### 12. welcomes the commission’s proposal for a reinforced approach to ten-t urban nodes as being necessary to address missing links and poor connections that remain a major challenge; highlights , in particular , the need to reinforce seamless connectivity between rural , peri-urban and urban areas , with an interoperable infrastructure backbone of sustainable modes of transport , such as rail and inland waterways; ### 12. welcomes the commission’s proposal for a reinforced approach to ten-t urban nodes as being necessary to address missing links and poor connections that remain a major challenge; highlights , in particular , the need to reinforce seamless connectivity between rural , peri-urban and urban areas , allowing effective and accessible commuting without the need of a private car , with an interoperable infrastructure backbone of sustainable modes of transport , such as rail , public transport and inland waterways , in combination with active mobility; considers in this regard that the eurovelo network should be better integrated into the ten-t in order so as not to obstruct the connectivity of the cycling network;


### 13. considers that border cities should have the capacity to provide efficient and seamless cross-border daily transport while addressing missing links and bottlenecks , and ensuring better and more sustainable connectivity between european capitals and major cities; highlights , in this regard , that high-speed train services should be better deployed; ### 13. considers that border cities should have the capacity to provide efficient and seamless cross-border daily transport while addressing missing links and bottlenecks , particularly in terms or rail infrastructure and services; and ensuring better and more sustainable connectivity between european capitals and major cities; highlights , in this regard , that high-speed train and night train services should be better deployed; stresses that one of the main competitive advantages of rail compared to aviation is that it can provide a link between city centres; urges in this regard all the concerned authorities to remove any existing barriers and accomplish this central connection in european cities where this is not yet the case;


### 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 , even more so in light of rising costs due to the energy crisis provoked by the war in ukraine , as well as other non-financial support instruments; calls , in this regard , for a mix of sufficient public national and european funding , including the involvement of the european investment bank , and the swift implementation of the relevant existing eu programmes and projects , allowing an increase in the funding available , including direct allocation to local authorities where possible , while paying particular attention to the needs of smaller cities and towns; further calls for ambitious urban mobility financing beyond the 2021-2027 multiannual financial framework;


### 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 and to duly contribute to climate neutrality through zero-emissions solutions to city freight transport , including rail , commercial cargo bikes and inland waterways , with the use of new distribution models , dynamic routing and multimodal connections; stresses the importance of decarbonising urban logistics , by means of zero-emissions vehicles and particularly adapted electric cargo-bike solutions; welcomes existing initiatives in eu cities that restrict the circulation of heavy goods vehicles in urban areas at certain peak times;


### 16. calls on the member states to ensure the availability of recharging and alternative fuels refuelling infrastructure , pursuant to the alternative fuels infrastructure regulation; invites the member states to collaborate with the commission to create incentives for individuals and businesses to take up zero- and low-carbon modes of transport; ### 16. calls on the member states to ensure the availability of recharging and alternative fuels refuelling infrastructure , pursuant to the alternative fuels infrastructure regulation , in cooperation with local and regional authorities; invites the member states to collaborate with the commission to create incentives for individuals and businesses to take up zero-emission modes of transport;


### 17. highlights that ai and digitalisation improve efficiency , safety and affordability , and decrease greenhouse gas emissions; ### 17. highlights that digitalisation can improve efficiency , safety and affordability , and decrease greenhouse gas emissions; stresses that available technology allows for seamless multimodal integration , including single-ticketing , provided that scheduling and real-time date is properly shared by the different operators;


### 18. calls for the further development and implementation of ‘mobility as a service’ (maas) across europe; ### 18. calls for the further development and implementation of ‘mobility as a service’ (maas) across europe , further incorporating the zero-emissions ambition as a core objective therein , and retaining public transport as its backbone;


### 19. stresses the importance of smart parking management , as it offers significant potential to reduce emissions , avoid congestion and save time; calls for the use of smart parking mobile apps to be enhanced in order to facilitate access to parking spaces and park-and-ride facilities , and to increase their availability and the range of payment methods; ### 19. stresses the importance of deploying park-and-ride and kiss-and-ride drop-off intermodal exchange nodes at the external city accesses with associated fare benefits for regular users , as they offer significant potential to reduce emissions , avoid congestion and save time; calls for the use of smart parking mobile apps to be enhanced in order to facilitate access to parking spaces and park-and-ride facilities , and to increase their availability and the range of payment methods;


### 20. notes with concern that urban vehicle access regulations (uvars) are leading to further fragmentation of the single european transport area , while also going against the principles of the single market; highlights in this regard the importance of smart solutions better informing drivers about their compliance with certain rules; ### 20. welcomes that urban vehicle access regulations (uvars) are becoming mainstream in european cities , as they are a crucial tool in helping urban areas address the negative externalities of road transport , particularly in reducing congestion , emissions and air pollution; highlights that the court of justice recognized that uvars do not create obstacles to the single market1a and considers that they should be promoted in order to improve liveability in cities and foster modal shift , as they make active modes and public transport more attractive and competitive; highlights in this regard the importance of low emission zones in improving air quality and the need to consistently enforce compliance with those rules;


### 22. urges the development of an appropriate legal and policy framework for the use of ai in smart mobility and transport; ### 22. urges the development of an appropriate legal and policy framework for the use of ai in sustainable and smart mobility and transport; stresses that digital solutions must be introduced in an inclusive and participatory way to achieve accessible transport for all user groups , and considers that while they may help improve public transport and user experience , they must neither replace staff and in-person services for users nor result in different levels of service for users based on digital skills and access to technology;


