### where:


### the following point 6.3.3 is added: ### deleted


### 6.3.3. specific emissions targets for 2035 onwards ### deleted


### (2) tackling climate and environmental-related challenges and reaching the objectives of the paris agreement are at the core of the communication on the “european green deal” , adopted by the commission on 11 december 201923. the necessity and value of the european green deal have only grown in light of the very severe effects of the covid-19 pandemic on the health and economic well-being of the union’s citizens. ### (2) tackling climate and environmental-related challenges and reaching the objectives of the paris agreement are at the core of the communication on the “european green deal” , adopted by the commission on 11 december 201923.


### [...] ### deleted


### (4) the growing need to make better use of data in making transport chains more sustainable , efficient and resilient , calls for enhanced coordination of the its framework with other initiatives aimed at harmonising and facilitating data sharing in the mobility , transport and logistics sectors with a multimodal perspective37 . ### (4) the growing need to make better use of data in making transport chains more sustainable , efficient and resilient , calls for enhanced coordination of the its framework with other initiatives aimed at harmonising and facilitating data sharing in the mobility , transport and logistics sectors with a multimodal perspective 37 , while taking into consideration rules on data protection and privacy.


### (7) in the context of the implementation of commission delegated regulations39 supplementing directive 2010/40/eu , member states have established national access points40 (naps). the naps organise the access to and reuse of transport related data to help support the provision of eu-wide interoperable travel and traffic its services to end users. these naps are an important component of the common european mobility data space under the european strategy for data41 and should be relied upon in particular as regards the accessibility of data. ### (7) in the context of the implementation of commission delegated regulations39 supplementing directive 2010/40/eu , member states have established national access points40 (naps). the naps organise the access to and reuse of transport related data to help support the provision of eu-wide interoperable travel and traffic its services to end users. this transport related data should be available in machine-readable format , where possible. these naps are an important component of the common european mobility data space under the european strategy for data41 and should be relied upon in particular as regards the accessibility of data.


### (8) to ensure a coordinated and effective deployment of its within the union as a whole , specifications including , where appropriate , standards , laying down further detailed provisions and procedures should be introduced , in addition to already adopted specifications. before adopting any additional or revised specifications , the commission should assess their compliance with certain defined principles set out in annex ii. priority should be given in the first instance to the four main areas of its development and deployment. during further implementation of its the existing its infrastructure deployed by a particular member state should be taken into account in terms of technological progress and financial efforts made. if appropriate , it should be ensured , in particular for c-its , that requirements for its systems neither impose nor discriminate in favour of the use of a particular type of technology. ### (8) to ensure a coordinated and effective deployment of its within the union as a whole , specifications including , where appropriate , standards , laying down further detailed provisions and procedures should be introduced , in addition to already adopted specifications. before adopting any additional or revised specifications , the commission should assess their compliance with certain defined principles set out in annex ii. priority should be given in the first instance to the four main areas of its development and deployment. during further implementation of its the existing its infrastructure deployed by a particular member state should be taken into account in terms of technological progress and financial efforts made. it should be ensured , in particular for c-its , that requirements for its systems neither impose nor discriminate in favour of the use of a particular type of technology.


### (10) the specifications should foster innovation. the increased availability of data should for example lead to the development of new its services , and vice-versa innovation should identify the needs for future specifications. the european partnership on cooperative , connected and automated mobility under horizon europe should support the development and testing of the next wave of c-its services , helping the integration of highly automated vehicles in new multimodal mobility services. ### (10) the specifications should foster innovation. the increased availability of data should for example lead to the development of new its services , and vice-versa innovation should identify the needs for future specifications. the commission should take into account the risk of interference with personal data as well as the costs and human resources required to make this data available , especially in a machine-readable format. it should also deploy these services with a sufficient level of quality in order to ensure that these costs and resources , both incurred by public and private actors , are kept to a minimum. the european partnership on cooperative , connected and automated mobility under horizon europe should support the development and testing of the next wave of c-its services , helping the integration of highly automated vehicles in new multimodal mobility services.


