# C_2022493EN.01029501.xml

| 27.12.2022 | EN | Official Journal of the European Union | C 493/295 |
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27.12.2022

EN

Official Journal of the European Union

C 493/295

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P9_TA(2022)0234

CO2 emission standards for cars and vans ***I

Amendments adopted by the European Parliament on 8 June 2022 on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition (COM(2021)0556 — C9-0322/2021 — 2021/0197(COD)) (1)

(Ordinary legislative procedure: first reading)

(2022/C 493/25)

Amendment 1

Proposal for a regulation

Recital 1

| Text proposed by the Commission | Amendment |
| --- | --- |
| (1) | The Paris Agreement, adopted in December 2015 under the United Nations Framework Convention on Climate Change (UNFCCC) entered into force in November 2016 (‘the Paris Agreement’). Its Parties have agreed to hold the increase in the global average temperature well below 2 oC above pre-industrial levels and to pursue efforts to limit the temperature increase to 1,5  oC above pre-industrial levels. |

Text proposed by the Commission

Amendment

(1)

The Paris Agreement, adopted in December 2015 under the United Nations Framework Convention on Climate Change (UNFCCC) entered into force in November 2016 (‘the Paris Agreement’). Its Parties have agreed to hold the increase in the global average temperature well below 2 oC above pre-industrial levels and to pursue efforts to limit the temperature increase to 1,5  oC above pre-industrial levels.

| (1) | The Paris Agreement, adopted in December 2015 under the United Nations Framework Convention on Climate Change (UNFCCC) entered into force in November 2016 (‘the Paris Agreement’). Its Parties have agreed to hold the increase in the global average temperature well below 2 oC above pre-industrial levels and to pursue efforts to limit the temperature increase to 1,5  oC above pre-industrial levels.
  By adopting the Glasgow Climate Pact in November 2021, its Parties recognised that keeping the increase in the global average temperature to 1,5  oC above pre-industrial levels would significantly reduce the risks and impacts of climate change, and committed to strengthen their 2030 targets by the end of 2022 in order to accelerate climate action in this critical decade and to close the ambition gap with the 1,5  oC target. |
| --- | --- |

(1)

The Paris Agreement, adopted in December 2015 under the United Nations Framework Convention on Climate Change (UNFCCC) entered into force in November 2016 (‘the Paris Agreement’). Its Parties have agreed to hold the increase in the global average temperature well below 2 oC above pre-industrial levels and to pursue efforts to limit the temperature increase to 1,5  oC above pre-industrial levels.
  By adopting the Glasgow Climate Pact in November 2021, its Parties recognised that keeping the increase in the global average temperature to 1,5  oC above pre-industrial levels would significantly reduce the risks and impacts of climate change, and committed to strengthen their 2030 targets by the end of 2022 in order to accelerate climate action in this critical decade and to close the ambition gap with the 1,5  oC target.

Amendment 2

Proposal for a regulation

Recital 2

| Text proposed by the Commission | Amendment |
| --- | --- |
| (2) | Tackling climate and environmental-related challenges and reaching the objectives of the Paris Agreement are at the core of the Communication on the ‘European Green Deal’, adopted by the Commission on 11 December 2019 (23). The necessity and value of the European Green Deal have only grown in light of the very severe effects of the COVID-19 pandemic on the health and economic well-being of the Union’s citizens. |

Text proposed by the Commission

Amendment

(2)

Tackling climate and environmental-related challenges and reaching the objectives of the Paris Agreement are at the core of the Communication on the ‘European Green Deal’, adopted by the Commission on 11 December 2019 (23). The necessity and value of the European Green Deal have only grown in light of the very severe effects of the COVID-19 pandemic on the health and economic well-being of the Union’s citizens.

| (2) | Tackling climate and environmental-related challenges and reaching the objectives of the Paris Agreement are at the core of the Communication on the ‘European Green Deal’, adopted by the Commission on 11 December 2019 (23).
  The European Parliament called, in its resolution of 15 January 2020 on the European Green Deal, for the necessary transition to a climate-neutral society by 2050 at the latest and, in its resolution of 28 November 2019 on the climate and environment emergency, declared a climate and environment emergency.
  The necessity and value of the European Green Deal have only grown in light of the very severe effects of the COVID-19 pandemic on the health and economic well-being of the Union’s citizens. |
| --- | --- |

(2)

Tackling climate and environmental-related challenges and reaching the objectives of the Paris Agreement are at the core of the Communication on the ‘European Green Deal’, adopted by the Commission on 11 December 2019 (23).
  The European Parliament called, in its resolution of 15 January 2020 on the European Green Deal, for the necessary transition to a climate-neutral society by 2050 at the latest and, in its resolution of 28 November 2019 on the climate and environment emergency, declared a climate and environment emergency.
  The necessity and value of the European Green Deal have only grown in light of the very severe effects of the COVID-19 pandemic on the health and economic well-being of the Union’s citizens.

Amendment 3

Proposal for a regulation

Recital 3

| Text proposed by the Commission | Amendment |
| --- | --- |
| (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. |

Text proposed by the Commission

Amendment

(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 EU
  aims to set
  out by 2050 a new growth strategy
  focused on transforming
  the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy,
  with vibrant industries, that remain world-leaders in their respective segments, and global innovation drivers, while securing high-paid quality jobs in the Union.
  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.
  In that sense, the 8th Environmental Action Programme running until 2030 sets out the objective of accelerating the green transition to a climate-neutral, sustainable, nontoxic, resource-efficient, renewable energy-based, resilient and competitive circular economy in a just, equitable and inclusive way and of protecting, restoring and improving the state of the environment, supporting and building upon the set of measures and initiatives announced under the European Green Deal
  . At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged
  and vulnerable
  groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background
  , and individuals and households with a low or lower than average income. In addition, the transition will affect regions of the Union differently, especially structurally disadvantaged, peripheral and outermost regions.
  It must therefore be ensured that the transition is just and inclusive, leaving no one behind. |
| --- | --- |

(3)

The EU
  aims to set
  out by 2050 a new growth strategy
  focused on transforming
  the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy,
  with vibrant industries, that remain world-leaders in their respective segments, and global innovation drivers, while securing high-paid quality jobs in the Union.
  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.
  In that sense, the 8th Environmental Action Programme running until 2030 sets out the objective of accelerating the green transition to a climate-neutral, sustainable, nontoxic, resource-efficient, renewable energy-based, resilient and competitive circular economy in a just, equitable and inclusive way and of protecting, restoring and improving the state of the environment, supporting and building upon the set of measures and initiatives announced under the European Green Deal
  . At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged
  and vulnerable
  groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background
  , and individuals and households with a low or lower than average income. In addition, the transition will affect regions of the Union differently, especially structurally disadvantaged, peripheral and outermost regions.
  It must therefore be ensured that the transition is just and inclusive, leaving no one behind.