### (1) the paris agreement , adopted in december 2015 under the united nations framework convention on climate change (unfccc) entered into force in november 2016 (’the paris agreement’). its parties have agreed to hold the increase in the global average temperature well below 2 °c above pre-industrial levels and to pursue efforts to limit the temperature increase to 1 ,5 °c above pre-industrial levels. ### (1) the paris agreement , adopted in december 2015 under the united nations framework convention on climate change (unfccc) entered into force in november 2016 (’the paris agreement’). its parties have agreed to hold the increase in the global average temperature well below 2 °c above pre-industrial levels and to pursue efforts to limit the temperature increase to 1 ,5 °c above pre-industrial levels. by adopting the glasgow climate pact in november 2021 , its parties recognised that keeping the increase in the global average temperature to 1 ,5°c above pre-industrial levels would significantly reduce the risks and impacts of climate change , and committed to strengthen their 2030 targets by the end of 2022 in order to accelerate climate action in this critical decade and to close the ambition gap with the 1 ,5°c target.


### (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 8th environmental action programme sets out the objective of accelerating the green transition to a climate-neutral , sustainable , nontoxic , resource-efficient , renewable energy-based , resilient and competitive circular economy in a just , equitable and inclusive way and at protecting , restoring and improving the state of the environment , supporting and building upon the set of measures and initiatives announced under the european green deal. 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 , 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 8th environmental action programme sets out the objective of accelerating the green transition to a climate-neutral , sustainable , nontoxic , resource-efficient , renewable energy-based , resilient and competitive circular economy in a just , equitable and inclusive way and of protecting , restoring and improving the state of the environment , supporting and building upon the set of measures and initiatives announced under the european green deal. 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.


### (4) the union committed to reducing the union’s economy-wide net greenhouse gas emissions by at least 55% by 2030 below 1990 levels in the updated nationally determined contribution submitted to the unfccc secretariat on 17 december 2020. ### deleted


### (5) in regulation (eu) [--] of the european parliament and of the council24 the union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. that regulation also establishes a binding union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55% below 1990 levels by 2030. ### (5) in regulation (eu) 2021/1119 of the european parliament and of the council24 the union has enshrined the target of economy-wide climate neutrality by 2050 at the latest and of achieving negative emissions thereafter in legislation. that regulation also establishes increased the eu 2030 intermediate climate target to at least 55% net ghg emissions reduction below 1990 levels by 2030.


### (5) in regulation (eu) [--] of the european parliament and of the council24 the union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. that regulation also establishes a binding union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55% below 1990 levels by 2030. ### (5) in regulation (eu) 2021/1119 of the european parliament and of the council24 the union has enshrined the target of economy-wide climate neutrality by 2050 at the latest and of achieving negative emissions thereafter in legislation. that regulation also increased the intermediate union climate target to at least 55% net ghg emissions reduction below 1990 levels by 2030.


### (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 emission reductions , in particular the road transport sector which is the only sector that has seen a constant rise in ghg emissions since 1990 , and which represents more than 70% of the eu total transport emissions.


### (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 emission reductions , in particular the road transport sector. transport is the only sector that has seen a constant rise in ghg emissions since 1990 , and which represents more than 70% of the eu total transport emissions.


### (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 rapid , deep and sustained reduction in net greenhouse gas emissions in this decade in line with our international commitments under the paris agreement , 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. with an average lifetime of about 15 years , it is necessary to ensure that all new passenger cars and light commercial vehicles put on the union market as of 2030 be fully zero-emissions. setting an end date for the sale of new vehicles equipped with combustion engines is the only way of ensuring that the entire eu car fleet is fully zero-emissions before 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. ### (8) in order to achieve a rapid , deep and sustained reduction in net greenhouse gas emissions in this decade in line with international commitments under the paris agreement , 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. with an average lifetime of about 15 years , it is necessary to ensure that all new passenger cars and light commercial vehicles put on the union market as of 2030 be fully zero-emissions. setting an end date for the sale of new vehicles equipped with combustion engines is the only way of ensuring that the entire union car fleet can become fully zero-emissions before 2050. in parallel , it is of utmost importance that complementary union legislation , such as the renewable energy directive , ensures a swift deployment of renewable energy so that the union car fleet is powered by additional renewable electricity. without ambitious action on greenhouse gas emission reductions and on renewable energy deployment in road transport , higher emission reductions would be needed in other sectors , including sectors where decarbonisation is more challenging.


### (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 will lead to 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.


### (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 and annual co2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2025 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.


### (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 in full transparency and in consultation with all stakeholders , in particular affected workers , to accelerate a socially just transition towards zero-emission , energy- and resource-efficient mobility. the pathway should take particular heed of smes in the automotive supply chain , of the consultation of social partners including by member states , of the need to promote the uptake of higher shares of circular and decarbonized basic and critical materials , 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 sustainability and 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 modal shift of european transport , in the deployment of zero-emission vehicles , their price developments , and their energy efficiency , progress in the roll-out of public and private recharging infrastructure , as required under the alternative fuels infrastructure regulation , the energy performance of buildings directive and the renewable energy directive , the potential of innovative technologies to reach climate neutral mobility , reductions in the level of embedded emissions in ghg-intensive materials , and steps taken to improve material circularity of these materials , international competitiveness , investments in the automotive value chain , up-skilling and re-skilling of workers and reconversion of activities , especially in regions with a high percentage of jobs related to the automotive value chain. the progress report will also build on annual reporting of the eu environmental agency on the progress of the transport sector towards its environmental and climate objectives , and the progress reports that member states submit under the alternative fuels infrastructure regulation. the commission should consult social and environmental 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 for the mobility ecosystem should be science-based , developed in full transparency and in consultation with all stakeholders , in particular affected workers , to accelerate a socially just transition towards zero-emission , energy- and resource-efficient mobility. the pathway should take particular heed of smes in the automotive supply chain , of the consultation of social partners including by member states , of the need to promote the uptake of higher shares of circular and decarbonized basic and critical raw materials , of improving synergies with the electricity sector , 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 sustainability and affordability of zero emission vehicles should also be addressed in the pathway. the progress made on this comprehensive transition pathway should be monitored every year as part of a progress report to be submitted by the commission , looking inter alia at the progress in the modal shift in european transport , in the deployment of zero-emission vehicles , their price developments and their energy and resource consumption , progress in the roll-out of public and private recharging infrastructure as required under the alternative fuels infrastructure regulation , the energy performance of buildings directive , and incentivised also by the renewable energy directive , international competitiveness , investments in the automotive value chain , use of union funding for the up-skilling and re-skilling of workers and the reconversion of activities , especially in regions with a high percentage of jobs related to the automotive value chain , reductions in the level of embedded emissions in ghg-intensive materials , and steps taken to improve material circularity. the progress report will also build on annual reporting of the union environmental agency on the progress of the transport sector towards its environmental and climate objectives , and the progress reports that member states submit under the alternative fuels infrastructure regulation. the commission should consult social and environmental partners in the preparation of the progress report , including the results in the social dialogue


