### (26) companies should be responsible for monitoring and reporting the amount and type of energy used on-board by ships in navigation and at berth , as well as other relevant information , such as information on the type of engine on board or presence of wind assisting technologies , with a view to showing compliance with the limit on the greenhouse gas intensity of the energy used on-board by a ship set out by this regulation. to facilitate the fulfilment of these monitoring and reporting obligations and the verification process by the verifiers , similarly to regulation (eu) 2015/757 , companies should document the envisaged monitoring method and provide further details on the application of the rules of this regulation in a monitoring plan. the monitoring plan , as well as its subsequent modifications , if applicable , should be submitted to the verifier. ### (26) companies should be responsible for monitoring and reporting the amount and type of energy used on-board by ships in navigation and at berth , as well as other relevant information , such as information on the type of engine on board or presence of wind assisting technologies , with a view to showing compliance with the limit on the greenhouse gas intensity of the energy used on-board by a ship set out by this regulation. to facilitate the fulfilment of these monitoring and reporting obligations and the verification process by the verifiers , similarly to regulation (eu) 2015/757 , companies should document the envisaged monitoring method and provide further details on the application of the rules of this regulation in a monitoring plan. the monitoring plan , as well as its subsequent modifications , if applicable , should be submitted to the verifier. information regarding ice navigation and other relevant information on ice-classed vessels must be reported in order to apply the specific method laid out in the annexes.


### (27) certification of fuels is essential to achieve the objectives of this regulation and guarantee the environmental integrity of the renewable and low-carbon fuels that are expected to be deployed in the maritime sector. such certification should be undertaken by means of a transparent and non-discriminatory procedure. with a view to facilitating certification and limiting the administrative burden , the certification of biofuels , biogas , renewable fuels of non-biological origin and recycled carbon fuel should rely on the rules established by directive (eu) 2018/2001. this approach of certification should also apply to fuels bunkered outside the union , which should be considered as imported fuels , in a similar way as directive (eu) 2018/2001. when companies intend to depart from the default values provided for by that directive or this new framework , this should only be done when values can be certified by one of the voluntary schemes recognised under directive (eu) 2018/2001 (for well-to-tank values) or by means of laboratory testing or direct emissions measurements (tank-to-wake). ### (27) certification of fuels is essential to achieve the objectives of this regulation and guarantee the environmental integrity of the renewable and low-carbon fuels that are expected to be deployed in the maritime sector. such certification should be undertaken by means of a transparent and non-discriminatory procedure. with a view to facilitating certification and limiting the administrative burden , the certification of biofuels , biogas , renewable fuels of non-biological origin and recycled carbon fuel should rely on the rules established by directive (eu) 2018/2001. this approach of certification should also apply to fuels bunkered outside the union , which should be considered as imported fuels , in a similar way as directive (eu) 2018/2001. when companies intend to depart from the default values provided for by that directive or this new framework , this should only be done when values can be certified by one of the voluntary schemes recognised under directive (eu) 2018/2001 (for well-to-tank values) or by means of laboratory testing or direct emissions measurements (tank-to-wake) for all types of maritime fuels.


### (37) the revenues generated from the payment of penalties should be used to promote the distribution and use of renewable and low-carbon fuels in the maritime sector and help maritime operators to meet their climate and environmental goals. for this purpose these revenues should be allocated to the the innovation fund referred to in article 10a(8) of directive 2003/87/ec. ### (37) the revenues generated from the payment of penalties should be used to promote the distribution and use of renewable and low-carbon fuels in the maritime sector and help maritime operators to meet their climate and environmental goals , including by supporting investments in infrastructure deployment and improvement. for this purpose these revenues should be allocated to the innovation fund referred to in article 10a(8) of directive 2003/87/ec. it should be ensured that this allocation is earmarked for projects in the maritime sector.


### this regulation applies to all ships above a gross tonnage of 5000 , regardless of their flag in respect to: ### this regulation applies to all ships above 400 gross tonnage and above , regardless of their flag in respect to:


### ‘ship at berth’ means ship at berth as defined in article 3 , point (n) of regulation (eu) 2015/757; ### ‘ship at berth’ means a ship which is securely moored at the quayside in a port falling under the jurisdiction of a member state while it is loading , unloading and/or embarking/disembarking passengers or hoteling , including the time spent when not engaged in cargo/passenger operations;


### ‘energy use on-board’ means the amount of energy , expressed in mega joules (mj) , used by a ship for propulsion and for the operation of any on-board equipment , at sea or at berth; ### ‘energy use on-board’ means the amount of energy , expressed in mega joules (mj) , used by a ship for propulsion and for the operation of any on-board equipment , at sea or at berth without the additional energy used due to technical characteristics of a ship having the ice class ia or ia super or an equivalent ice class and the additional energy used by a ship having the ice class ic , ib , ia or ia super or an equivalent ice class due to sailing in ice conditions;