### (14) the increased integration of its and advanced driver assistance systems , or vehicle and infrastructure systems in general , implies that such systems will rely more and more on the information they supply to each other. that is particularly the case for c-its. such reliance will increase with higher levels of automation. these higher levels of automation are expected to make use of communication between vehicles and infrastructure to orchestrate manoeuvres and smoothen traffic flows , contributing also to more sustainable transport. compromising the integrity of its services could thus have a severe impact on road safety , for example when the wrong speed limit is communicated or a vehicle makes an emergency stop due to a non-existing danger. in order to ensure uniform conditions for the implementation of this directive , implementing powers should be conferred on the commission in emergency situations where the integrity of its services is compromised , to adopt countermeasures to address the causes and the consequences of that situation. those measures should be taken as quickly as possible and be immediately applicable. those powers should be exercised in accordance with regulation (eu) no 182/2011 of the european parliament and of the council48 . in consideration of the need to ensure continuity of transport , it is appropriate to apply the prolongation of the validity of such measure beyond six months making use of the possibility provided under article 8(2) of regulation (eu) no 182/2011. such countermeasures should end as soon as an alternative solution is implemented or the emergency situation has been resolved. ### (14) the increased integration of its and advanced driver assistance systems , or vehicle and infrastructure systems in general , implies that such systems will rely more and more on the information they supply to each other. that is particularly the case for c-its. such reliance will increase with higher levels of automation. these higher levels of automation are expected to make use of communication between vehicles and infrastructure to orchestrate manoeuvres and smoothen traffic flows , contributing also to more sustainable transport. compromising the integrity of its services could thus have a severe impact on road safety , for example when the wrong speed limit is communicated or a vehicle makes an emergency stop due to a non-existing danger. in order to ensure uniform conditions for the implementation of this directive , implementing powers should be conferred on the commission in an unforeseen emergency situation arising from the availability or integrity of its services being compromised , where such a situation is likely to compromise the safe and proper functioning of the union transport system or has an adverse effect on road safety , and only where it cannot be expected that applying incident response mechanism or modifying specifications will ensure a timely and effective response , having a severe and immediate direct impact on road safety , cyber security or the availability and integrity of its services , to adopt countermeasures to address the causes and the consequences of that situation. those measures should be taken as quickly as possible and be immediately applicable. those powers should be exercised in accordance with regulation (eu) no 182/2011 of the european parliament and of the council48. in consideration of the need to ensure continuity of transport , it is appropriate to apply the prolongation of the validity of such measure beyond six months making use of the possibility provided under article 8(2) of regulation (eu) no 182/2011. such countermeasures should end as soon as an alternative solution is implemented or the emergency situation has been resolved and no later than 6 months after the start of the unforeseen emergency situation.


### (16) where they involve the processing of personal data , the specifications to be developed under this directive should take the requirements of regulation (eu) 2016/679 and directive 2002/58/ec into account. in particular , whenever it is possible to equally achieve the purposes pursued using anonymous instead of personal data , anonymisation as one of the techniques for enhancing individuals’ privacy should be encouraged , in line with the principle of data protection by design. ### (16) where they involve the processing of personal data , the specifications to be developed under this directive should take the requirements of regulation (eu) 2016/679 and directive 2002/58/ec into account. in particular , whenever it is possible to equally achieve the purposes pursued using anonymous and pseudonymous instead of personal data , anonymisation and pseudonymisation as techniques for enhancing individuals’ privacy should be encouraged , in line with the principle of data protection by design.


### (20) for its applications and services for which accurate and guaranteed timing and positioning services are required , satellite-based infrastructures or any technology providing an equivalent level of precisions should be used. synergies between the union transport and space sectors should be exploited to foster the broader use of new technologies , which respond to the need of accurate and guaranteed timing and positioning services. the union space programme established under regulation (eu) 2021/696 of the european parliament and of the council57 provides high-quality , up-to-date and secure space-related data , information and services through the galileo , the european geostationary navigation overlay service (egnos) , and copernicus systems. ### (20) for its applications and services for which accurate and guaranteed timing and positioning services are required , satellite-based infrastructures or any technology providing an equivalent level of precisions should be used. synergies between the union transport and space sectors should be exploited to foster the broader use of new technologies , which respond to the need of accurate and guaranteed timing and positioning services. the union space programme established under regulation (eu) 2021/696 of the european parliament and of the council57 provides high-quality , up-to-date and secure space-related data , information and services.