### (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 both public and private recharging and refuelling infrastructure as set out in directive 2014/94/eu of the european parliament and of the council27 and of directive 2010/31/eu of the parliament and of the council1a.


### (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 publicly accessible recharging infrastructure and of ambitious targets for the deployment of private charging points in buildings to be set out respectively in the revisions of the directive 2014/94/eu of the european parliament and of the council27 and of the directive 2010/31/eu of the parliament and of the council27a .


### (14) manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission vehicles in a cost-efficient manner , and it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps. ### (14) manufacturers should be provided with sufficient certainty 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 set annual targets up until the full phase-out of new vehicles equipped with internal combustion engines by 2030.


### (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 clarity in order to manage the transition towards zero-emission vehicles in a cost-efficient manner , and it is therefore appropriate to set annual targets from 2025 up until the full phase-out of new vehicles equipped with combustion engines by 2030.


### (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 annual eu fleet-wide targets from 2025 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 2025.


### (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 stricter annual eu fleet-wide targets from 2025 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 2025.


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


### (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. ### (21) in view of achieving the eu climate-neutrality objective by 2050 at the latest , and to avoid potential market distorting effects , the reduction requirements for all manufacturers present in the union market should be subject to emissions reduction requirements.


### (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 achieving the union climate-neutrality objective by 2050 at the latest , and to avoid potential market distorting effects , the reduction requirements for all manufacturers present in the union market should be subject to emissions reduction requirements


### (22) in order to ensure legal clarity and consistency with current practice , it is appropriate to clarify that the adjustments of the m0 and tm0 values should be done by way of amendments to annex i to regulation (eu) 2019/631 instead of providing for an act supplementing that regulation. ### deleted


### (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 the full phase-out of new vehicles equipped with combustion engines by 2030 should be reviewed in 2026 and in 2028


### (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 the full phase-out of new vehicles equipped with combustion engines by 2030 should be reviewed in 2026 and in 2028.


### (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) revenues from the excess emission premiums should constitute external assigned revenues in accordance with article 21(5) of the financial regulation , and shall be allocated to the social climate fund established by regulation (eu) …/… [social climate fund regulation].


### (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) revenues from the excess emission premiums should constitute external assigned revenues in accordance with article 21(5) of the financial regulation , and shall be allocated to the social climate fund established by regulation (eu) …/… [social climate fund regulation]..


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


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


### 5a. from 1 january 2035 , the following eu fleet-wide targets shall apply: ### 5a. from 1 january 2030 , the following eu fleet-wide targets shall apply:


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


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


### points (b) to (g) and points (i) and (n) are deleted; ### points (b) to (g) and points (i) (m) and (n) are deleted;


### points (b) to (g) and points (i) and (n) are deleted; ### points (b) to (g) and points (i) , (m) and (n) are 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


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


### ‘article 11 ### deleted


### article 11 ### 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 there after , the commission shall report on the progress towards zero emission road mobility , including progress made with regards to the decarbonisation of the vehicles fleet of private companies as referred to in article 14aa(2). the report shall in particular monitor and assess the need for possible additional measures to accelerate that transition in a socially inclusive way , 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 the eu's climate intermediary targets and the climate neutrality objective by 2050 at the latest set out under regulation (eu) 2021/1119. this includes accelerating the modal shift , progress in the deployment of zero-emission vehicles , in their affordability and in their energy efficiency , progress in achieving the targets for the roll-out of public and private recharging infrastructure as required under the alternative fuels infrastructure regulation and the energy performance of buildings directive , progress in deploying additional renewable electricity capacities to ensure the growth in sales of zero-emission vehicles does not lead to displacing emissions , use of eu and member states funding and fiscal incentives to support consumers , workers and communities , in particular low-income households , 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 year thereafter , the commission shall report on the progress towards zero emission road mobility , including progress made with regards to the decarbonisation of the vehicles fleet of private companies as referred to in article 14aa(2). the report shall in particular monitor and assess the need for possible additional measures to accelerate that transition in a socially inclusive way , 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. ### by 31 december 2023 , 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 , promoting and ensuring participation in programmes of upskilling and reskilling to address the social impacts of the transition on households and workers.


