### 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 financial , fiscal and regulatory support for the use of zero-and low-carbon individual private mobility , complemented by efficient and affordable collective transport services and shared mobility solutions , and other modes of transport that bring various options to the market , in order to boost competition and thereby provide better and more valuable inclusive , affordable , efficient and sustainable 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 and affordable transport to be guaranteed for all; in this regard notes with concern that peri-urban and rural areas , especially sparsely populated territories suffer the shortage of efficient , affordable and connected transport solutions and infrastructure including alternative fuel infrastructure which constrains the socioeconomic perspectives of these areas and their 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 , particularly in regions with a gdp per capita below 75% of the eu average , and further calls for unhindered access to smart , sustainable and affordable transport to be guaranteed for all with a view to protecting the cohesion and coherence of eu transport policies;


### 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 safety-related events or conditions , and also by taking into account users from groups with special needs such as people with disabilities and reduced mobility , persons accompanying children , elderly people , etc.;


### 6. affirms that urban transport should be more accessible; encourages the commission , in this context , to propose guidelines regarding accessibility , safety and security for transport users and particularly for those from groups with special needs; highlights the key role artificial intelligence (ai) and digital solutions can play in this regard; ### 6. affirms that urban transport should be more accessible; encourages the commission , in this context , to propose guidelines regarding accessibility , safety and security for transport users and particularly for those from groups with special needs; highlights the key role artificial intelligence (ai) and digital solutions can play in this regard; in regards to safety highlights active and passive safety features in private vehicles and collective transport vehicles and stresses the importance of availability of mobile network in member states necessary for emergency buttons; recommends implementation of ai and digital technologies into collective transport such as cameras , sos buttons , real time remote identification systems for law enforcements and others. this will have also a positive impact making collective transport secure for currently vulnerable users such as women. regarding accessibility , the ai and digitalisation can drastically contribute by implementing auditory signals in collective transport and infrastructure , deployment of intelligent private vehicles , pre-trip virtualization , safe smart intersection crossing or assistive robots.


### 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 however its concern about 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 closely collaborate with the member states to draw up common minimal road-safety recommendations and requirements on urban road safety , including the safe use of electrically and non-electrically powered personal mobility devices , dedicated trainings , speed and age limits , helmet requirements and other protective equipment , as well as rules on carrying and hauling children , prohibition of driving under the influence of addictive substances. etc.; notes that these requirements shall be seamlessly adapted to the different levels of governance independently from sump planning and implementation and without compromising the principle of subsidiarity; strongly encourages the member states to proceed with the adaptation of their national legislation and to launch information campaigns to increase awareness and education for road safety;


### 8. calls further on the commission to harmonise technical standards and requirements regarding types of micro-mobility transport; ### 8. calls further on the commission to harmonise technical standards and requirements regarding types of micro-mobility transport; calls for the review of the ce marking legislation and its application and/or the possible inclusion into the type approval regulation of these vehicles can provide solutions;


### 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; recommends , in this regard , incorporating active , shared and on-demand mobility and micro-mobility , as well as underdeveloped sustainable transport modes , into sustainable urban mobility plans;


### 10. encourages member states and local authorities to join forces to promote and implement sustainable urban mobility plans , respecting the principle of subsidiarity; ### 10. encourages member states and local authorities to join forces to promote and implement sustainable urban mobility plans , respecting the principle of subsidiarity and hopes that investments will not be split along north-south , urban-rural divides;


### 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 and to change the inclusion criteria for ten-t urban nodes , including nodes and links located in peripheral and outermost areas of the eu , 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 , hilly , mountainous , peri-urban and urban areas , with an interoperable infrastructure backbone of sustainable modes of transport , such as 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 urban mobility financing beyond the 2021-2027 multiannual financial framework and reiterates the need to support and train regional and local authorities in the mechanisms and opportunities offered by the european union;


### 15. supports the integration of the freight dimension into sustainable urban mobility plans in order to accelerate sustainable urban logistics plans and low-emissions solutions to city freight transport , including rail and inland waterways , with the use of new distribution models , dynamic routing and multimodal connections; ### 15. supports the integration of the freight dimension into sustainable urban mobility plans in order to accelerate sustainable urban logistics plans (sulps) and low-emissions solutions to city freight transport , including rail and inland waterways , with the use of new distribution models , dynamic routing and multimodal connections;