### ‘on-shore power supply’ means the system to supply electricity to ships at berth , at low or high voltage , alternate or direct current , including ship side and shore side installations , when feeding directly the ship main distribution switchboard for powering hotel , service workloads or charging secondary batteries; ### ‘on-shore power supply’ means the system to supply electricity to ships at berth , at low or high voltage , alternate or direct current , including ship side and shore side fixed , floating and mobile installations , when feeding directly the ship main distribution switchboard for powering hotel , service workloads or charging secondary batteries;


### — -2% from 1 january 2025; ### — -4% from 1 january 2025;


### — -6% from 1 january 2030; ### — -13% from 1 january 2030;


### — -13% from 1 january 2035; ### — -26% from 1 january 2035;


### — -26% from 1 january 2040; ### — -59% from 1 january 2040;


### — -59% from 1 january 2045; ### — -75% from 1 january 2045;


### — -75% from 1 january 2050. ### — -100% from 1 january 2050.


### 3. the greenhouse gas intensity of the energy used on-board by a ship shall be calculated as the amount of greenhouse gas emissions per unit of energy according to the methodology specified in annex i. ### 3. the greenhouse gas intensity of the energy used on-board by a ship shall be calculated as the amount of greenhouse gas emissions per unit of energy according to the methodology specified in annex i. the commission is empowered to adopt delegated acts in accordance with article 26 to amend annex i in order to insert references to updated standards for measuring the contribution of substitute sources of energy , to account for the most recent technological , scientific and commercial developments.


### 4. the commission is empowered to adopt delegated acts in accordance with article 26 to amend annex ii in order to include the well-to-wake emission factors related to any new sources of energy or to adapt the existing emission factors to ensure consistency with future international standards or the legislation of the union in the field of energy. ### 4. the commission is empowered to adopt delegated acts in accordance with article 26 to amend annex ii in order to include the well-to-wake emission factors related to any new sources of energy and to update regularly the emission factors of existing sources of energy , to ensure consistency with future international standards or the legislation of the union in the field of energy as well as to account for the most recent technological , scientific and commercial developments.


### 1. from 1 january 2030 , a ship at berth in a port of call under the jurisdiction of a member state shall connect to on-shore power supply and use it for all energy needs while at berth. ### 1. from 1 january 2030 , a ship at berth in a port of call covered by article 9 of regulation [afir] under the jurisdiction of a member state shall connect to on-shore power supply and use it for all energy needs while at berth.


### 6. from 1 january 2035 , the exceptions listed in paragraph 3 , points (d) and (e) , may not be applied to a given ship , in total , more than five times during one reporting year. a port call shall not be counted for the purpose of compliance with this provision where the company demonstrates that it could not have reasonably known that the ship will be unable to connect for reasons referred to in paragraph 3 , points (d) and (e). ### 6. from 1 january 2035 , the exceptions listed in paragraph 3 , points (d) and (e) shall no longer apply , unless the company demonstrates that it could not have reasonably known that the ship will be unable to connect for reasons referred to in paragraph 3 , points (d) and (e).


### biofuels and biogas that do not comply with point (a) or that are produced from food and feed crops shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuel; ### biofuels and biogas that do not comply with point (a) or that are produced from food and feed crops with high indirect land-use change-risk shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuel;


### 3. companies shall be entitled to divert from the established default values for the tank-to-wake emission factors provided that actual values are certified by means of laboratory testing or direct emissions measurements. the commission is empowered to adopt delegated acts in accordance with article 26 , in order to supplement this regulation by establishing the rules on conducting the laboratory testing and direct emissions measurements. ### 3. companies shall be entitled to divert from the established default values for the tank-to-wake emission factors of all maritime fuels , provided that actual values are certified by means of laboratory testing or direct emissions measurements. the commission is empowered to adopt delegated acts in accordance with article 26 , in order to supplement this regulation by establishing the rules on conducting the laboratory testing and direct emissions measurements.


### 3. notwithstanding article 19(1) , the verifier shall issue a fueleu certificate of compliance once the penalties referred to in paragraphs 1 and 2 of this article have been paid. the actions referred to in this article as well as the proof of the financial payments in accordance with article 21 shall be recorded in the fueleu certificate of compliance. ### deleted


### 1. the penalties referred to in article 20(1) and 20(2) shall be allocated to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector. projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector , facilitate the construction of appropriate bunkering facilities or electric connection ports in ports , and support the development , testing and deployment of the most innovative european technologies in the fleet to achieve significant emission reductions. ### 1. the penalties referred to in article 20(1) and 20(2) shall be allocated , through the ocean fund , to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector. projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector , facilitate the construction of appropriate bunkering facilities or electric connection ports in ports , and support the development , testing and deployment of the most innovative european technologies , such as wind propulsion , in the fleet to achieve significant emission reductions.