### 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 and delivering a just transition for workers and communities impacted. this includes the deployment of zero- and low-emission vehicles , granular mapping of the employment impacts , particularly at regional level , 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 and the promotion of anticipation of change agreements , 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 year thereafter , the commission shall report on the progress towards zero emission road mobility , including progress made with regards to the decarbonisation of the vehicles fleet of private companies as referred to in article 14b(2). the report shall in particular monitor and assess the need for possible additional measures to accelerate that transition in a socially inclusive way , 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 the union's climate intermediary targets and the climate neutrality objective by 2050 at the latest set out under regulation (eu) 2021/1119. this includes accelerating the modal shift , progress in the deployment of zero-emission vehicles , in their affordability and in their energy efficiency , progress in achieving the targets for the roll-out of public and private recharging infrastructure as required under the alternative fuels infrastructure regulation , the energy performance of buildings directive and incentivised under the renewable energy directive , progress in deploying additional renewable electricity capacity proportional to the growth in sales of zero-emission vehicles as to ensure that emissions are not simply displaced , use of union and member states funding and fiscal incentives to support consumers , workers and communities , in particular low-income households , progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.


### 1. the commission shall , in 2028 , review the effectiveness and impact of this regulation , building on the two yearly reporting , and submit a report to the european parliament and to the council with the result of the review. ### 1. the commission shall , in 2027 , review the effectiveness and impact of this regulation , building on the yearly reporting , and submit a report to the european parliament and to the council with the result of the review.


### 1. the commission shall , in 2028 , review the effectiveness and impact of this regulation , building on the two yearly reporting , and submit a report to the european parliament and to the council with the result of the review. ### 1. the commission shall , in 2026 , review the effectiveness and impact of this regulation , building on the yearly reporting , and submit a report to the european parliament and to the council with the result of the review.


### 5. for a manufacturer that has been granted a derogation with regard to a specific nedc based emissions target in 2021 , the wltp based derogation target shall be calculated as follows: ### deleted;


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


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


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


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


### 6.1.3. eu fleet-wide target for 2035 onwards ### 6.1.3. eu fleet-wide target for 2030 onwards


### eu fleet-wide target2035 = eu fleet-wide target2021– reduction factor2035) ### eu fleet-wide target2030 = eu fleet-wide target2021– reduction factor2030)


### reduction factor2035 is as defined in article 1(5a) , point (a). ### reduction factor2030 is as defined in article 1(5a) , point (a).


### eu fleet-wide target2035 = eu fleet-wide target2021 (1– reduction factor2035) ### eu fleet-wide target2030 = eu fleet-wide target2021 (1– reduction factor2030)


### in point 6.2 the heading is replaced by the following: ### point 6.2 is deleted.


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


### specific emissions target = specific emissions reference target · zlev factor ### specific emissions target = eu fleet-wide target2025


### specific emissions reference target is the specific emissions reference target of co2 determined in accordance with point 6.2.1; ### eu fleet-wide target2025 is determined in accordance with point 6.1.1;


### zlev factor is (1 + y – x) , unless this sum is larger than 1 ,05 or lower than 1 ,0 in which case the zlev factor shall be set to 1 ,05 or 1 ,0 , as the case may be; ### deleted


### where: ### deleted


### 6.3.2 specific emissions targets for 2030 to 2034 ### 6.3.2 specific emissions targets for 2029


### specific emissions target = eu fleet-wide target2030 + a2030 · (tm-tm0) ### specific emissions target = eu fleet-wide target2029


### eu fleet-wide target2030 is as determined in accordance with point 6.1.2; ### eu fleet-wide target2029 is as determined in accordance with point 6.1.2;


### a2030 is ### deleted


### where , ### deleted


### a2021 is as defined in point 6.2.1 ### deleted


### average emissions2021 is as defined in point 6.2.1 ### deleted


### tm is as defined in point 6.2.1 ### deleted


### tm0 is as defined in point 6.2.1 ### deleted


### specific emissions target = eu fleet-wide target2035 + a2035 · (tm-tm0) ### specific emissions target = eu fleet-wide target2030


### eu fleet-wide target2035 is as determined in accordance with point 6.1.3; ### eu fleet-wide target2030 is as determined in accordance with point 6.1.3;


### a2035 is ### deleted


### 6.3.3 specific emissions targets for 2035 onwards ### 6.3.3 specific emissions targets for 2030 onwards


### specific emissions reference target is the specific emissions reference target of co2 determined in accordance with point 6.2.1; ### eu fleet-wide target2025 is determined in accordance with point 6.1.1


### 5. for a manufacturer that has been granted a derogation with regard to a specific nedc based emissions target in 2021 , the wltp based derogation target shall be calculated as follows: ### deleted;


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


### the eu fleet-wide targets for 2030 to 2034 ### deleted


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


### 6.1.3. the eu fleet-wide targets for 2035 onwards ### 6.1.3. the eu fleet-wide targets for 2030 onwards


### eu fleet-wide target2035 = eu fleet-wide target2021– reduction factor2035) ### eu fleet-wide target2030 = eu fleet-wide target2021– reduction factor2030)


### reduction factor2035 is as defined in article 1(5a) , point (b). ### reduction factor2030 is as defined in article 1(5a) , point (b).


### eu fleet-wide target2035 = eu fleet-wide target2021 * (1 – reduction factor2035) ### eu fleet-wide target2030 = eu fleet-wide target2021* (1 – reduction factor2030)


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


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


### point 6.2.2 is replaced by the following: ### point 6.2. is 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 2029


### specific emissions target = specific emissions reference target – (øtargets - eu fleet-wide target2030) ### specific emissions target = eu fleet-wide target2029


### specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.2; ### deleted


### 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; ### deleted


### eu fleet-wide target2030 is as determined in point 6.1.2. ### eu fleet-wide target2029 is as determined in point 6.1.2.