### (21) the provision of secured and reliable timing and positioning services is an essential element of the effective operation of its applications and services. therefore , it is appropriate to ensure their compatibility with the authentication mechanism provided by the galileo programme , in order to mitigate global navigation satellite systems (‘gnss’) signal spoofing attacks. ### (21) the provision of secured and reliable timing and positioning services is an essential element of the effective operation of its applications and services.


### 2a. this directive provides for the availability of data and deployment of its services within the priority areas referred to in article 2 with a specific geographical coverage as specified in annexes iii and iv.; ### 2a. this directive provides for the availability of data and deployment of its services within the priority areas referred to in article 2 as specified in annexes iii and iv.


### (23) “accessibility of the data” means a possibility to request and obtain data in a digital machine-readable format via national access points; ### (23) “accessibility of the data” means a possibility to request and obtain data in a digital machine-readable format via national access points when available;


### availability of data ### availability of data and deployment of its services


### member states shall ensure that for each data type listed in annex iii , data is available for the geographical coverage relative to such data type as early as possible and no later than the respective date set out in that annex. ### 1. member states shall ensure that for each data type listed in annex iii , where the underlying information already exists , data is available for the geographical coverage relative to such data type as early as possible and no later than the respective date set out in the implementing acts referred to in paragraph 3. member states shall ensure the accessibility of that data on the naps by the same date.


### member states shall ensure the accessibility of that data on the national access points by the same date. ### 2. member states shall ensure that the its services specified in annex iv are deployed for the geographical coverage and no later than the respective date set out in the implementing acts referred to in paragraph 3.


### article 6b ### deleted


### deployment of its services ### deleted


### member states shall ensure that the its services specified in annex iv are deployed for the geographical coverage set out in that annex by the date specified therein.; ### deleted


### 1b. following a cost-benefit analysis taking due account of market developments and technology evolution and an impact assessment including appropriate consultations , the commission is empowered to adopt delegated acts in accordance with article 12 to amend the list of its services in annex iv , including the date of implementation and the geographical coverage for each its service. those amendments shall be consistent with the list of its services set out in the latest working programme adopted in accordance with article 17(5).’; ### 1b. following a cost-benefit analysis and an impact assessment including appropriate consultations , taking due account of market developments and technology evolution and an impact assessment including appropriate consultations , the commission is empowered to adopt delegated acts in accordance with article 12 to amend the list of its services in annex iv , including the date of implementation and the geographical coverage for each its service. those amendments shall be consistent with the list of its services set out in the latest working programme adopted in accordance with article 17(5).’;


### in the event of an emergency situation having a severe direct impact on road safety , cyber security or the availability and integrity of its services , and which may compromise the safe and proper functioning of the union transport system , in order to remedy that situation the commission may adopt immediately applicable implementing acts suspending or establishing obligations within the scope of the priority areas set under article 2. those implementing acts shall be adopted in accordance with the procedure referred to in article 15(3). they shall be strictly limited to addressing the causes and consequences of such emergency situations.’; ### in the event of an unforeseen emergency situation arising from the availability or integrity of its services , which are the subject of specifications adopted in accordance with article 6 , being compromised , where such a situation is likely to compromise the safe and proper functioning of the union transport system or has an adverse effect on road safety , and only where it cannot be expected that applying incident response mechanism or modifying specifications , in accordance with article 6 , will ensure a timely and effective response , having a severe and immediate direct impact on road safety , cyber security or the availability and integrity of its services , and which may compromise the safe and proper functioning of the union transport system , in order to remedy that situation the commission may adopt , in consultation with its service providers , applicable implementing acts , suspending or establishing obligations within the scope of the priority areas set under article 2. those implementing acts shall be adopted in accordance with the procedure referred to in article 15(3). such countermeasures shall be strictly limited to addressing the causes and direct consequences of such an emergency situation and shall end as soon as an alternative solution is implemented or the emergency situation has been resolved , no later than 6 months after the start of the unforeseen emergency situation.’;