### 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 (in urban , peri-urban and rural areas) that takes into account the specificities of all vehicle categories , 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;


### 17. highlights that ai and digitalisation improve efficiency , safety and affordability , and decrease greenhouse gas emissions; ### 17. highlights that artificial intelligence and digitalisation improve efficiency , which decreases greenhouse gas emissions , while at the same time transport becomes safer , more efficient and sustainable , and affordable;


### 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 multimodal digital mobility services (mdms) such as ‘mobility as a service’ (maas) across europe that ensures a level playing field between transport providers; stresses that maas is a vital tool for multimodal hubs integrating all mobility services and parking and thus providing information on the best services available taking into account the cost and duration of travel and allowing single ticketing;


### 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; common european standards and technological solutions will allow for seamless access to all such zones. those standards shall be based on data and allow for the uvars in the zones where is it proven that the emission count is extreme;


### (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 , 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 and vibrant industries that remain world-leaders in their respective segment and global innovation drivers while securing high-paid quality jobs in europe. 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. 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 , 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 , 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 and vibrant industries that remain world-leaders in their respective segment and global innovation drivers while securing high-paid quality jobs in europe. 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. it must be ensured that the transition is just and inclusive , leaving no one behind.


### (6) all sectors of the economy are expected to contribute to achieving those emission reductions , including the road transport sector. ### (6) all sectors of the economy are expected to contribute to achieving those net greenhouse gas emission reductions , including the road transport sector and fuel suppliers.


### (8) in order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 , it is necessary to strengthen the reduction requirements set out in regulation (eu) 2019/631 of the european parliament and of the council25 for both passenger cars and light commercial vehicles. a clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. without ambitious action on greenhouse gas emission reductions in road transport , higher emission reductions would be needed in other sectors , including sectors where decarbonisation is more challenging. ### (8) in order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 , it is necessary to strengthen the reduction requirements set out in regulation (eu) 2019/631 of the european parliament and of the council25 for both passenger cars and light commercial vehicles. without ambitious action on greenhouse gas emission reductions in road transport , higher emission reductions would be needed in other sectors , including sectors where decarbonisation is more challenging.


### (8) in order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 , it is necessary to strengthen the reduction requirements set out in regulation (eu) 2019/631 of the european parliament and of the council25 for both passenger cars and light commercial vehicles. a clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. without ambitious action on greenhouse gas emission reductions in road transport , higher emission reductions would be needed in other sectors , including sectors where decarbonisation is more challenging. ### (8) in order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 , it is necessary to strengthen the reduction requirements set out in regulation (eu) 2019/631 of the european parliament and of the council25 for both passenger cars and light commercial vehicles. a clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. without ambitious action on greenhouse gas emission reductions in road transport , higher emission reductions would be needed in other sectors , including sectors where decarbonisation is more challenging. at the same time , these measures must ensure the competitiveness of the industry concerned and the social acceptance of this transition.


### (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 net zero-emission vehicles and fuels 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 and employment levels in the automotive value chain can be maintained in europe and that mobility remains accessible and affordable for everyone. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards net zero-greenhouse gas emission mobility and fuels solutions. the strengthened co2 emission reduction standards must be technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the emission fleet wide targets. low and zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , depending on their respective full lifecycle emissions and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles and vehicles powered by alternative sustainable biofuels and biogases which 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 net zero-emission vehicles and fuels 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 and employment levels in the automotive value chain can be maintained in europe and that mobility remains accessible and affordable for everyone. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards net zero-greenhouse gas emission mobility and fuel solutions. the strengthened co2 emission reduction standard must be technology neutral in reaching the fleet-wide target that they set. different technologies are and remain available to reach the emission fleet wide target. low and zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , depending on their respective full lifecycle emissions and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles and vehicles powered by alternative fuel which 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 low- and 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 and competitiveness 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 standards are technologically neutral as regards the achievement of the fixed fleet targets , i.e. different technologies remain available to achieve the fleet targets. 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 can also include well-performing plug-in hybrid electric vehicles or vehicles powered by alternative fuels , 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. this target 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-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 , at the same time upholding the principle of technological neutrality but also delivering a strong signal to accelerate the uptake of low- and zero-emission vehicles on the union market and to stimulate innovation in low- and 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-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 , a new strengthened co2emission reduction target should be set for both new passenger cars and new light commercial vehicles for 2030. this target 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.