### 6.3.3. specific emissions targets for 2035 onwards ### 6.3.3. specific emissions targets for 2030 onwards


### specific emissions target = specific emissions reference target – (øtargets - eu fleet-wide target2035) ### specific emissions target = eu fleet-wide target2030


### specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.3; ### deleted


### 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 6.2.3; ### deleted


### eu fleet-wide target2035 is as determined in point 6.1.3. ### eu fleet-wide target2030 is as determined in point 6.1.3.


### in point 6.2 the heading is replaced by the following: ### point 6.2 is deleted.


### in point 6.2 the heading is replaced by the following: ### deleted;


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


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


### paragraph 5 is amended as follows: ### paragraph 5 is replaced by the following:


### (8) in order to enable the commission to evaluate and report to the european parliament and the council on the implementation of this directive by [op : please insert a date: ten years from the entry into force of this amending directive] , member states should provide data on every new ro-ro passenger ship that is certified after [op: please insert a date: one year from the entry into force of this amending directive] for regular service in compliance with the stability requirements contained in this directive according to the structure set out in the annex. ### (8) in order to enable the commission to evaluate and report to the european parliament and the council on the implementation of this directive by [op : please insert a date: five years from the entry into force of this amending directive] , member states should provide data on every new ro-ro passenger ship that is certified after [op: please insert a date: one year from the entry into force of this amending directive] for regular service in compliance with the stability requirements contained in this directive according to the structure set out in the annex.


### ‘operator’ means the legal entity or physical person who has assumed the responsibility for the operation of the ship; ### ‘operator’ means the legal entity or physical person who has assumed the responsibility for the operation of the ship and for remuneration , provides scheduled or non-scheduled sea transport services for the carriage of passengers and is entitled to decide on the commercial operations of the ship;


### 2. each member state , in its capacity as port state , shall ensure that ro-ro passenger ships flying the flag of a state which is not a member state comply fully with the requirements of this directive before they may be engaged on voyages in regular service from or to ports of that member state in accordance with directive 2017/2110/ec of the european parliament and of the council20 .; ### 2. each member state , in its capacity as port state , shall ensure that all ro-ro passenger ships comply fully with the requirements of this directive before they may be engaged on voyages in regular service from or to ports of that member state in accordance with directive 2017/2110/ec of the european parliament and of the council20


### specific stability requirements ### specific stability and safety requirements


### 2. each member state acting in its capacity as port state shall recognise certificates issued by another member state in compliance with this directive. ### 2. each member state acting in its capacity as port state shall recognise certificates issued by another member state in compliance with this directive and as long as solas compliance is documented.


### the commission shall evaluate the implementation of this directive and submit the results of the evaluation to the european parliament and the council by [op: please insert a date: ten years from the date of entry into force of this amending directive]. information based on the notifications referred to in article 6(2) shall be made available in anonymised form. ; ### the commission shall evaluate the implementation of this directive and submit the results of the evaluation to the european parliament and the council by [op: please insert a date: five years from the date of entry into force of this amending directive]. information based on the notifications referred to in article 6(2) shall be made available in anonymised form. ;


### (1) the commission’s communication on a sustainable and smart mobility strategy33 identifies the deployment of intelligent transport systems (‘its’) as a key action in achieving connected and automated multimodal mobility , and therefore contributing to the transformation of the european transport system to reach the objective of efficient , safe , sustainable , smart and resilient mobility. this complements the actions announced under the flagship on greening of freight transport to foster multimodal logistics. the strategy also announced for 2022 a revision of the delegated regulation (eu) 2017/1926 on multimodal travel information services to include mandatory accessibility of dynamic datasets , as well as an assessment of the need for regulatory action on rights and duties of multimodal digital service providers together with an initiative on ticketing , including rail ticketing. ### (1) the commission’s communication on a sustainable and smart mobility strategy33 identifies the deployment of intelligent transport systems (‘its’) as a key action in achieving connected and automated multimodal mobility , and therefore contributing to the transformation of the european transport system to reach the objective of efficient , safe , sustainable , smart and resilient mobility. this complements the actions announced under the flagship on greening of freight transport to foster multimodal logistics. the strategy also announced for 2022 a revision of the delegated regulation (eu) 2017/1926 on multimodal travel information services to include mandatory accessibility of dynamic datasets , as well as an assessment of the need for regulatory action on rights and duties of multimodal digital service providers together with an initiative on ticketing , including rail ticketing. this directive should ensure that its applications in the field of road transport enable seamless integration with other modes of transport , such as rail or active mobility , thus facilitating a shift to those modes whenever possible , while avoiding increased use of private car travel due to improved efficiency and accessibility. data from all modes should be available , accessible , interoperable and in machine-readable format.


### (6) in many member states national applications of those systems and services are already being deployed in the road transport sector. however , despite improvements since its adoption in 2010 , the evaluation of directive 2010/40/eu38 found persistent shortcomings leading to remaining fragmented and uncoordinated deployment and lack of geographical continuity of its services throughout the union and at its external borders. ### (6) in many member states national applications of those systems and services are already being deployed in the road transport sector. however , despite improvements since its adoption in 2010 , the evaluation of directive 2010/40/eu38 found persistent shortcomings leading to remaining fragmented and uncoordinated deployment and lack of geographical continuity of its services throughout the union and at its external borders. the development of its should cover the needs of suburban , rural and peripheral areas , by ensuring social and economic inclusion , as life in such areas largely depends on the availability of quality public services and infrastructure and as large gains can be expected from the development of these services and infrastructure in these areas through the deployment of its.


### (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 data. data on naps should be provided at no cost , as open data , including through open and standardised interfaces for the benefit of end users and commercial entities. member states should ensure full compliance with the obligations set out in directive 2010/40/eu and no later than 2024.