Amendment 4

Proposal for a regulation

Recital 5

| Text proposed by the Commission | Amendment |
| --- | --- |
| (5) | In Regulation (EU) [--] of the European Parliament and of the Council (24) the Union has enshrined the target of
  economy-wide climate neutrality
  by 2050 in legislation. That Regulation also establishes a binding Union
  domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of
  at least 55 % below 1990 levels by 2030. |

Text proposed by the Commission

Amendment

(5)

In Regulation (EU) [--] of the European Parliament and of the Council (24) the Union has enshrined the target of
  economy-wide climate neutrality
  by 2050 in legislation. That Regulation also establishes a binding Union
  domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of
  at least 55 % below 1990 levels by 2030.

| (5) | In Regulation (EU)
  2021/1119
  of the European Parliament and of the Council (24) the Union has enshrined the target of
  reducing emissions to net zero at the latest
  by 2050
  and the aim to achieve negative emissions thereafter
  in legislation. That Regulation also establishes a binding
  domestic
  Union
  intermediate climate target of
  at least
  a
  55 %
  net greenhouse gas emissions reduction
  (
  i.e.


  emissions after deduction of removals)
  below 1990 levels by 2030. |
| --- | --- |

(5)

In Regulation (EU)
  2021/1119
  of the European Parliament and of the Council (24) the Union has enshrined the target of
  reducing emissions to net zero at the latest
  by 2050
  and the aim to achieve negative emissions thereafter
  in legislation. That Regulation also establishes a binding
  domestic
  Union
  intermediate climate target of
  at least
  a
  55 %
  net greenhouse gas emissions reduction
  (
  i.e.


  emissions after deduction of removals)
  below 1990 levels by 2030.

Amendment 5

Proposal for a regulation

Recital 6

| Text proposed by the Commission | Amendment |
| --- | --- |
| (6) | All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector. |

Text proposed by the Commission

Amendment

(6)

All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector.

| (6) | All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector.
  The transport sector is the only sector where emissions have been on the rise since 1990. This includes road transport with light-duty and heavy-duty vehicles, which together account for over 70 % of total transport emissions. |
| --- | --- |

(6)

All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector.
  The transport sector is the only sector where emissions have been on the rise since 1990. This includes road transport with light-duty and heavy-duty vehicles, which together account for over 70 % of total transport emissions.

Amendment 6

Proposal for a regulation

Recital 6 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (6a) | It is vital that individual mobility remain accessible and affordable for all, especially for commuters without access to quality public transport or other mobility solutions. |

Text proposed by the Commission

Amendment

(6a)

It is vital that individual mobility remain accessible and affordable for all, especially for commuters without access to quality public transport or other mobility solutions.

Amendment 7

Proposal for a regulation

Recital 6 b (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (6b) | At the 2021 UN Climate Change Conference in Glasgow, UK, known as COP26, a commitment was adopted to accelerate the global transition to zero emission vehicles. They also committed to the transition to be just and sustainable, so that no region or community is left behind and highlighted the importance of ensuring a just transition of the workforce and the creation of decent work and quality jobs. |

Text proposed by the Commission

Amendment

(6b)

At the 2021 UN Climate Change Conference in Glasgow, UK, known as COP26, a commitment was adopted to accelerate the global transition to zero emission vehicles. They also committed to the transition to be just and sustainable, so that no region or community is left behind and highlighted the importance of ensuring a just transition of the workforce and the creation of decent work and quality jobs.

Amendment 8

Proposal for a regulation

Recital 7

| Text proposed by the Commission | Amendment |
| --- | --- |
| (7) | The measures set out in this Regulation are necessary as part of a coherent and consistent framework that is indispensable for achieving the overall objective of the Union to reduce net greenhouse gas emissions. |

Text proposed by the Commission

Amendment

(7)

The measures set out in this Regulation are necessary as part of a coherent and consistent framework that is indispensable for achieving the overall objective of the Union to reduce net greenhouse gas emissions.

| (7) | The measures set out in this Regulation are necessary as part of a coherent and consistent framework that is indispensable for achieving the overall objective of the Union to reduce net greenhouse gas emissions
  , as well as the Union’s dependence on imported fossil fuels, including oil imports that were worth EUR 227,5 billion in 2018 alone, which remains the predominant energy consumed by cars and vans (94 %)
  .
  While phasing out oil consumption, it is crucial not to shift from one dependency to another. In order to ensure the future viability of the European manufacturing industry and to strengthen the Union's strategic autonomy, it is essential that the Commission works together with Member States and industrial stakeholders to secure the supply chain in the strategic materials and rare earths needed for zero- and low-carbon technologies. |
| --- | --- |

(7)

The measures set out in this Regulation are necessary as part of a coherent and consistent framework that is indispensable for achieving the overall objective of the Union to reduce net greenhouse gas emissions
  , as well as the Union’s dependence on imported fossil fuels, including oil imports that were worth EUR 227,5 billion in 2018 alone, which remains the predominant energy consumed by cars and vans (94 %)
  .
  While phasing out oil consumption, it is crucial not to shift from one dependency to another. In order to ensure the future viability of the European manufacturing industry and to strengthen the Union's strategic autonomy, it is essential that the Commission works together with Member States and industrial stakeholders to secure the supply chain in the strategic materials and rare earths needed for zero- and low-carbon technologies.

Amendment 9

Proposal for a regulation

Recital 7 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (7a) | While the review of this Regulation forms part of efforts to meet the environmental objectives of decarbonising road transport in order to combat climate change, it should also take into account the significant industrial and social consequences of that process to ensure employment and accessible mobility for all. |

Text proposed by the Commission

Amendment

(7a)

While the review of this Regulation forms part of efforts to meet the environmental objectives of decarbonising road transport in order to combat climate change, it should also take into account the significant industrial and social consequences of that process to ensure employment and accessible mobility for all.