### where specifications adopted pursuant to article 6 concern the processing of traffic , travel or road data that are personal data as defined in article 4 , point (1) of regulation (eu) 2016/679* , they shall lay down the categories of those data and provide for appropriate personal data protection safeguards pursuant to regulation (eu) 2016/679 and directive 2002/58/ec. where appropriate , the use of anonymous data shall be encouraged. ### where specifications adopted pursuant to article 6 concern the processing of traffic , travel or road data that are personal data as defined in article 4 , point (1) of regulation (eu) 2016/679* , they shall lay down the categories of those data and provide for appropriate personal data protection safeguards pursuant to regulation (eu) 2016/679 and directive 2002/58/ec. where appropriate , the use of anonymous data or the pseudonymisation shall be encouraged.


### 1.1.4. the timely updating of multimodal travel information , including information related to booking and purchasing of transport services , by the its service providers. ### 1.1.4. the timely updating of multimodal travel information , including information related to booking and where relevant purchasing of transport services , by the its service providers.


### the definition of the necessary measures to provide its based information and reservation services for safe and secure parking places for trucks and commercial vehicles , in particular in service and rest areas on roads , based on: ### the definition of the necessary measures to provide its based information and , where relevant , reservation services for safe and secure parking places for trucks and commercial vehicles , in particular in service and rest areas on roads , based on:


### ensure , where appropriate , the capability for its systems to work with existing systems that share a common purpose , without hindering the development of new technologies and while supporting , where relevant , the complementarity with or transition to new technologies; ### ensure , where appropriate , the capability for its systems to be interoperable at service-level with existing systems that deliver a common purpose , without hindering the development of new technologies and where relevant , the transition to new technologies;


### ensure the compatibility of its applications and services , which rely on timing or positioning , with at least the navigation services provided by the galileo , including open service navigation message authentication , when such service becomes available , and the european geostationary navigation overlay service (‘egnos’) systems. where appropriate , ensure that its applications and services relying on earth observation data use copernicus data , information or services. other data and services may additionally be used in addition to copernicus data; ### ensure the compatibility of its applications and services , which rely on timing or positioning of navigation services. where appropriate , ensure that its applications and services relying on earth observation data use copernicus data , information or services. other data and services may additionally be used in addition to copernicus data;


### c. whereas the union budget for 2022 should play a key role in the economic recovery of the union paying special attention to those sectors , heavily feminised , that have been essential during the pandemic or have been severely affected by the subsequent economic crisis; ### c. whereas the union budget for 2022 should play a key role in the economic recovery of the union , paying close attention to those heavily feminised sectors that have been essential during the pandemic or have been severely affected by the subsequent economic crisis;


### 1. believes that the economic crisis triggered by the covid-19 pandemic should not adversely affect investments of a social , educational and cultural nature; therefore , increases the allocations of erasmus+ and the european solidarity corps programme to better support the recovery , in particular by ‘greening’ those programmes; underlines that particular attention should be paid to ensure good outreach to vulnerable people , whose exclusion has been worsened by the pandemic; ### 1. believes that the economic crisis triggered by the covid-19 pandemic should not adversely affect investments of educational and cultural nature; therefore , increases the allocations of erasmus+ and the european solidarity corps programme to better support the recovery; underlines that particular attention should be paid to ensure good outreach to vulnerable people , whose exclusion has been worsened by the pandemic;


### 1. reaffirms its strong request to implement gender mainstreaming and gender budgeting throughout the budgetary procedure; ### deleted