### (13) the 2020 study “mapping accessible transport for persons with reduced mobility”47 shows that the lack of sufficient data concerning accessibility features currently prevents reliable journey planning when using accessibility aspects as search variables. to further enhance the accessibility of the transport system and facilitate travel for people with disabilities and people with reduced mobility , multimodal digital mobility services require the availability of data on access nodes and their accessibility features. ### (13) the 2020 study “mapping accessible transport for persons with reduced mobility”47 shows that the lack of sufficient data concerning accessibility features currently prevents reliable journey planning when using accessibility aspects as search variables and that setting minimum requirements and standards for information for persons with disabilities and reduced mobility should be considered as a priority at the european and member state level. to further enhance the accessibility of the transport system and facilitate travel for people with disabilities and people with reduced mobility , multimodal digital mobility services require the availability of data on access nodes and their accessibility features.


### (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. secure communication between vehicles and other entities in the transport system is an essential requirement and should ensure the reliability , accuracy and availability of data , without compromising the need for fair access to data by different stakeholders and end users. compromising the integrity of its services could thus have a severe impact on road safety , for example when the wrong speed limit is communicated or a vehicle makes an emergency stop due to a non-existing danger. in order to ensure uniform conditions for the implementation of this directive , implementing powers should be conferred on the commission in emergency situations where the integrity of its services is compromised , to adopt countermeasures to address the causes and the consequences of that situation. those measures should be taken as quickly as possible and be immediately applicable. those powers should be exercised in accordance with regulation (eu) no 182/2011 of the european parliament and of the council48. in consideration of the need to ensure continuity of transport , it is appropriate to apply the prolongation of the validity of such measure beyond six months making use of the possibility provided under article 8(2) of regulation (eu) no 182/2011. such countermeasures should end as soon as an alternative solution is implemented or the emergency situation has been resolved.


### (14) the increased integration of its and advanced driver assistance systems , or vehicle and infrastructure systems in general , implies that such systems will rely more and more on the information they supply to each other. that is particularly the case for c-its. such reliance will increase with higher levels of automation. these higher levels of automation are expected to make use of communication between vehicles and infrastructure to orchestrate manoeuvres and smoothen traffic flows , contributing also to more sustainable transport. compromising the integrity of its services could thus have a severe impact on road safety , for example when the wrong speed limit is communicated or a vehicle makes an emergency stop due to a non-existing danger. in order to ensure uniform conditions for the implementation of this directive , implementing powers should be conferred on the commission in emergency situations where the integrity of its services is compromised , to adopt countermeasures to address the causes and the consequences of that situation. those measures should be taken as quickly as possible and be immediately applicable. those powers should be exercised in accordance with regulation (eu) no 182/2011 of the european parliament and of the council48 . in consideration of the need to ensure continuity of transport , it is appropriate to apply the prolongation of the validity of such measure beyond six months making use of the possibility provided under article 8(2) of regulation (eu) no 182/2011. such countermeasures should end as soon as an alternative solution is implemented or the emergency situation has been resolved. ### (14) the increased integration of its and advanced driver assistance systems , or vehicle and infrastructure systems in general , implies that such systems will rely more and more on the information they supply to each other. that is particularly the case for c-its. such reliance will increase with higher levels of automation. these higher levels of automation are expected to make use of communication between vehicles and infrastructure to orchestrate manoeuvres and smoothen traffic flows , contributing also to more sustainable transport. compromising the integrity of its services could thus have a severe impact on road safety , for example when the wrong speed limit is communicated or a vehicle makes an emergency stop due to a non-existing danger. in order to ensure uniform conditions for the implementation of this directive , implementing powers should be conferred on the commission in emergency situations where the integrity of its services is compromised in one or more member states or where the integrity of the its services in one or more member states has cross-border implications. the commission should thus adopt countermeasures to address the causes and the consequences of those situations. 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.


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


### (22) member states and other relevant stakeholders , including other commission expert groups and committees dealing with digital aspects of transport , should be consulted in the drawing up of the working programmes adopted by the commission under directive 2010/40/eu. ### (22) member states , the european parliament and other relevant stakeholders , including other commission expert groups and committees dealing with digital aspects of transport , should be consulted in the drawing up of the working programmes adopted by the commission under directive 2010/40/eu.


### (24) in order to achieve the objectives of this directive , the power to adopt acts in accordance with article 290 of the treaty on the functioning of the european union should be delegated to the commission to amend the list of data types for which member states are to ensure the availability of data and to amend the list of its services for which member states are to ensure deployment , for a period of five years starting from the entry into force of this directive. this period should be tacitly extended for periods of the same duration , unless the european parliament or the council oppose such an extension. it is of particular importance that the commission carry out appropriate consultations during its preparatory work , including at expert level and with stakeholders , and that those consultations be conducted in accordance with the principles laid down in the interinstitutional agreement of 13 april 2016 on better law-making59 . in particular , to ensure equal participation in the preparation of delegated acts , the european parliament and the council receive all documents at the same time as member states’ experts , and their experts systematically have access to meetings of commission expert groups dealing with the preparation of delegated acts. ### (24) in order to achieve the objectives of this directive , the power to adopt acts in accordance with article 290 of the treaty on the functioning of the european union should be delegated to the commission to amend the list of data types for which member states are to ensure the availability of data and to amend the list of its services for which member states are to ensure deployment , for a period of five years starting from the entry into force of this directive. this period should be tacitly extended for periods of the same duration , unless the european parliament or the council oppose such an extension. it is of particular importance that the commission carry out appropriate consultations during its preparatory work , including at expert level and with stakeholders representing all types of road users and other parties concerned in an equal manner , and that those consultations be conducted in accordance with the principles laid down in the interinstitutional agreement of 13 april 2016 on better law-making59. in particular , to ensure equal participation in the preparation of delegated acts , the european parliament and the council receive all documents at the same time as member states’ experts , and their experts systematically have access to meetings of commission expert groups dealing with the preparation of delegated acts.