Amendment 10

Proposal for a regulation

Recital 8

| Text proposed by the Commission | Amendment |
| --- | --- |
| (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 Council (25) 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. |

Text proposed by the Commission

Amendment

(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 Council (25) 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
  , and to provide a clear pathway towards that target and contribute to the necessary emission reductions before 2030
  , it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council (25) 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.
  If that objective is to be met, it will be necessary to reduce emissions in the transport sector by about 90 %, according to the most cost-efficient scenario, whereas, greenhouse gas emissions are currently growing only in the transport sector. In parallel, it is of utmost importance that complementary Union legislative acts, such as Directive (EU) 2018/2001

   (25a)

  , ensure a swift deployment of renewable energy so that the Union car fleet can be powered by additional renewable electricity.
  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.
  The digital and green transitions should also address the importance of the social dimension to ensure a mobility accessible for all, including the impact of energy taxation on affordability, the direct and indirect effect of higher energy prices on transport in different Union regions, as well as the industrial consequences to ensure employment and industry’s competitiveness. |
| --- | --- |

(8)

In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990
  , and to provide a clear pathway towards that target and contribute to the necessary emission reductions before 2030
  , it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council (25) 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.
  If that objective is to be met, it will be necessary to reduce emissions in the transport sector by about 90 %, according to the most cost-efficient scenario, whereas, greenhouse gas emissions are currently growing only in the transport sector. In parallel, it is of utmost importance that complementary Union legislative acts, such as Directive (EU) 2018/2001

   (25a)

  , ensure a swift deployment of renewable energy so that the Union car fleet can be powered by additional renewable electricity.
  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.
  The digital and green transitions should also address the importance of the social dimension to ensure a mobility accessible for all, including the impact of energy taxation on affordability, the direct and indirect effect of higher energy prices on transport in different Union regions, as well as the industrial consequences to ensure employment and industry’s competitiveness.

Amendment 11

Proposal for a regulation

Recital 8 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (8a) | Recent studies suggest that battery electric vehicles are already competitive with conventional cars in several car segments when considering the total cost of ownership. Increased CO2 standards for passenger cars and light-commercial vehicles will accelerate the reduction of the total cost of ownership of battery electric vehicles, making them more attractive for all consumer groups across the Union than vehicles equipped with combustion engines. More ambitious CO2 standards for passenger cars and light-commercial vehicles for the period from 2025 to 2030 will also accelerate the decarbonisation of the second-hand market in all car segments, with greater benefits for lower- and middle-income consumers. |

Text proposed by the Commission

Amendment

(8a)

Recent studies suggest that battery electric vehicles are already competitive with conventional cars in several car segments when considering the total cost of ownership. Increased CO2 standards for passenger cars and light-commercial vehicles will accelerate the reduction of the total cost of ownership of battery electric vehicles, making them more attractive for all consumer groups across the Union than vehicles equipped with combustion engines. More ambitious CO2 standards for passenger cars and light-commercial vehicles for the period from 2025 to 2030 will also accelerate the decarbonisation of the second-hand market in all car segments, with greater benefits for lower- and middle-income consumers.

Amendment 12

Proposal for a regulation

Recital 9

| Text proposed by the Commission | Amendment |
| --- | --- |
| (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. |

Text proposed by the Commission

Amendment

(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 vehicles being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality
  , strengthening energy security and efficiency, and the associated
  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,
  while
  technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles,
  as long as accurate and complete data on the emission performance of those types of vehicles is guaranteed,
  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
  , strengthening energy security and efficiency, and the associated
  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,
  while
  technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles,
  as long as accurate and complete data on the emission performance of those types of vehicles is guaranteed,
  can continue to play a role in the transition pathway.

Amendment 14

Proposal for a regulation

Recital 10 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (10a) | Technological innovation is a pre-requisite for decarbonising mobility in the Union, and should therefore be supported. In the face of increased international competition, the Union and Member States should continue their efforts to explore and develop initiatives that promote the synergies in the sector, such as the European Battery Alliance, and support public and private investment in European automotive research and innovation. This should aim to maintain European technological leadership in that sector, to develop industrial excellence in the technologies of the future in the Union and to ensure the long-term sustainability and competitiveness of its industrial base. |

Text proposed by the Commission

Amendment

(10a)

Technological innovation is a pre-requisite for decarbonising mobility in the Union, and should therefore be supported. In the face of increased international competition, the Union and Member States should continue their efforts to explore and develop initiatives that promote the synergies in the sector, such as the European Battery Alliance, and support public and private investment in European automotive research and innovation. This should aim to maintain European technological leadership in that sector, to develop industrial excellence in the technologies of the future in the Union and to ensure the long-term sustainability and competitiveness of its industrial base.

Amendment 15

Proposal for a regulation

Recital 10 b (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (10b) | Certain Member States have declared plans to accelerate the introduction of zero-emission vehicles by setting a phase-out date for CO2-emitting new passenger cars and light commercial vehicles placed on the market in their territories prior to the date laid down at Union level. The Commission should identify options in order to facilitate Member States’ transition to zero-emission light-duty vehicles in line with such plans. |

Text proposed by the Commission

Amendment

(10b)

Certain Member States have declared plans to accelerate the introduction of zero-emission vehicles by setting a phase-out date for CO2-emitting new passenger cars and light commercial vehicles placed on the market in their territories prior to the date laid down at Union level. The Commission should identify options in order to facilitate Member States’ transition to zero-emission light-duty vehicles in line with such plans.

Amendment 16

Proposal for a regulation

Recital 10 c (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (10c) | Clear regulatory signals should allow manufacturers to deliver their investment decisions. The absence of such signals could create a risk that the automotive industry in the Union lose both competitiveness and technological leadership by not investing rapidly as well as market share in the global and home markets. |

Text proposed by the Commission

Amendment

(10c)

Clear regulatory signals should allow manufacturers to deliver their investment decisions. The absence of such signals could create a risk that the automotive industry in the Union lose both competitiveness and technological leadership by not investing rapidly as well as market share in the global and home markets.

Amendment 17

Proposal for a regulation

Recital 10 d (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (10d) | Strengthening the social dialogue in the automotive sector is crucial to the process of negotiating and adopting the territorial just transition plans and national social climate plans at manufacturer, regional and sectoral levels. It is crucial to ensure the transformation of the labour force in a particular geographical area and in a way that reflects the region's possibilities. |

Text proposed by the Commission

Amendment

(10d)

Strengthening the social dialogue in the automotive sector is crucial to the process of negotiating and adopting the territorial just transition plans and national social climate plans at manufacturer, regional and sectoral levels. It is crucial to ensure the transformation of the labour force in a particular geographical area and in a way that reflects the region's possibilities.