### 1. the penalties referred to in article 20(1) and 20(2) shall be allocated to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector. projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector , facilitate the construction of appropriate bunkering facilities or electric connection ports in ports , and support the development , testing and deployment of the most innovative european technologies in the fleet to achieve significant emission reductions. ### 1. the penalties referred to in article 20(1) and 20(2) shall be allocated to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector. projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector , facilitate the construction of appropriate bunkering facilities or electric connection ports in ports , support investments to ensure the compatibility between on-board and on-shore power installations , and support the development , testing and deployment of the most innovative european technologies in the fleet to achieve significant emission reductions.


### 2. the revenues generated from penalties referred to in paragraph 1 shall be allocated to the the innovation fund referred to in article 10a(8) of directive 2003/87/ec. these revenues shall constitute external assigned revenue in accordance with article 21(5) of the financial regulation , and shall be implemented in accordance with the rules applicable to the innovation fund. ### 2. the revenues generated from penalties referred to in paragraph 1 shall be allocated to the the innovation fund referred to in article 10a(8) of directive 2003/87/ec and shall be earmarked to finance projects meeting the criteria established in paragraph 1. these revenues shall constitute external assigned revenue in accordance with article 21(5) of the financial regulation , and shall be implemented in accordance with the rules applicable to the innovation fund.


### 2. the power to adopt delegated acts referred to in articles 4(6) , 5(4) , 9(3) , 13(3) , 20(4) , and 21(3) shall be conferred on the commission for an indeterminate period of time from [date of entry into force of this regulation]. ### 2. the power to adopt delegated acts referred to in articles 4(3) , 4(6) , 5(4) , 9(3) , 13(3) , 20(4) , and 21(3) shall be conferred on the commission for an indeterminate period of time from [date of entry into force of this regulation].


### the limit referred to in article 4(2); ### the limit referred to in article 4(2) , with a view to increasing the 2050 target to -100%;


### in the case of fossil fuels , the default values in annex ii shall be used. ### in the case of fossil fuels , the default values in annex ii shall be used. certified values for tank-to-wake emissions may also be used.


### the [mi] mass of fuel shall be determined using the amount reported in accordance with the framework of the reporting under regulation (eu) 2015/757 for voyages falling within the scope of this regulation based on the chosen monitoring methodology by the company. ### the mass of fuel [mi] shall be determined using the amount reported in accordance with the framework of the reporting under regulation (eu) 2015/757 for voyages falling within the scope of this regulation based on the chosen monitoring methodology by the company. the adjusted mass of fuel [mia] may be used instead of the mass of fuel [mi] for a ship having the ice-class ic , ib , ia or ia super or an equivalent ice class. the adjusted mass [mi a] is defined in annex x.


### explanation ### i


### fugitive emissions are emissions caused by the amount of fuel that does not reach the combustion chamber of the combustion unit or that is not consumed by the energy converter because they are uncombusted , vented , or leaked from the system. for the purpose of this regulation , fugitive emissions are taken into account as a percentage of the mass of the fuel used by the engine. the default values are contained in annex ii. ### fugitive emissions are emissions caused by the amount of fuel that does not reach the combustion chamber of the combustion unit or that is not consumed by the energy converter because they are uncombusted , vented , or leaked from the system. for the purpose of this regulation , fugitive emissions are taken into account as a percentage of the mass of the fuel used by the engine. the default values are contained in annex ii. certified values obtained via direct measurement or laboratory testing may be used if this enhances the overall accuracy of the calculation.


### a. whereas the new sustainable and smart mobility strategy sets the milestone of doubling high-speed rail traffic by 2030; ### a. whereas the new sustainable and smart mobility strategy sets the milestone of doubling high-speed rail traffic by 2030; and of tripling high-speed rail traffic by 2050;


### improving the efficiency and quality of transport , while reducing travel times and ticket prices; ### improving the efficiency and ensuring high quality of transport services , while offering sufficient capacity and reducing travel times at appropriate ticket prices;


### d) ensuring fair competition among rail operators and between different modes of transport; ### d) ensuring fair competition among rail operators and complementarity of different modes of transport;


### ensuring the protection of passengers’ rights , guaranteeing equal access for all and fostering the attractiveness of rail transport for young people; ### ensuring the same level of protection of passengers’ rights in various forms of transport , guaranteeing equal access for all and fostering the attractiveness of rail transport for young people;


### 3. welcomes the acceleration of the work to ensure the full implementation of the 4th railway package and the technical specifications for interoperability; ### 3. welcomes the acceleration of the work to ensure the full implementation of the 4th railway package and the technical specifications for interoperability; regrets however the non-alignment with the decoupling imperative provided for by the fourth railway package in certain member states;


### 4. stresses that the full deployment of the ertms will help to create a digital single european railway area , ensuring the development of safe , secure and efficient rail transport services for long-distance and cross-border connections; ### 4. stresses that the full deployment of the ertms will help to create a digital single european railway area , ensuring the further development of safe , secure fast and efficient rail transport services for long-distance and cross-border connections;