### 1. for the purposes of this directive , the following shall constitute priority areas for the development and use of specifications and standards: ### 1. for the purposes of this directive , the following shall constitute priority areas for the development and use of specifications and standards , to be fulfilled by 2025 at the latest:


### member states shall ensure the accessibility of that data on the national access points by the same date. ### member states shall ensure the accessibility of that data on the national access points by the same date. member states shall make it possible for the general public , end users , including transport operators and persons using different modes of transport , to interpret and understand data on national access points by providing an appropriate , free , open and standardised user interface , that is machine-readable and without prejudice to all relevant union law.


### member states shall ensure that the its services specified in annex iv are deployed for the geographical coverage set out in that annex by the date specified therein.; ### member states shall ensure that the its services specified in annex iv are deployed for the geographical coverage set out in that annex by the date specified therein and without prejudice to relevant union law;


### 1a. following a cost-benefit analysis and an impact assessment including appropriate consultations , the commission is empowered to adopt delegated acts in accordance with article 12 to amend the list of data types in annex iii , including the date of implementation and the geographical coverage for each data type. those amendments shall be consistent with the data categories set out in the latest working programme adopted in accordance with article 17(5). ### 1a. following a cost-benefit analysis and an impact assessment including appropriate consultations , the commission is empowered to adopt delegated acts in accordance with article 12 to amend the list of data types in annex iii , including the date of implementation and the geographical coverage for each data type. those amendments shall be consistent with the data categories set out in the latest working programme adopted in accordance with article 17(5). consultations should be inclusive of representatives of all road users and other groups concerned in an equal manner.


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


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


### 3. following the initial report , member states shall report every 3 years on the progress made in the implementation of this directive and of all delegated acts supplementing this directive , as referred to in paragraph 1. ### 3. following the initial report , member states shall report every 2 years on the progress made in the implementation of this directive and of all delegated acts supplementing this directive , as referred to in paragraph 1.


### 2.1.4. the availability of data and synergies with other initiatives aimed at harmonising and facilitating data sharing67 , as well as supporting multimodality , integration of modes and optimising the modal balance on the european transport network. ### 2.1.4. the availability of data and synergies with other initiatives aimed at harmonising and facilitating data sharing67 , as well as supporting multimodality , integration of modes , optimising the modal balance on the european transport network and maximising the use of the most sustainable transport modes available.


### 2.2.1. the availability and accessibility of existing and accurate road and multimodal travel and traffic data needed for mobility management , to the relevant public authorities without prejudice to data protection requirements; ### 2.2.1. the availability and accessibility , in a standardised format , of existing , accurate and up-to-date road and multimodal travel and traffic data needed for mobility management , to the relevant public authorities without prejudice to data protection requirements;


### the definition of the necessary requirements to support the realisation of its applications for freight transport logistics , in particular the tracking and tracing of freight and other visibility services along its journey and across modes of transport , based on: ### the definition of the necessary requirements to support the realisation of its applications for freight transport logistics , in particular the tracking and tracing of freight and other visibility services along its journey and across modes of transport , and without prejudice to all relevant union law , based on:


### 3.4.1. the definition of the necessary measures to support the safety of road users with respect to their on-board human-machine-interface and the use of nomadic devices to support the driving task and/or the transport operation , as well as the security of the in-vehicle communications which fall outside the scope of regulation (eu) 2018/858 of the european parliament and of the council69 , regulation (eu) no 167/2013 of the european parliament and of the council70 and regulation (eu) no 168/2013 of the european parliament and of the council71 . ### 3.4.1. the definition of the necessary measures to support the safety of road users with respect to their on-board human-machine-interface and the use of nomadic devices , including cell phones , to support the driving task and/or the transport operation , as well as the security of the in-vehicle communications which fall outside the scope of regulation (eu) 2018/858 of the european parliament and of the council69 , regulation (eu) no 167/2013 of the european parliament and of the council70 and regulation (eu) no 168/2013 of the european parliament and of the council71 , . the definitions of the necessary measures shall also recognise the need to ensure mutual acceptance of its messages exchanged between modes of transport , whose its devices and attached sensors have been developed based on different functional safety standards.


### take into account the coordination of various modes of transport , where appropriate , when deploying its; ### take into account the coordination of all modes of transport relevant to this directive , and in particular cycling and walking , when deploying its by ensuring , although not limited to , interoperability of systems , data exchange and applications across modes;


### b. whereas parliament has repeatedly called for sufficient funding for the european institute for gender equality (eige) , for the rights , equality and citizenship programme and for the subsequent citizens , equality , rights and values (cerv) programme and for its daphne strand; ### b. whereas parliament has repeatedly called for sufficient funding for the european institute for gender equality (eige) , for the rights , equality and citizenship (cerv) programme and for ensuring adequate resources to support measures dedicated to prevent and combat gender-based violence covered by the programme;


### 1. stresses that the social and employment related consequences of the covid-19 pandemic demand a strong response for people , families , workers and businesses; highlights in this regard the crucial role the european social fund plus (esf+) , which will be the main driver for strengthening the social dimension of the union and ensuring a socially sustainable recovery , as well as of the european globalisation adjustment fund for displaced workers (egf) and the just transition fund (jtf); ### 1. stresses that the social and employment related consequences of the covid-19 pandemic demand a strong response for all people , all families , including lgbtiq families , workers and all types of employers , including the self-employed; highlights in this regard the crucial role the european social fund plus (esf+) , which will be the main driver for strengthening the social dimension of the union and ensuring a socially and environmentally sustainable and just recovery in line with the european pillar of social rights and the green deal , as well as of the european globalisation adjustment fund for displaced workers (egf) and the just transition fund (jtf);