Amendment 18

Proposal for a regulation

Recital 11

| Text proposed by the Commission | Amendment |
| --- | --- |
| (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. |

Text proposed by the Commission

Amendment

(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 vehicles and associated technologies
  while considering the specificities of each Member State
  , as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities
  while maintaining automotive employment levels in the Union
  .
  Particular attention should be given to the impact that this transition will have on micro-enterprises and 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.
  Furthermore, a dedicated funding stream at Union level for the transition in the automotive sector would also be needed in order to address in particular any negative employment impacts.
  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
  while considering the specificities of each Member State
  , as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities
  while maintaining automotive employment levels in the Union
  .
  Particular attention should be given to the impact that this transition will have on micro-enterprises and 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.
  Furthermore, a dedicated funding stream at Union level for the transition in the automotive sector would also be needed in order to address in particular any negative employment impacts.
  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.

Amendment 19

Proposal for a regulation

Recital 12

| Text proposed by the Commission | Amendment |
| --- | --- |
| (12) | The updated New Industrial Strategy (26) 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. |

Text proposed by the Commission

Amendment

(12)

The updated New Industrial Strategy (26) 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 Strategy (26) 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,
  in full transparency and in consultation with all stakeholders, including by considering the establishment of a specific forum for social dialogue in the automotive sector.
  The pathway should take particular heed of SMEs
  , including micro-enterprises,
  in the automotive supply chain, of the consultation of social partners including by Member States, and also build
  on the Council recommendation on ensuring a fair transition towards climate neutrality and
  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
  and sustainability
  of zero emission vehicles should also be addressed in the pathway.
  The role that public procurement can play in the pathway should also be addressed, and in that regard the Commission should consider a revision of Directive (EU) 2019/1161 of the European Parliament and of the Council

   (26a)

  to ensure its alignment with the objectives of Regulation (EU) 2019/631.
  The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every
  year
  as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of zero-emission vehicles, their price developments
  and their energy consumption, impacts on consumers,
  deployment of alternative fuels development and infrastructure roll-out as required under the Alternative Fuels Infrastructure Regulation,
  development of the share of renewable energy as required under the Directive (EU) 2018/2001 of the European Parliament and of the Council

   (26b)

  ,
  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
  especially in regions with a high percentage of jobs related to the automotive value chain, and emissions linked to the age of light-duty vehicles while considering actions aimed at a synchronous, socially-just and environmentally sound phase-out of older vehicles .
  The progress report will also build on the 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.
  The Commission should also consult with a wide range of independent experts, stakeholders and national and regional administrations in order to ensure a comprehensive knowledge base.
  Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture
  and hydrogen cars with onboard hydrogen storage system technology
  , 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 Strategy (26) 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,
  in full transparency and in consultation with all stakeholders, including by considering the establishment of a specific forum for social dialogue in the automotive sector.
  The pathway should take particular heed of SMEs
  , including micro-enterprises,
  in the automotive supply chain, of the consultation of social partners including by Member States, and also build
  on the Council recommendation on ensuring a fair transition towards climate neutrality and
  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
  and sustainability
  of zero emission vehicles should also be addressed in the pathway.
  The role that public procurement can play in the pathway should also be addressed, and in that regard the Commission should consider a revision of Directive (EU) 2019/1161 of the European Parliament and of the Council

   (26a)

  to ensure its alignment with the objectives of Regulation (EU) 2019/631.
  The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every
  year
  as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of zero-emission vehicles, their price developments
  and their energy consumption, impacts on consumers,
  deployment of alternative fuels development and infrastructure roll-out as required under the Alternative Fuels Infrastructure Regulation,
  development of the share of renewable energy as required under the Directive (EU) 2018/2001 of the European Parliament and of the Council

   (26b)

  ,
  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
  especially in regions with a high percentage of jobs related to the automotive value chain, and emissions linked to the age of light-duty vehicles while considering actions aimed at a synchronous, socially-just and environmentally sound phase-out of older vehicles .
  The progress report will also build on the 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.
  The Commission should also consult with a wide range of independent experts, stakeholders and national and regional administrations in order to ensure a comprehensive knowledge base.
  Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture
  and hydrogen cars with onboard hydrogen storage system technology
  , 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.

Amendment 20

Proposal for a regulation

Recital 12 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (12a) | Although this Regulation only applies to new passenger cars and new light commercial vehicles, it is important to include it in a more comprehensive Union-wide action plan to decarbonise the existing fleet in order to protect the environment and health of citizens in all Member States. The current fleet will remain a factor that contributes to environmental underperformance for an extended period into the future owing to the slow pace of fleet renewal. Moreover, the existing market of second hand polluting vehicles in Central and Eastern Europe creates the risk of shifting the pollution to less economically developed regions in the Union. Reaching the ambitious climate targets in 2050 should go hand in hand with the right of all Union citizens to cleaner air. To speed up the reduction of emissions from the existing fleet, it is of the utmost importance that the Commission put forward legislative measures without delay to establish a framework that is favourable to retrofitting and to promote use of currently available lowering CO2 emission technologies, such as low-carbon fuels or lights which consume less energy, to accelerate the modal shift for freight and passengers, to encourage more environmentally friendly transport habits, such as carpooling, soft mobility and public transport in cities, and to address the possible risk of automotive carbon leakage within the Union. |

Text proposed by the Commission

Amendment

(12a)

Although this Regulation only applies to new passenger cars and new light commercial vehicles, it is important to include it in a more comprehensive Union-wide action plan to decarbonise the existing fleet in order to protect the environment and health of citizens in all Member States. The current fleet will remain a factor that contributes to environmental underperformance for an extended period into the future owing to the slow pace of fleet renewal. Moreover, the existing market of second hand polluting vehicles in Central and Eastern Europe creates the risk of shifting the pollution to less economically developed regions in the Union. Reaching the ambitious climate targets in 2050 should go hand in hand with the right of all Union citizens to cleaner air. To speed up the reduction of emissions from the existing fleet, it is of the utmost importance that the Commission put forward legislative measures without delay to establish a framework that is favourable to retrofitting and to promote use of currently available lowering CO2 emission technologies, such as low-carbon fuels or lights which consume less energy, to accelerate the modal shift for freight and passengers, to encourage more environmentally friendly transport habits, such as carpooling, soft mobility and public transport in cities, and to address the possible risk of automotive carbon leakage within the Union.