### (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 target 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 low- and zero-emission vehicles and associated technologies and fuels , as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities , while maintaining automotive employment levels in europe. 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-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 low- and zero-emission vehicles and associated technologies and alternative fuels , 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 social climate fund , the automotive sector support fund , 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-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 target 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 low- and zero-emission vehicles and associated technologies and fuels , as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities while maintaining automotive employment levels in europe. 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-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 low- and 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 low- and 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 yearly 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 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- and 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 low- and 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.


### (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. for this reason , considering the weak and slow implementation of directive 2014/94 of the european parliament and of the council , this proposal should be accompanied by an ambitious proposal for a regulation on alternative fuel infrastructure , providing for ambitious mandatory targets for the deployment of alternative fuel infrastructure throughout the 27 member states.


### (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) the eu fleet-wide targets should be complemented by the necessary roll-out of recharging and refuelling infrastructure. for this reason , considering the weak and slow implementation of directive 2014/94/eu of the european parliament and of the council27 , this regulation should be accompanied by an ambitious proposal for a regulation on alternative fuel infrastructure , providing for ambitious mandatory targets for the deployment of alternative fuel infrastructure throughout the member states.


### (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- and zero-emission vehicles in a cost-efficient manner. the progressively more ambitious emission reduction targets as set in regulation (eu) 2019/631 have increased the costs of compliance for manufacturers. it is therefore of the utmost importance 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 low- and zero-emission vehicles in a cost-efficient manner. the progressively more ambitious emission reduction targets as set out in regulation (eu) 2019/631 have increased the costs of compliance for manufacturers. it is therefore of the utmost importance 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 lower- and 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.


### (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 , manufacturers will have to deploy significantly more low- and zero-emission vehicles on the union market. the incentive mechanism for zlev will continue to support the deployment of vehicles with emissions from zero up to 50 g co2/km.


### (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.


### (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 target for 2030 , manufacturers will have to deploy significantly more low-and zero-emission vehicles on the union market. the incentive mechanism for zlev will continue to support the deployment of vehicles with emissions from zero up to 50 g co2/km.


### (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 low- and zero-emission vehicles on the union market. the incentive mechanism for zero- and low-emission vehicles (zlev) should be maintained until 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. the commission should also review the conditions and characteristics under which plug-in hybrid vehicles can be included in the eu fleet-wide targets from 2035 onwards and should include this in its proposal to amend this regulation in accordance with article 15 – paragraph 1 – subparagraph 2.


### (18) in order to ensure a fair distribution of the reduction effort , the two limit value curves for lighter and heavier light commercial vehicles should be adjusted to reflect the strengthened co2 reduction targets. ### 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.


### (23) the progress made under regulation (eu) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 2026. for this review , all aspects considered in the two yearly reporting should be considered. ### (23) the progress made under regulation (eu) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 2028. for this review , all aspects considered in the yearly reporting should be considered.


### (23) the progress made under regulation (eu) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 2026. for this review , all aspects considered in the two yearly reporting should be considered. ### (23) the progress made under regulation (eu) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 2028. for this review , all aspects considered in the two yearly reporting should be considered.


### (23) the progress made under regulation (eu) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 2026. for this review , all aspects considered in the two yearly reporting should be considered. ### (23) the progress made under regulation (eu) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 2027. for this review , all aspects considered in the annual reporting should be considered.


### (24) the possibility to assign the revenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to article 15(5) of regulation (eu) 2019/631 , with the conclusion that this would significantly increase the administrative burden , while not directly benefit the automotive sector in its transition. revenue from the excess emission premiums is therefore to continue to be considered as revenue for the general budget of the union in accordance with article 8(4) of regulation (eu) 2019/631. ### (24) a structural effect of the transition ultimately to zero-emission vehicles will be significant job losses in the automotive industry , from manufacturers and their suppliers to ancillary maintenance and repair services. efforts to decarbonise road transport should therefore also take into account the likely significant social consequences of this process in order to mitigate and eventually manage this transition. to that end , a dedicated fund should be established , inter alia , to support in particular the training , reskilling , upskilling and further qualification measures of affected workers , in particular in small and medium-sized enterprises. this fund should be financed by the general budget of the union and from income deriving from excess emissions premiums.