### 1. welcomes the draft budget for 2022 as the first general budget with full implementation of the mff agreement , with the highest share of climate-relevant eu expenditure to date and a significant contribution to the eu’s digital transition; considers that the budget should fully align with the updated new industrial strategy; stresses that 2022 should be a year for boosting a rapid recovery for a resilient europe; ### 1. welcomes the draft budget for 2022 as the first general budget with full implementation of the mff agreement , with the highest share of climate-relevant eu expenditure to date and a significant contribution to the eu’s digital transition; considers that the budget should fully align with the updated new industrial strategy and adequately alleviate the effects of the economic downturn; stresses that 2022 should be a year for boosting a rapid recovery for a resilient europe;


### 1. draws attention to the fact that the covid pandemic is dealing a heavy blow to developing countries , with already poor and vulnerable people taking the hardest hits and progress towards sustainable development goals in many cases being replaced by regress; ### 1. draws attention to the fact that the covid pandemic is dealing a heavy blow to developing countries , with already poor and vulnerable people taking the hardest hits and progress towards sustainable development goals in many cases being replaced by regress; underlines the need to continue supporting developing countries in terms of access to covid-19 vaccines; stresses that this is key to saving life , building human capital and stimulating economic recovery in such countries; considers that the current crisis is exacerbating inequalities throughout the world and that without access to vaccines , the gulf will become even wider;


### 1. highlights the importance of transitional common agricultural policy (cap) measures to bridge the gap to the new legal basis for a strong contribution to the european green deal; points at the possible strong repercussions of the negotiated compromises on the budget structure; welcomes the reinforcement of the european agricultural fund for rural development (eafrd) by eur 5 ,7 billion from next generation eu (ngeu) in 2022; highlights that ngeu support is not only essential to the recovery of farmers and rural areas from the impact of the pandemic , but also crucial to the union’s ambitious environmental targets; ### 1. highlights the importance of transitional common agricultural policy (cap) measures to bridge the gap to the new legal basis in order to safeguard the legal framework for funding and ensure the economic stability of european farms; points at the possible strong repercussions of the negotiated compromises on the budget structure; welcomes the reinforcement of the european agricultural fund for rural development (eafrd) by eur 5 ,7 billion from next generation eu (ngeu) in 2022; highlights that ngeu support is not only essential to the recovery of farmers and rural areas from the impact of the pandemic , but also crucial to the union’s ambitious environmental targets; supports , furthermore , the implementation of the objectives of the long-term vision for the development of rural areas in the first phase of its implementation;


### 1. highlights the importance of transitional common agricultural policy (cap) measures to bridge the gap to the new legal basis for a strong contribution to the european green deal; points at the possible strong repercussions of the negotiated compromises on the budget structure; welcomes the reinforcement of the european agricultural fund for rural development (eafrd) by eur 5 ,7 billion from next generation eu (ngeu) in 2022; highlights that ngeu support is not only essential to the recovery of farmers and rural areas from the impact of the pandemic , but also crucial to the union’s ambitious environmental targets; ### 1. highlights the importance of transitional common agricultural policy (cap) measures to give legal certainty to the agricultural sector and to bridge the gap to the new legal basis for a strong contribution to the european green deal; points at the possible strong repercussions of the negotiated compromises on the budget structure; welcomes the reinforcement of the european agricultural fund for rural development (eafrd) by eur 5 ,7 billion from next generation eu (ngeu) in 2022; highlights that support for local actors is not only essential to the recovery of farmers and rural areas from the impact of the pandemic , but also crucial to the union’s ambitious environmental targets;


### 2. highlights that the budget should help create quality employment , reduce poverty and increase upward social convergence in a time of unprecedented crisis following the covid-19 pandemic; stresses that the crisis has exacerbated existing social and economic inequalities and has worsened the living and working conditions of many workers and their families; insists on the need to tackle territorial and regional disparities; ### 2. highlights that the budget should help create quality employment , reduce poverty and increase upward social convergence in a time of unprecedented crisis following the covid-19 pandemic; stresses that the crisis has exacerbated existing social and economic inequalities and has worsened the living and working conditions of many workers and their families; insists on the need to tackle territorial and regional disparities , as the cohesion policy must remain one of the priorities in the post-covid recovery;