### 5. highlights that boosting long-distance rail transport must also improve the connection of regional , urban and peripheral areas to ten-t; ### 5. highlights that boosting long-distance rail transport must also improve the connection of regional , urban and peripheral areas to ten-t , although this cannot be done without the need to accelerate the construction of new lines as defined in the ten-t and without the need to adequately improve the performance of existing lines;


### 6. welcomes the commission’s proposal to speed up the roll-out of the ertms in the revision of the ten-t regulation; ### 6. welcomes the commission’s proposal to speed up the union-wide deployment of the ertms in the revision of the ten-t regulation;


### 8. emphasises the need to ensure quick and efficient financing to support the investments; ### 8. emphasises the need to ensure quick sufficient and efficient financing and funding to support the investments; calls for a clear and predictable financial framework on the eu level which would go beyond the current multi-annual financial framework in order to underpin the targets set for ten-t rail infrastructure.


### 8. emphasises the need to ensure quick and efficient financing to support the investments; ### 8. emphasises the need to ensure quick and efficient financing to support the investments , including the involvement of the competent authorities to require and compensate public services to encourage the earliest possible deployment of ertms obus and other tsi standards;


### 9. considers that the timely completion of the multimodal , seamless ten-t core network corridors by 2030 is imperative and must involve the elimination of bottlenecks and missing links and the completion of cross-border sections; supports the planned high-speed rail connections in the extended core network , to be realised by 2040; ### 9. considers that the timely completion of the multimodal , seamless ten-t core network corridors by 2030 is imperative and must involve the elimination of bottlenecks and missing links and the completion of cross-border sections; supports the planned high-speed rail connections in the extended core network , to be realised by 2040. believes that priority investments should be also directed to the development of long distance , cross-border high speed rail connections , especially in areas where there is , currently , a lack of high speed rail infrastructure;


### 9. considers that the timely completion of the multimodal , seamless ten-t core network corridors by 2030 is imperative and must involve the elimination of bottlenecks and missing links and the completion of cross-border sections; supports the planned high-speed rail connections in the extended core network , to be realised by 2040; ### 9. considers that the timely completion of the multimodal , seamless ten-t core network corridors by 2030 is imperative and must involve the elimination of bottlenecks and missing links and the completion of cross-border sections; supports the planned high-speed rail connections in the extended core network , to be realised by 2040; new high-speed lines in particular are an effective tool for increasing the competitiveness of rail transport and meeting wider eu objectives;


### 11. supports the commission’s focus on the completion of first/last mile multimodal hubs in cities with more than 100 000 inhabitants , thereby strengthening rail connectivity with air , sea and road transport; ### 11. supports the commission’s focus on the completion of first/last mile multimodal hubs in urban nodes , thereby strengthening rail connectivity with air , sea and road transport;


### 12. calls for the clarification of state aid rules on the public funding of interoperable rolling stock for cross-border services in the revised railway guidelines; ### 12. calls for the clarification of state aid rules on the public funding of new and environmentally friendly interoperable rolling stock for cross-border services and related service facilities and rail infrastructure in the revised railway guidelines; available instruments for financing such vehicles and the implementation of the luxembourg protocol;


### 12. calls for the clarification of state aid rules on the public funding of interoperable rolling stock for cross-border services in the revised railway guidelines; ### 12. calls for the clarification and simplification of state aid rules on the public funding of interoperable rolling stock for cross-border services in the revised railway guidelines;


### 13. emphasises the need for clear interoperable standards and further investments in rolling stock; ### 13. emphasises the need to ensure clear interoperable standards and further investments in new and environmentally friendly rolling stock related service facilities and railway infrastructure;


### 13. emphasises the need for clear interoperable standards and further investments in rolling stock; ### 13. emphasises the need for clear interoperable specifications and further investments in rolling stock;


### 15. supports the reskilling and upskilling of train drivers , but stresses the importance of ensuring occupational levels and equal opportunities for all; ### 15. stresses the relevance of the new industrial strategy for europe in supporting the reskilling and upskilling of train drivers , and to promote encouragement and in promoting and encouraging motivation in education and training , particularly in new digital skills , and equal opportunities for all;


### 16. stresses the importance of ensuring improved use of the network and calls for measures to smooth passenger flow , including establishing transit and terminal nodes along high-speed routes; ### 16. stresses the importance of ensuring improved use of the network and calls for measures to smooth passenger flow , including establishing transit and terminal nodes along backbone routes. on lines with mixed traffic , these steps require close cooperation in the development of passenger and freight measures to prevent bottlenecks and congestion that undermine the performance of the whole network;


### 16. stresses the importance of ensuring improved use of the network and calls for measures to smooth passenger flow , including establishing transit and terminal nodes along high-speed routes; ### 16. stresses the importance of ensuring improved use of the network , especially along the ten-t , and calls for measures to smooth passenger flow , and to enhance the attractiveness of night trains , including establishing transit and terminal nodes along high-speed routes;


### 17. highlights the role of digitalisation and better coordination , in particular for cross-border rail traffic; ### 17. highlights the role of digitalisation and better and timely coordination of infrastructure administrators with carriers to better coordinate construction works that have a major impact on operations and reliability in cross-border rail traffic;