Amendment 21

Proposal for a regulation

Recital 12 b (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (12b) | To ensure alignment with the new Union's climate target for 2030, as well as with the strengthened CO2 standards, an update of Directive 2009/33/EC of the European Parliament and of the Council

   (26a)

  should be put forward, including the possibility of extending its scope to include vehicles owned or leased by a private company of a certain fleet size, with the purpose of promoting to increase demand for zero-emission vehicles. Considering that vehicles from corporate fleets enter the private market faster, it would allow for a faster establishment of a second-hand market for zero-emission vehicles, which will be especially important for regions where the transition will prove more difficult, as well as it would contribute for faster price parity with conventional vehicles across the Union. |

Text proposed by the Commission

Amendment

(12b)

To ensure alignment with the new Union's climate target for 2030, as well as with the strengthened CO2 standards, an update of Directive 2009/33/EC of the European Parliament and of the Council

   (26a)

  should be put forward, including the possibility of extending its scope to include vehicles owned or leased by a private company of a certain fleet size, with the purpose of promoting to increase demand for zero-emission vehicles. Considering that vehicles from corporate fleets enter the private market faster, it would allow for a faster establishment of a second-hand market for zero-emission vehicles, which will be especially important for regions where the transition will prove more difficult, as well as it would contribute for faster price parity with conventional vehicles across the Union.

Amendment 22

Proposal for a regulation

Recital 13

| Text proposed by the Commission | Amendment |
| --- | --- |
| (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 Council (27). |

Text proposed by the Commission

Amendment

(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 Council (27).

| (13) | Those EU fleet-wide targets
  should
  be complemented by the necessary roll-out of recharging and refuelling infrastructure,
  which is crucial to meet the strengthened targets
  .
  For that reason, considering the weak and slow implementation of
  Directive 2014/94/EU of the European Parliament and of the Council (27)

  , the strengthened CO2 emission reduction targets should be accompanied by an ambitious Regulation on Alternative Fuels Infrastructure, providing for ambitious mandatory targets for the deployment of alternative fuels infrastructure throughout the 27 Member States
  .
  Those targets should be complemented by ambitious targets for the deployment of private charging points in buildings in Directive 2010/31/EU of the European Parliament and of the Council.

   (27a)

  In that context, it is vital that investment in the necessary infrastructure deployment is continued and increased. |
| --- | --- |

(13)

Those EU fleet-wide targets
  should
  be complemented by the necessary roll-out of recharging and refuelling infrastructure,
  which is crucial to meet the strengthened targets
  .
  For that reason, considering the weak and slow implementation of
  Directive 2014/94/EU of the European Parliament and of the Council (27)

  , the strengthened CO2 emission reduction targets should be accompanied by an ambitious Regulation on Alternative Fuels Infrastructure, providing for ambitious mandatory targets for the deployment of alternative fuels infrastructure throughout the 27 Member States
  .
  Those targets should be complemented by ambitious targets for the deployment of private charging points in buildings in Directive 2010/31/EU of the European Parliament and of the Council.

   (27a)

  In that context, it is vital that investment in the necessary infrastructure deployment is continued and increased.

Amendment 23

Proposal for a regulation

Recital 13 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (13a) | Whereas there are more than one billion fossil fuel vehicles globally, responsible for more than 30 % of global CO2 emissions, the conversion of thermal vehicles to electric is a complementary solution to the offering of traditional manufacturers, making it possible to accelerate the ecological transition while relying on the circular economy; |

Text proposed by the Commission

Amendment

(13a)

Whereas there are more than one billion fossil fuel vehicles globally, responsible for more than 30 % of global CO2 emissions, the conversion of thermal vehicles to electric is a complementary solution to the offering of traditional manufacturers, making it possible to accelerate the ecological transition while relying on the circular economy;

Amendment 24

Proposal for a regulation

Recital 14

| Text proposed by the Commission | Amendment |
| --- | --- |
| (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
  . |

Text proposed by the Commission

Amendment

(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,
  which supports their competitiveness and prepares the ground for further innovations, while considering the need to provide a clear trajectory for the roll-out of those vehicles, ensuring the contribution of the road transport sector to the Union's 2030 climate
  target. |
| --- | --- |

(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,
  which supports their competitiveness and prepares the ground for further innovations, while considering the need to provide a clear trajectory for the roll-out of those vehicles, ensuring the contribution of the road transport sector to the Union's 2030 climate
  target.

Amendment 25

Proposal for a regulation

Recital 15

| Text proposed by the Commission | Amendment |
| --- | --- |
| (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. |

Text proposed by the Commission

Amendment

(15)

With the stricter EU fleet-wide targets
  from 2030 onwards
  , manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/631. The ZLEV incentive mechanism should therefore be removed
  as of 2030
  .
  Before that date and therefore throughout this decade, the incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km, including battery electric vehicles, fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. After that date,
  plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meet.

| (15) | With the stricter EU fleet-wide targets, 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. Plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meet. |
| --- | --- |

(15)

With the stricter EU fleet-wide targets, 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. Plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meet.

Amendment 26

Proposal for a regulation

Recital 15 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (15a) | Under Regulation (EU) 2019/631, emission reductions achieved through innovations that are not accounted for in the type approval test are currently accounted for through eco-innovation credits, which can be counted towards the manufacturer’s reduction target. The emission reduction that can be claimed is currently capped at 7 g/km per manufacturer. That cap should be adjusted downwards in line with the stricter targets, to ensure that this system remains limited to true innovations and is not incentivising reduced ambitions regarding the sale of zero-emission vehicles. |

Text proposed by the Commission

Amendment

(15a)

Under Regulation (EU) 2019/631, emission reductions achieved through innovations that are not accounted for in the type approval test are currently accounted for through eco-innovation credits, which can be counted towards the manufacturer’s reduction target. The emission reduction that can be claimed is currently capped at 7 g/km per manufacturer. That cap should be adjusted downwards in line with the stricter targets, to ensure that this system remains limited to true innovations and is not incentivising reduced ambitions regarding the sale of zero-emission vehicles.

Amendment 27

Proposal for a regulation

Recital 15 b (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (15b) | Supporting both technological and social innovation is an important element of encouraging a faster transition towards zero-emission mobility. Important funding is already available for innovation in the mobility ecosystem through different Union funding instruments, in particular Horizon Europe, InvestEU, the Regional Development Fund, the Cohesion Fund, the Innovation Fund, and the Recovery and Resilience Facility. While ambitious annual CO2 emission reduction targets are expected to spur innovation in the automotive supply chain, the primary objective of this Regulation is to deliver real, effective and verifiable CO2 emission reduction. |

Text proposed by the Commission

Amendment

(15b)

Supporting both technological and social innovation is an important element of encouraging a faster transition towards zero-emission mobility. Important funding is already available for innovation in the mobility ecosystem through different Union funding instruments, in particular Horizon Europe, InvestEU, the Regional Development Fund, the Cohesion Fund, the Innovation Fund, and the Recovery and Resilience Facility. While ambitious annual CO2 emission reduction targets are expected to spur innovation in the automotive supply chain, the primary objective of this Regulation is to deliver real, effective and verifiable CO2 emission reduction.