### 1. finds the proposed reduction in the budget of the european union agency for fundamental rights (fra) by 0 ,5 % very disappointing; calls instead for a budgetary increase of eur 27 ,1 million and for the addition of two temporary agents and two contractual agents to function group iv in the establishment plan to allow fra to continue to operate effectively; ### 1. is extremely concerned about the proposed reduction in the budget of the european union agency for fundamental rights (fra) by 0 ,5 %; calls instead for a budgetary increase of eur 29 ,6 million in order to effectively implement the new mandate and the projects that respond to identified needs , as well as to compensate the considerable extra efforts required to monitor the impact of fundamental rights during the covid-19 pandemic; deplores the fact that the budget for fra has barely increased in the last years , and underlines that this can affect the quality of work that the agency provides , which has proved to be extremely valuable for the union policy; further calls for the addition of ten temporary agents and five contractual agents to function group iv in the establishment plan; highlights that without adequate financial and staff resources , fra will not be able to carry out all the tasks assigned to it and fully implement its new mandate;


### 1. calls for the 2022 budget to contribute to the fulfilment of the priorities outlined in the european semester; ### 1. calls for the 2022 budget to contribute to the fulfilment of the key priorities of the green and digital transition as outlined in the recovery and resilience facility and reflected in the european semester;


### 1. welcomes the draft budget for 2022 as the first general budget with full implementation of the mff agreement , with the highest share of climate-relevant eu expenditure to date and a significant contribution to the eu’s digital transition; considers that the budget should fully align with the updated new industrial strategy; stresses that 2022 should be a year for boosting a rapid recovery for a resilient europe; ### 1. welcomes the draft budget for 2022 as the first general budget with full implementation of the mff agreement including the relative share of climate-relevant eu expenditure and the contribution to the eu’s digital transition; stresses again that this budget should be fully aligned with the paris agreement and the european green deal , ultimately contributing to achieve the revised 2030 eu climate , energy and environmental targets and the objective of making the eu climate-neutral by 2050 at the latest and , in turn , prompting the updated new industrial strategy; stresses that 2022 should be a year for boosting a rapid recovery for a socially , environmentally and economically resilient europe;


### 1. draws attention to the fact that the covid pandemic is dealing a heavy blow to developing countries , with already poor and vulnerable people taking the hardest hits and progress towards sustainable development goals in many cases being replaced by regress; ### 1. draws attention to the fact that the consequences of a combined health pandemic and a global recession will seriously undermine the capacity of developing countries , notably the least developed countries (ldcs) to achieve the sdgs , with already poor and vulnerable people taking the hardest hits;


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


### 2. [02 03 01] reiterates the crucial role of cef in fostering the development and timely completion of a high performance trans-european network (ten-t) that is sustainable and interconnected across the areas of transport , energy and digital services infrastructure; regrets in that regard the proposed reduction of the cef-transport budget in 2022 compared to 2021 and to the levels observed in the previous multiannual financial framework; ### 2. [02 03 01] reiterates the crucial role of cef in fostering the development and timely completion of a high performance trans-european network (ten-t) that is sustainable and interconnected across the areas of transport , energy and digital services infrastructure; considers that in order to ensure the timely completion of crucial missing links of the ten-t core network within its due date of 2030 , a frontloading of the allocated funding under cef for transport connectivity projects would be desirable; regrets in that regard the proposed reduction of the cef-transport budget in 2022 compared to 2021 and to the levels observed in the previous multiannual financial framework;


### 2. highlights that the budget should help create quality employment , reduce poverty and increase upward social convergence in a time of unprecedented crisis following the covid-19 pandemic; stresses that the crisis has exacerbated existing social and economic inequalities and has worsened the living and working conditions of many workers and their families; insists on the need to tackle territorial and regional disparities; ### 2. highlights that the budget should help preserving and creating quality employment , eradicate poverty and inequality , ensure inclusive equality and increase upward social convergence in a time of unprecedented crisis following the covid-19 pandemic; stresses that the crisis has exacerbated existing social and economic inequalities and has worsened the living and working conditions of many workers and their families , particularly vulnerable groups of workers and those working under precarious employment contracts and arrangements; insists on the need to tackle territorial and regional disparities;


### 2. believes that the union budget must be equipped with the tools to enable it to respond to multiple crises simultaneously; reiterates parliament’s view that the 2022 budget should play a pivotal role in ensuring a positive and tangible impact on citizens’ lives; against this background , supports increases to boost investment with a particular focus on smes , strengthen efforts towards the green and digital transitions , give fresh opportunities to young people in particular , build a strong european health union; reinforces , further , priorities in the fields of security , migration , fundamental rights , while acknowledging the recent deteriorating situation in external policy and humanitarian aid and the need to be able to react swiftly to the upcoming challenges; ### 2. believes that the union budget must be equipped with the tools to enable it to respond to multiple crises simultaneously; reiterates parliament’s view that the 2022 budget should play a pivotal role in ensuring a positive and tangible impact on citizens’ lives; against this background , supports increases to boost investment with a particular focus on smes , strengthen efforts towards the green and digital transitions , give fresh opportunities to young people in particular , build a strong european health union; reinforces , further , priorities in the fields of security , migration , fundamental rights , while acknowledging the recent deteriorating situation in external policy and humanitarian aid and the need to be able to react swiftly to the upcoming challenges; emphasises the leading role that the european union must play in ending the pandemic by financing vaccination through covax in the low income countries;