### 17. highlights the role of digitalisation and better coordination , in particular for cross-border rail traffic; ### 17. highlights the role of digitalisation , cybersecurity and better coordination , in particular for cross-border rail traffic;


### 18. welcomes the commission’s upcoming plans to publish guidelines for setting track access charges; ### 18. welcomes the commission’s upcoming plans to publish guidelines for setting track access charges and to promote pilot projects to explore the impact of reduced track access charges on the set-up of cross-border services;


### 19. stresses the importance of setting fair and appropriate pricing for all operators , while ensuring that infrastructure networks are adequately funded; ### 19. stresses the importance of fair and appropriate track access pricing for all operators , while ensuring that infrastructure networks are adequately funded;


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


### 21. takes note of the commission’s upcoming proposal for a regulation on multimodal digital mobility services to enhance data exchange and facilitate the conclusion of fair commercial agreements; ### 21. takes note of the commission’s upcoming proposal for a regulation on multimodal digital mobility services. highlights the need for the commission , when proposing regulations , to ensure that consumers are sufficiently protected when purchasing travel documents via multimodal and other platforms. the proposal should enhance data exchange between the carriers and the provider of the multimodal digital service so that in the event of an emergency , the carrier can communicate directly with the consumer or compensate him or her directly and facilitate the conclusion of fair commercial agreements;


### 21. takes note of the commission’s upcoming proposal for a regulation on multimodal digital mobility services to enhance data exchange and facilitate the conclusion of fair commercial agreements; ### 21. takes note of the commission’s upcoming proposal for a regulation on multimodal digital mobility services to enhance data exchange.


### 23. highlights the need for a comprehensive approach with clear implementation milestones to achieve easier access to multimodal connections; ### 23. highlights the need for a comprehensive approach with clear implementation milestones to achieve easier access to multimodal connections , based on interoperable solutions that are fit for purpose;


### 24. welcomes the commission’s willingness to monitor compliance with the new rail passengers’ rights regulation; ### 24. calls on the commission to continue monitoring compliance with the new rail passengers’ rights regulation;


### 25. considers that all possible avenues should be explored to ensure a level playing field with other transport modes , including the possibility of an eu-wide vat exemption for international train services , and the revision and simplification of state aid; ### 25. considers that all possible avenues should be explored to ensure a level playing field with other transport modes , including the possibility of an eu-wide vat exemption for international train services , and the revision and simplification of state aid and of the related notification obligation;


### 26. stresses that public service contracts can play a decisive role in supporting the continuity of services and connections to interesting destinations , such as tourist and historical destinations , by providing rail services that help to maintain a dense network of railway links , including to less attractive destinations; ### 26. stresses the need to support the continuity of services and connections to interesting destinations , such as tourist and historical destinations , by providing rail services that help to maintain a dense network of railway links;


### 26. stresses that public service contracts can play a decisive role in supporting the continuity of services and connections to interesting destinations , such as tourist and historical destinations , by providing rail services that help to maintain a dense network of railway links , including to less attractive destinations; ### 26. stresses that public service contracts can play a decisive role in supporting the continuity of ensuring cross-border services for european citizens and improve connections to interesting destinations , such as tourist and historical destinations , by providing rail services that help to maintain a dense network of railway links , including to less attractive destinations;


### 27. believes that public service obligations can promote the use of rail , including in long-distance passenger transport , in particular in the case of market failures in cross-border and last-mile routes , perhaps in combination with other profitable segments of the network; ### 27. believes that public service obligations can promote the use of rail , including in long-distance passenger transport , in particular in the case of market failures due to insufficient high-speed and high-capacity infrastructure in cross-border and last-mile routes , perhaps in combination with other profitable segments of the network;


### 28. calls on the commission to sustain the momentum of the 2021 european year of rail in the 2022 european year of youth , by encouraging young people to travel by train and attracting them to professions in the rail sector , which is facing skill shortages driven by innovation and digitalisation; ### 28. calls on the commission and member states to sustain the momentum of the 2021 european year of rail in the 2022 european year of youth , by encouraging young people to travel by train and attracting them to professions in the rail sector , which is facing skill shortages driven by innovation and digitalisation;


### g. whereas the rules and requirements regarding active mobility , new forms of mobility and micro-mobility are still underdeveloped or vary between member states; ### g. whereas the rules and requirements regarding active mobility , new forms of mobility and micro-mobility are still underdeveloped or vary between member states; ; whereas active mobility does not only represent transport of people or goods based on human physical activity but also includes transport of people or goods that is powered by a combination of an electric motor and human power , such as e-bikes;