Amendment 28

Proposal for a regulation

Recital 16 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (16a) | The targets set under Regulation (EU) 2019/631 are partially achieved by the sales of Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs). The emissions of those vehicles are currently accounted through the use of a utility factor established by Commission Regulation (EU) 2017/1151

   (1a)

  , which represents the share of distance travelled using the battery compared to the distance travelled using the combustion engine. However, that utility factor is not based on representative real-world data, but on an estimate. The Commission has been collecting real-world fuel consumption data through on-board fuel consumption meters in passenger cars since 1 January 2021, in accordance with Article 12(2) of Regulation (EU) 2019/631. The utility factor for OVC-HEVs should be revised without delay using that data in order to ensure that it reflects real driving emissions. The updated utility factor should apply from 2025 at the latest and should be kept under review to ensure that it remains representative of real emissions. |

Text proposed by the Commission

Amendment

(16a)

The targets set under Regulation (EU) 2019/631 are partially achieved by the sales of Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs). The emissions of those vehicles are currently accounted through the use of a utility factor established by Commission Regulation (EU) 2017/1151

   (1a)

  , which represents the share of distance travelled using the battery compared to the distance travelled using the combustion engine. However, that utility factor is not based on representative real-world data, but on an estimate. The Commission has been collecting real-world fuel consumption data through on-board fuel consumption meters in passenger cars since 1 January 2021, in accordance with Article 12(2) of Regulation (EU) 2019/631. The utility factor for OVC-HEVs should be revised without delay using that data in order to ensure that it reflects real driving emissions. The updated utility factor should apply from 2025 at the latest and should be kept under review to ensure that it remains representative of real emissions.

Amendment 30

Proposal for a regulation

Recital 18

| Text proposed by the Commission | Amendment |
| --- | --- |
| (18) | In order to ensure a fair distribution of the reduction effort, the two limit value curves for lighter and heavier light commercial vehicles should be adjusted to reflect the strengthened CO2 reduction targets. |

Text proposed by the Commission

Amendment

(18)

In order to ensure a fair distribution of the reduction effort, the two limit value curves for lighter and heavier light commercial vehicles should be adjusted to reflect the strengthened CO2 reduction targets.

deleted

Amendment 121

Proposal for a regulation

Recital 21

| Text proposed by the Commission | Amendment |
| --- | --- |
| (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. |

Text proposed by the Commission

Amendment

(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 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
  2036
  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 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
  2036
  onwards.

Amendment 31

Proposal for a regulation

Recital 23

| Text proposed by the Commission | Amendment |
| --- | --- |
| (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. |

Text proposed by the Commission

Amendment

(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
  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
  yearly
  reporting should be considered.

Amendment 32

Proposal for a regulation

Recital 23 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (23a) | It is important to assess the full life-cycle emissions of light-duty vehicles at Union level. To that end, the Commission should no later than 31 December 2023 develop a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of light duty vehicles that are placed on the Union market in order to obtain an overall view of their environmental impact. The Commission should adopt follow-up measures, including, where appropriate, legislative proposals to support Union progress towards its climate ambitions. It is furthermore important to develop a methodology to assess the overall environmental performance of vehicles, calculated not only in terms of CO2 emissions but also taking into account overall environmental footprints. |

Text proposed by the Commission

Amendment

(23a)

It is important to assess the full life-cycle emissions of light-duty vehicles at Union level. To that end, the Commission should no later than 31 December 2023 develop a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of light duty vehicles that are placed on the Union market in order to obtain an overall view of their environmental impact. The Commission should adopt follow-up measures, including, where appropriate, legislative proposals to support Union progress towards its climate ambitions. It is furthermore important to develop a methodology to assess the overall environmental performance of vehicles, calculated not only in terms of CO2 emissions but also taking into account overall environmental footprints.

Amendment 33

Proposal for a regulation

Recital 24

| Text proposed by the Commission | Amendment |
| --- | --- |
| (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
  . |

Text proposed by the Commission

Amendment

(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
  allocation of
  revenue from the excess emission premiums
  should be assigned to supporting the just transition towards a climate-neutral economy and, specifically, to mitigate any negative employment impacts of the transition in
  the automotive sector
  . The Commission should submit, where appropriate, a proposal to establish such a funding instrument. In doing so, consideration should be given in particular to affected regions and communities which might be more vulnerable due to the presence of an intensive automotive industry or because of their specific characteristics that make the
  transition
  to zero-emissions road transport more difficult, such as outermost regions
  . |
| --- | --- |

(24)

The
  allocation of
  revenue from the excess emission premiums
  should be assigned to supporting the just transition towards a climate-neutral economy and, specifically, to mitigate any negative employment impacts of the transition in
  the automotive sector
  . The Commission should submit, where appropriate, a proposal to establish such a funding instrument. In doing so, consideration should be given in particular to affected regions and communities which might be more vulnerable due to the presence of an intensive automotive industry or because of their specific characteristics that make the
  transition
  to zero-emissions road transport more difficult, such as outermost regions
  .

Amendment 74

Proposal for a regulation

Article 1 — paragraph 1 — point 1 — point — a (new)

Regulation (EU) 2019/631

Article 1 — paragraph 4 — point a

| Present text | Amendment |
| --- | --- |
| | (- a) | paragraph 4 point (a) is replaced by the following: |

Present text

Amendment

(- a)

| (a) | for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 15 % reduction of the target in2021determined in accordance with point 6.1.1 of Part A of Annex I; |
| --- | --- |

(a)

for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 15 % reduction of the target in2021determined in accordance with point 6.1.1 of Part A of Annex I;

| ‘(a) | for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 15 % reduction of the target in2021determined in accordance with point 6.1.1 of Part A of Annex I 
  as set in Regulation (EU) 2019/631 to respect production cycles
  ;’ |
| --- | --- |

‘(a)

for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 15 % reduction of the target in2021determined in accordance with point 6.1.1 of Part A of Annex I 
  as set in Regulation (EU) 2019/631 to respect production cycles
  ;’

Amendment 35

Proposal for a regulation

Article 1 — paragraph 1 — point 1 — point -a a (new)

Regulation (EU) 2019/631

Article 1 — paragraph 4 — point (b)

| Present text | Amendment |
| --- | --- |
| | (-aa) | paragraph 4 point (b) is replaced by the following |

Present text

Amendment

(-aa)

| (b) | for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I. |
| --- | --- |

(b)

for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I.

| ‘(b) | for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I 
  as set in Regulation (EU) 2019/631
  .’ |
| --- | --- |

‘(b)

for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I 
  as set in Regulation (EU) 2019/631
  .’