### in point (a) , the figure “37 ,5 %” is replaced by ‘55 %’ , ### in point (a) , the figure “37 ,5 %” is replaced by ‘45 %’ ,


### in point (a) , the figure “37 ,5 %” is replaced by ‘55 %’ , ### in point (a) , the figure “37 ,5 %” is replaced by ‘75 %’ ,


### in point (a) , the figure “37 ,5 %” is replaced by ‘55 %’ , ### in point (a) , the figure “37 ,5 %” is replaced by ‘50 %’ ,


### (ii) in point (b) , the figure “31 %” is replaced by ‘50 %’ , ### (ii) in point (b) , the figure “31 %” is replaced by ‘40 %’ ,


### (ii) in point (b) , the figure “31 %” is replaced by ‘50 %’ , ### (ii) in point (b) , the figure “31 %” is replaced by ‘70 %’ ,


### (ii) in point (b) , the figure “31 %” is replaced by ‘50 %’ , ### (ii) in point (b) , the figure “31 %” is replaced by ‘45 %’ ,


### 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; ### for the average emissions of the new passenger car fleet , an eu fleet-wide target equal to a 80 % 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. ### for the average emissions of the new light commercial vehicles fleet , an eu fleet-wide target equal to a 80 % reduction of the target in 2021 determined in accordance with part b , point 6.1.3 , of annex i.


### in paragraph 6 , the words “from 1 january 2025 ,” are replaced by ‘from 1 january 2025 to 31 december 2029 ,’ , ### deleted


### (4) in article 4(1) , the following subparagraph is added: ### deleted


### for the purposes of point (c) , where the specific emission target determined in accordance with part a , point 6.3. , of annex i or part b , point 6.3. , of annex i is negative , the specific emission target shall be 0 g/km.; ### deleted


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


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


### 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 year 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.


### 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 , to be analysed not under a purely tailpipe-emissions-based measurement , but under a holistic life-cycle analysis-based approach to emissions of vehicles , fuel and energy , taking into account also the green-house gas intensity at mineral extraction , production and end-of-life stages , allowing inter alia for the accounting of green steel and recycled materials , as well as the energy mix in the respective member state of circulation , 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;


### 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. ### the amounts of the excess emissions premium shall be considered as revenue assigned to the social climate fund , with the objective to ensure a just transition towards a climate-neutral economy and to moderate any negative employment impact of the transition in the automotive sector and other closely related sectors in all affected member states. smes negatively affected by the transformation of the automotive industry shall receive support for mitigating the effects on their employment and the level of their economic activity.


### 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 allocation of 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. ### by 31 december 2025 , and every two years thereafter , the commission shall report on the progress towards carbon-neutral road mobility. the report shall in particular monitor and assess the need for possible additional measures to facilitate the transition , including through financial means.


### 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 , to be analysed not under a purely tailpipe-emissions-based measurement , but under a holistic life-cycle analysis-based approach to emissions , taking into account also the green-house gas intensity at mineral extraction , production and end-of-life stages , allowing inter alia for the accounting of green steel and recycled materials , as well as the energy mix in the respective member state of circulation , 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 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 increase in the amount of renewable energy used in the transport sector as required by the renewable energy directive , the level of greenhouse gas emissions throughout the supply chain for materials used to manufacture vehicles , 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 carbon-neutral 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 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 on consumers , the benefits of the progress made for public health , the total carbon footprint and the environmental impact of the entire production chain for such passenger cars , including the acquisition of primary raw materials and their overall availability , 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 , to be analysed not under a purely tailpipe-emissions-based measurement , but under a holistic life-cycle analysis-based approach to emissions , taking into account also the green-house gas intensity at mineral extraction , production and end-of-life stages , allowing inter alia for the accounting of green steel and recycled materials , as well as the energy mix in the respective member state of circulation , 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 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.