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


### 7. stresses its concern at the shortcomings in the regulation of micro-mobility in many member states , as it does not facilitate this type of transportation and poses risks for people’s safety; invites the commission , in this context , to collaborate with the member states to draw up common road-safety guidelines and recommendations for micro-mobility such as speed limits , helmet requirements , or training; encourages the member states to proceed with the adaptation of their national legislation and to launch information campaigns; ### 7. stresses its concern at the shortcomings in the regulation of micro-mobility in many member states , as it does not facilitate this type of transportation and poses risks for people’s safety; invites the commission , in this context , to collaborate with the member states to draw up common road-safety guidelines and recommendations for micro-mobility such as speed limits , helmet requirements , safety standards for cycling infrastructure or training; encourages the member states to proceed with the adaptation of their national legislation and to launch information campaigns and integrated mobility solutions including integrated ticketing;


### 8. calls further on the commission to harmonise technical standards and requirements regarding types of micro-mobility transport; ### 8. calls further on the commission to harmonise technical standards and requirements regarding types of micro-mobility transport and its infrastructure; highlights in this regard that such standards should serve accessibility for the first and last mile , enabling citizens to reach or travel from destinations that are underserved by public transport;


### 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 , 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 , particularly in the areas where such services are currently lacking;


### 17. highlights that ai and digitalisation improve efficiency , safety and affordability , and decrease greenhouse gas emissions; ### 17. highlights that ai and digitalisation improve efficiency , safety and affordability , and decrease greenhouse gas emissions; in this regard underlines that fully autonomous or highly automated vehicles will be commercially available in the coming years and that appropriate regulatory frameworks , ensuring their safe operation and providing for a clear regime governing liability , need to be in place as soon as possible in order to address the resulting changes , including interaction between autonomous vehicles and infrastructure and other users


### 17. highlights that ai and digitalisation improve efficiency , safety and affordability , and decrease greenhouse gas emissions; ### 17. highlights that ai and digitalisation improve efficiency , safety and affordability , and decrease greenhouse gas emissions; stresses that ai applied to urban transport should serve the goals of traffic congestion relief , major service predictability and customer satisfaction;


### (3) the european green deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the eu by 2050 , and sets out a new growth strategy that aims to transform the union into a fair and prosperous society , with a modern , resource-efficient and competitive economy , where economic growth is decoupled from resource use. it also aims to protect , conserve and enhance the union's natural capital , and protect the health and well-being of citizens from environment-related risks and impacts. at the same time , this transition affects women and men differently and has a particular impact on some disadvantaged groups , such as older people , persons with disabilities and persons with a minority racial or ethnic background. it must therefore be ensured that the transition is just and inclusive , leaving no one behind. ### (3) the european green deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the eu by 2050 , which require consistency between all of them in order to avoid regulatory fragmentation as well as conflicting measures between the emissions regulation (afir , cars co2 , the regulation on batteries , red ii , lulucf , etc.) 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.


### (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 , including the road transport sector , which is the only sector that has increased its emissions compared to 1990 , accounting for almost 20% of ghg emissions , are expected to contribute to achieving the green deal target of a 90% reduction in emissions in order to attain carbon neutrality by 2050


### (8) in order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 , it is necessary to strengthen the reduction requirements set out in regulation (eu) 2019/631 of the european parliament and of the council25 for both passenger cars and light commercial vehicles. a clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. without ambitious action on greenhouse gas emission reductions in road transport , higher emission reductions would be needed in other sectors , including sectors where decarbonisation is more challenging. ### (8) in order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 , it is necessary to strengthen the reduction requirements set out in regulation (eu) 2019/631 of the european parliament and of the council25 for both passenger cars and light commercial vehicles. a clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. without ambitious action on greenhouse gas emission reductions in road transport , higher emission reductions would be needed in other sectors , including sectors where decarbonisation is more challenging. these measures will have cross-sector consequences , so it will be necessary to work together with the industry and the transport sector and to accompany it with social measures in order to achieve an accepted and orderly transition that will allow us to maintain the competitiveness of the sector , the maintenance of jobs with an effort to incorporate women into the sector.


### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the zero-emission fleet wide target. zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway. ### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission and low-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. the automotive industry remains one of the pillars of the eu economy , contributing 7% of european gdp , providing 4.6 million jobs and remaining at the cutting edge of technological innovation with eur 60 billion invested each year in research and development. the industry needs to be supported in its environmental and digital transition , as european manufacturers are now facing a triple bind , with tightened environmental regulations , increasing investment needs in innovation and heightened international competition. within the global context , the eu automotive chain must continue to be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards must remain technology neutral in reaching the fleet-wide targets that they set. different technologies remain and need to 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 running on advanced biofuels or synthetic fuels as defined in directive (eu) 2018/200111a , that is currently under review , can continue to play a role in the transition pathway.


### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the zero-emission fleet wide target. zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway. ### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission and low-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. the automotive industry remains one of the pillars of the union economy , contributing 7% of european gdp , providing 4.6 million jobs and remaining at the cutting edge of technological innovation with eur 60 billion invested each year in research and development. the industry needs to be supported in its environmental and digital transition , as european manufacturers are now facing a triple bind , with tightened environmental regulations , increasing investment needs in innovation and heightened international competition. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards carbon-neutral mobility. the strengthened co2 emission reduction standards must become 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 run on advanced biofuels or synthetic fuels as defined in directive (eu) 2018/200111a , which is currently under review , which also include well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway.