Amendment 36

Proposal for a regulation

Article 1 — paragraph 1 — point 1 — point c

Regulation (EU) 2019/631

Article 1 — paragraph 6

| Text proposed by the Commission | Amendment |
| --- | --- |
| (c) | in
  paragraph 6,
  the words ‘From 1 January 2025,’ are replaced by ‘From 1 January 2025 to 31 December 2029,’, |

Text proposed by the Commission

Amendment

(c)

in
  paragraph 6,
  the words ‘From 1 January 2025,’ are replaced by ‘From 1 January 2025 to 31 December 2029,’,

| (c) | paragraph 6
  is deleted |
| --- | --- |

(c)

paragraph 6
  is deleted

Amendment 37

Proposal for a regulation

Article 1 — paragraph 1 — point 3 — point a a (new)

Regulation (EU) 2019/631

Article 3 — paragraph 1 — point a a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (aa) | the following point is inserted: |

Text proposed by the Commission

Amendment

(aa)

| ‘(aa) | “plug-in hybrid electric vehicle” or “PHEV” means a vehicle powered by a combination of an electric motor with a rechargeable battery and an internal combustion engine, which may operate together or separately.’ |
| --- | --- |

‘(aa)

“plug-in hybrid electric vehicle” or “PHEV” means a vehicle powered by a combination of an electric motor with a rechargeable battery and an internal combustion engine, which may operate together or separately.’

Amendment 38

Proposal for a regulation

Article 1 — paragraph 1 — point 3 — point b a (new)

Regulation (EU) 2019/631

Article 3 — paragraph 1 — point b a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (ba) | the following point is inserted: |

Text proposed by the Commission

Amendment

(ba)

| ‘(ba) | corporate vehicle’ means a vehicle owned or leased by a private company, as defined under Council Regulation (EC) No 2157/2001

   (1a)

  and used for business purposes |
| --- | --- |

‘(ba)

corporate vehicle’ means a vehicle owned or leased by a private company, as defined under Council Regulation (EC) No 2157/2001

   (1a)

  and used for business purposes

Amendment 41

Proposal for a regulation

Article 1 — paragraph 1 — point 5 — point a a (new)

Regulation (EU) 2019/631

Article 7 — paragraph 10

| Present text | Amendment |
| --- | --- |
| | (aa) | paragraph 10 is replaced by the following: |

Present text

Amendment

(aa)

10.   The Commission shall no later than 2023
  evaluate the possibility of developing
  a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of passenger cars and light commercial vehicles that are placed on the Union market. The Commission shall transmit to the European Parliament and to the Council that
  evaluation
  , including, where appropriate, proposals for follow-up measures, such as legislative proposals.

‘10.   The Commission shall no later than 2023
  publish a report setting out
  a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of passenger cars and light commercial vehicles that are placed on the Union market
  including a methodology for the assessment of full life-cycle CO2 emissions of fuels and energy consumed by such vehicles
  . The Commission shall transmit to the European Parliament and to the Council that
  report
  , including, where appropriate, proposals for follow-up measures, such as legislative proposals.’

Amendment 42

Amendment 42

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 5 — point a b (new)

Article 1 — paragraph 1 — point 5 — point a b (new)

Regulation (EU) 2019/631

Article 7 — paragraph 10 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (ab) | the following paragraph 10a is inserted: |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

(ab)

(ab)

the following paragraph 10a is inserted:

‘10a.
     
  From 1 January 2024, manufacturers may, on a voluntary basis, submit the life cycle CO2 emissions data for passenger cars and light commercial vehicles on the Union market referred to in paragraph 10 of this Article to the competent authorities referred to in paragraph 6 of this Article and to the Member States, which shall then submit them to the Commission in accordance with paragraph 2 of this Article. From 1 January 2028, that data shall be incorporated into the information listed in Part A of Annexes II and III;’

Amendment 43

Amendment 43

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 5 a (new)

Article 1 — paragraph 1 — point 5 a (new)

Regulation (EU) 2019/631

Article 8 — paragraph 4

| Present text | Amendment |
| --- | --- |
| | (5a) | In Article 8, paragraph 4 is replaced by the following: |

Present text

Present text

Amendment

Amendment

(5a)

(5a)

In Article 8, paragraph 4 is replaced by the following:

4.   The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Union.

4.   The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Union.

By 31 December 2023, the Commission shall present a report setting out in detail the need for targeted funding to ensure a just transition in the automotive sector, with the objective of mitigating negative employment and other economic impacts in all affected Member States, in particular in the regions and the communities most affected by the transition. The report shall, where appropriate, be accompanied by a legislative proposal to establish a Union funding instrument to address that need and, in particular, to coordinate and finance preventive and reactive measures to address restructuring at local and regional levels and to finance the training, reskilling and upskilling of workers in the automotive sector, including car manufacturers, their component suppliers and ancillary maintenance and repair services, especially in small and medium-sized enterprises.

By 31 December 2023, the Commission shall present a report setting out in detail the need for targeted funding to ensure a just transition in the automotive sector, with the objective of mitigating negative employment and other economic impacts in all affected Member States, in particular in the regions and the communities most affected by the transition. The report shall, where appropriate, be accompanied by a legislative proposal to establish a Union funding instrument to address that need and, in particular, to coordinate and finance preventive and reactive measures to address restructuring at local and regional levels and to finance the training, reskilling and upskilling of workers in the automotive sector, including car manufacturers, their component suppliers and ancillary maintenance and repair services, especially in small and medium-sized enterprises.

The financing instrument may take the form of a dedicated funding instrument or be part of the Social Climate Fund or a revised Just Transition Fund. Any revenues from excess emission premiums shall be allocated for that purpose.

The financing instrument may take the form of a dedicated funding instrument or be part of the Social Climate Fund or a revised Just Transition Fund. Any revenues from excess emission premiums shall be allocated for that purpose.