### 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 low- and zero-emission vehicles , the transition from an approach to emissions which is purely exhaust-emissions-based to one which is holistic and life-cycle-analysis-based , 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;


### the report shall , where appropriate , be accompanied by a proposal for amending this regulation. ### the report shall be accompanied by a proposal for amending this regulation and identifying a clear pathway for further co2 emissions reductions by introducing eu fleet-wide targets for new passenger cars fleet and for new light commercial vehicles fleet from 1 january 2035 and from 1 january 2040 , based on a lca methodology developed by the european commission no later than 31 december 2023.


### (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 2027 , review the effectiveness and impact of this regulation , building on the annual reporting , and submit a report to the european parliament and to the council with the result of the review.


### the report shall , where appropriate , be accompanied by a proposal for amending this regulation. ### the report shall be accompanied by a proposal to amend this regulation , taking into account , in addition to the factors referred to in article 14a – paragraph 2 , the possible allocation of plug-in hybrid vehicles to the fleet targets from 2035 onwards , as well as the union methodology developed in articles 7(10) and 12(3a) , and shall set out a pathway to fully zero-emission road mobility after 2035 on the basis of all related knowledge and experience gained.


### the report shall , where appropriate , be accompanied by a proposal for amending this regulation. ### the report shall , be accompanied by a proposal for amending this regulation and identifying a clear pathway for further co2 emissions reductions by introducing eu fleet-wide targets for new passenger cars fleet and for new light commercial vehicles fleet from 1 january 2035 and from 1 january 2040 , based on a lca methodology developed by the european commission no later than 31 december 2023.


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


### (b ) paragraphs 2 to 5 are deleted ### (b ) paragraphs 3 to 5 are deleted


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


### paragraphs 2 to 5 are deleted , ### paragraphs 3 to 5 are deleted ,


### 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 ,


### 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


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


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


### 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


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


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


### 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


### 6.2.2. specific emissions reference targets for 2030 to 2034 ### deleted


### the following point 6.2.3 is added: ### 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 – (øtargets - eu fleet-wide target2030) ### specific emissions target = (specific emissions reference target – eu fleet-wide target2030correction) zlev factor


### eu fleet-wide target2030 is as determined in point 6.1.2. ### deleted


### specific emissions target = specific emissions reference target – (øtargets - eu fleet-wide target2030) ### specific emissions target = (specific emissions reference target – eu fleet-wide target2030correction)


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


### øtargets is the average , weighted on the number of new light commercial vehicles of each individual manufacturer , of all the specific emission reference targets determined in accordance with point 6.2.2; ### eu fleet-wide target2030correction = (øtarget – eu fleet-widetarget2021) · (1- reduction factor2030)


### specific emissions target = specific emissions reference target – (øtargets - eu fleet-wide target2030) ### specific emissions target = specific emissions reference target – (øtargets - eu fleet-wide target2030)


### øtargets is the average , weighted on the number of new light commercial vehicles of each individual manufacturer , of all the specific emission reference targets determined in accordance with point 6.2.2; ### eu fleet-wide target2030correction = (øtarget – eu fleet-widetarget2021) (1- reduction factor2030)


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


### amendment ### amendment


### (4) in article 4(1) , the following subparagraph is added: ### (4) article 4 is amended as follows:


### (10) article 15 is amended as follows: ### (10) article 15 is amended as follows:


### (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. 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 metadata and 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 , effective and interoperable 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.


### (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. new technologies , in particular c-its , should always be tested under real world conditions in order to ensure reliability prior to deployment. 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 - as a last resort - 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.


### (15) when the deployment and use of its applications and services entail the processing of personal data , such processing should be carried out according to union law on the protection of personal data and privacy , as set out , in particular , in regulation (eu) 2016/679 of the european parliament and of the council49 and in directive 2002/58/ec of the european parliament and of the council50 . ### (15) when the deployment and use of its applications and services entail the processing of personal data , such processing should be strictly carried out according to union law on the protection of personal data and privacy , as set out , in particular , in regulation (eu) 2016/679 of the european parliament and of the council49 and in directive 2002/58/ec of the european parliament and of the council50.