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


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


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


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


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


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


### (13) those eu fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in directive 2014/94/eu of the european parliament and of the council27 . ### (13) those eu fleet-wide targets should be complemented by the necessary roll-out of recharging and refuelling infrastructure. for this reason , considering the insufficient implementation of directive 2014/94/eu of the of the european parliament and of the council , this proposal should be accompanied by an ambitious proposal for a regulation on the deployment of alternative fuels infrastructure , providing for mandatory targets for the deployment of alternative fuels infrastructure throughout the eu member states.


### (13) those eu fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in directive 2014/94/eu of the european parliament and of the council27 . ### (13) 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 as well as through ambitious targets for the deployment of private charging points in buildings directive 2010/31/eu of the european 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 flexibility in adapting their fleets over time in order to manage the transition towards zero-emission and low-emission vehicles in a cost-efficient manner. it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps. in order to ensure the effectiveness of the measures adopted in this regulation taking into account the evolution of the sector and the behaviour of the public , a review of this regulation shall be carried out in 2027.


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


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


### (15) with the stricter eu fleet-wide targets from 2030 onwards , manufacturers will have to deploy significantly more zero-emission vehicles on the union market. in that context , the incentive mechanism for zero- and low-emission vehicles (‘zlev’) would no longer serve its original purpose and would risk undermining the effectiveness of regulation (eu) 2019/631. the zlev incentive mechanism should therefore be removed as of 2030. before that date and therefore throughout this decade , the incentive mechanism for zlev will continue to support the deployment of vehicles with emissions from zero up to 50 g co2/km , including battery electric vehicles , fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. after that date , plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meet. ### deleted


### (21) in view of the increased overall greenhouse gas emissions reduction objectives and to avoid potential market distorting effects , the reduction requirements for all manufacturers present in the union market should be aligned , except for those responsible for less than 1 000 new vehicles registered in a calendar year. consequently , the possibility for manufacturers responsible for between 1 000 and 10 000 passenger cars or between 1 000 and 22 000 light commercial vehicles newly registered in a calendar year to apply for a derogation from their specific emission targets should cease from 2030 onwards. ### (21) in view of the increased overall greenhouse gas emissions reduction objectives and to avoid potential market distorting effects , the reduction requirements for all manufacturers present in the union market should be aligned , except for those responsible for less than 10000 new passenger cars or 22 000 new light commercial vehicles registered in a calendar year.


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


### (24) the possibility to assign the revenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to article 15(5) of regulation (eu) 2019/631 , with the conclusion that this would significantly increase the administrative burden , while not directly benefit the automotive sector in its transition. revenue from the excess emission premiums is therefore to continue to be considered as revenue for the general budget of the union in accordance with article 8(4) of regulation (eu) 2019/631. ### (24) 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 should be targeted in order to contribute to the transition of the sector.


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


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


### for the average emissions of the new passenger car fleet , an eu fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with part a , point 6.1.3 , of annex i; ### for the average emissions of the new passenger car fleet , an eu fleet-wide target equal to a 95 % reduction of the target in 2021 determined in accordance with part a , point 6.1.3 , of annex i in order to maintain a residual proportion of low-emission plug-in hybrids , low-emission gas fuelled vehicles and other low-emission vehicles on the market;


### for the average emissions of the new light commercial vehicles fleet , an eu fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with part b , point 6.1.3 , of annex i. ### for the average emissions of the new light commercial vehicles fleet , an eu fleet-wide target equal to a 95 % reduction of the target in 2021 determined in accordance with part b , point 6.1.3 , of annex i.


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


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


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


### by 31 december 2025 , and every two years thereafter , the commission shall report on the progress towards zero emission road mobility. the report shall in particular monitor and assess the need for possible additional measures to facilitate the transition , including through financial means. ### by 31 december 2025 , and every two years thereafter , the commission shall report on the progress towards zero emission road mobility. the report shall assess and ascertain whether this regulation needs to be modified to take a more holistic and comprehensive approach to emissions , on the basis of the methodologies set out in articles 7(10) and 12(3a). the report shall in particular monitor and assess the need for possible additional measures to facilitate the transition , including through financial means.


### in the reporting , the commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. this includes the deployment of zero- and low-emission vehicles , progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the alternative fuels infrastructure regulation , the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility , impact on consumers , progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.; ### in the reporting , the commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. this includes the deployment of zero- and low-emission vehicles , the transition from a purely exhaust-emissions-based to a holistic life-cycle-analysis-based approach to emissions , the threshold of grams of co2 used for defining what constitutes a low-emission vehicle and , if necessary , the revision thereof , progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the alternative fuels infrastructure regulation , the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility , impact on consumers , progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;


### by 31 december 2025 , and every two years thereafter , the commission shall report on the progress towards zero emission road mobility. the report shall in particular monitor and assess the need for possible additional measures to facilitate the transition , including through financial means. ### by 31 december 2025 , and every two years thereafter , the commission shall report on the progress towards climate neutral road mobility. the report shall assess and ascertain whether this regulation needs to be modified to take a more holistic and comprehensive approach to emissions , on the basis of the methodologies set out in articles 7(10) and 12(3a). the report shall in particular monitor and assess the need for possible additional measures to facilitate the transition , including through financial means.


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


### in the reporting , the commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. this includes the deployment of zero- and low-emission vehicles , progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the alternative fuels infrastructure regulation , the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility , impact on consumers , progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.; ### in the reporting , the commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. this includes the deployment of zero- and low-emission vehicles , the transition from a purely exhaust-emissions-based to a holistic life-cycle-analysis-based approach to emissions , the threshold of grammes of co2 used for defining what constitutes a low-emission vehicle and , if necessary , the revision thereof , 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 climate-neutral road mobility;


### in the reporting , the commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. this includes the deployment of zero- and low-emission vehicles , progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the alternative fuels infrastructure regulation , the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility , impact on consumers , progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.; ### in the reporting , the commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. this includes the deployment of zero- and low-emission vehicles , progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the alternative fuels infrastructure regulation , the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility , impact on consumers , progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.


### in the reporting , the commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. this includes the deployment of zero- and low-emission vehicles , progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the alternative fuels infrastructure regulation , the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility , impact on consumers , progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility. ### in the reporting , the commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. this includes the deployment of zero- and low-emission vehicles , the transition from a purely exhaust-emissions-based to a holistic life-cycle-analysis-based approach to emissions , the threshold of grammes of co2 used for defining what constitutes a low-emission vehicle and , if necessary , the revision thereof , 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 climate-neutral 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 two yearly reporting , and submit a report to the european parliament and to the council with the result of the review.


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


### the report shall , where appropriate , be accompanied by a proposal for amending this regulation. ### the report shall be accompanied by a proposal for amending this regulation.


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


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


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


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


### point 6.2.2 is deleted. ### deleted


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


### specific emissions reference target is the specific emissions reference target of co2 determined in accordance with point 6.2.1; ### specific emissions reference target is the specific emissions reference target of co2 determined in accordance with point 6.2.1 for the period 2025 to 2029 and point 6.2.2 for 2030 onwards;


### x is 15 % in the years 2025 to 2029. ### x is 15 % in the years 2025 to 2029 and 40% from 2030 onwards..


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


### the introductory sentence is replaced by the following: ### this regulation shall be reviewed by 31 december 2027 and supplemented by additional measures to include , in addition to exhaust emissions , the overall carbon balance of the vehicle and fuel used , based on the methodologies set out in article 7(10) and article 12(3a) , with a view to ensuring that emissions from the sector are in line with the union's target of carbon neutrality.


### the following paragraph 6a is inserted: ### for the average emissions of the new passenger car fleet , an eu fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with part a , point 6.1.3 , of annex i;


### paragraph 11 is deleted; ### for the average emissions of the new light commercial vehicles fleet , an eu fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with part b , point 6.1.3 , of annex i.


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


### (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 the its should cover suburban , rural and peripheral areas as well as islands and outermost regions , ensuring social and economic inclusion.


### (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) and regional and local access points may be established. the naps as well as regional and local ones 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 as well as regional and local ones 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 to facilitate their safe and efficient use by freight transport operators , passengers and drivers.


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


### (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. 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 need to have data on access nodes and their accessibility features in accessible formats.


### (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 at european level , to adopt countermeasures to address the causes and the consequences of that situation. where emergencies occur at local or regional level and emergency plans are in place , the competent authorities should take immediate action. 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.


### (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 local or regional authorities with legislative powers 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 , the local or regional authorities with legislative powers 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.


### iv. cooperative , connected and automated mobility services. ### iv. cooperative , autonomous , connected and automated mobility services.


### (21) “availability of the data” means the existence of data in a digital machine-readable format; ### (21) “availability of the data” means the existence of data in a digital accessible machine-readable format;


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


### 1. member states shall take the necessary measures to ensure that the specifications adopted by the commission in accordance with article 6 are applied to its applications and services , where those are deployed , in accordance with the principles in annex ii. this is without prejudice to the right of each member state to decide on its deployment of such applications and services on its territory. this right is without prejudice to articles 6a and 6b. where relevant , member states shall also cooperate on the enforcement of those specifications. ### 1. member states and/or competent authorities shall take the necessary measures to ensure that the specifications adopted by the commission in accordance with article 6 are applied to its applications and services , where those are deployed , in accordance with the principles in annex ii. this is without prejudice to the right of each member state to decide on its deployment of such applications and services on its territory. this right is without prejudice to articles 6a and 6b. where relevant , member states shall also cooperate on the enforcement of those specifications.