Amendment 122

Amendment 122

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 6

Article 1 — paragraph 1 — point 6

Regulation (EU) 2019/631

Article 10 — paragraph 2

| Text proposed by the Commission | Amendment |
| --- | --- |
| ‘A derogation applied for under paragraph 1 may be granted from the specific emission targets applicable until and including calendar year
  2029
  .’; | ‘A derogation applied for under paragraph 1 may be granted from the specific emission targets applicable until and including calendar year
  2035
  .’; |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

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

‘A derogation applied for under paragraph 1 may be granted from the specific emission targets applicable until and including calendar year
  2035
  .’;

Amendment 44

Amendment 44

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 6 a (new)

Article 1 — paragraph 1 — point 6 a (new)

Regulation (EU) 2019/631

Article 10 — paragraph 4 — subparagraph 1

| Present text | Amendment |
| --- | --- |
| | (6a) | Article 10, paragraph 4, is replaced by the following: |

Present text

Present text

Amendment

Amendment

(6a)

(6a)

Article 10, paragraph 4, is replaced by the following:

4.   An application for a derogation from the specific emissions target calculated in accordance with points 1 to 4 and 6.3 of Part A of Annex I may be made by a manufacturer which is responsible, together with all of its connected undertakings, for between 10 000 and 300 000 new passenger cars registered in the Union per calendar year.

‘4.   An application for a derogation from the specific emissions target calculated in accordance with points 1 to 4 and 6.3 of Part A of Annex I may be made
  for the years until 2028 included
  by a manufacturer which is responsible, together with all of its connected undertakings, for between 10 000 and 300 000 new passenger cars registered in the Union per calendar year.’

Amendment 45

Amendment 45

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 6 b (new)

Article 1 — paragraph 1 — point 6 b (new)

Regulation (EU) 2019/631

Article 11 — paragraph 1

| Present text | Amendment |
| --- | --- |
| | (6 b) | In Article 11, paragraph 1 is replaced by the following: |

Present text

Present text

Amendment

Amendment

(6 b)

(6 b)

In Article 11, paragraph 1 is replaced by the following:

1.   Upon application by a supplier or a manufacturer, CO2 savings achieved through the use of innovative technologies or a combination of innovative technologies (‘innovative technology packages’) shall be considered.

1.   Upon application by a supplier or a manufacturer, CO2 savings achieved through the use of innovative technologies or a combination of innovative technologies (‘innovative technology packages’) shall be considered.

Such technologies shall be taken into consideration only if the methodology used to assess them is capable of producing verifiable, repeatable and comparable results.

Such technologies shall be taken into consideration only if the methodology used to assess them is capable of producing verifiable, repeatable and comparable results.

The total contribution of those technologies to reducing the average specific emissions of CO2 of a manufacturer may be up to 7 g CO2/km.

2

2

The total contribution of those technologies to reducing the average specific emissions of CO2 of a manufacturer may be up to 7 g CO2/km
  until 2024;

2

2

until 2024;

| — | 5 g CO2/km from 2025; |
| --- | --- |

—

5 g CO2/km from 2025;

5 g CO2

| — | 4 g CO2/km from 2027; |
| --- | --- |

—

4 g CO2/km from 2027;

4 g CO2

| — | 2 g CO2/km from 2030 until and including 2034
  . |
| --- | --- |

—

2 g CO2/km from 2030 until and including 2034
  .

2 g CO2

The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to amend this Regulation by adjusting the cap referred to in the third subparagraph of this paragraph with effect from 2025 onwards to take into account technological developments while ensuring a balanced proportion of the level of that cap in relation to the average specific emissions of CO2 of manufacturers.

2

The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to amend this Regulation by adjusting the cap
  downwards
  referred to in the third subparagraph of this paragraph with effect from 2025 onwards to take into account technological developments while ensuring a balanced proportion of the level of that cap in relation to the average specific emissions of CO2 of manufacturers.

downwards

2

Amendment 46

Amendment 46

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 6 c (new)

Article 1 — paragraph 1 — point 6 c (new)

Regulation (EU) 2019/631

Article 11 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (6c) | the following Article is inserted: |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

(6c)

(6c)

the following Article is inserted:

‘Article 11a

Ecodesign

In order to ensure that the transition towards zero-emission mobility fully contributes to the Union's energy efficiency and circular economy objectives, the Commission shall by 31 December 2023 make proposals, as appropriate, concerning the setting of minimum ecodesign requirements for all new passenger cars and light commercial vehicles, including energy efficiency, durability and repairability requirements for essential parts such as lights, electronic components and batteries, minimum requirements for the recovery of metals, plastics and critical raw materials, taking into account the principles applied to other energy-related products under Directive 2009/125/EC of the European Parliament and of the Council

   (1a)

  .

Amendment 47

Amendment 47

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 6 d (new)

Article 1 — paragraph 1 — point 6 d (new)

Regulation (EU) 2019/631

Article 12 — paragraph 3

| Present text | Amendment |
| --- | --- |
| | (6d) | In Article 12, paragraph 3 is replaced by the following: |

Present text

Present text

Amendment

Amendment

(6d)

(6d)

In Article 12, paragraph 3 is replaced by the following:

3.   In order to prevent the real-world emissions gap from growing, the Commission shall, no later than 1 June 2023, assess how fuel and energy consumption data may be used to ensure that the vehicle CO2 emissions and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007 remain representative of real-world emissions over time for each manufacturer.

3.   In order to prevent the real-world emissions gap from growing, the Commission shall, no later than 1 June 2023, assess how
  real-world
  fuel and energy consumption data
  collected pursuant to Commission Implementing Regulation (EU) 2021/392

   (1a) may be used to ensure that the vehicle CO2 emissions and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007 remain representative of real-world emissions over time for each manufacturer.

The Commission shall monitor and report annually on how the gap referred to in the first subparagraph evolves
  over the period
  2021
  to 2026
  and shall, with the view to
  preventing an increase in that gap, assess, in 2027
  ,
  the feasibility of a mechanism to adjust
  the manufacturer's average specific emissions of CO2

  as of 2030, and, if appropriate, submit a legislative proposal to put such a mechanism in place.

over the period

to 2026

preventing an increase in that gap, assess, in 2027

the feasibility of a mechanism to adjust

2

as of 2030, and, if appropriate, submit a legislative proposal to put such a mechanism in place.

The Commission shall monitor and report annually on how the gap referred to in the first subparagraph evolves
  from
  2021
  onwards
  and shall
  , as appropriate, as soon as sufficient data is available, and no later than 31 December 2026 submit a legislative proposal
  with the view
  to closing that gap by adjusting the
  manufacturer's average specific emissions of CO2

  using real-world data collected pursuant to Commission Implementing Regulation (EU) 2021/392.

from

onwards

, as appropriate, as soon as sufficient data is available, and no later than 31 December 2026 submit a legislative proposal

to closing that gap by adjusting the

2

using real-world data collected pursuant to Commission Implementing Regulation (EU) 2021/392.

In addition, the Commission shall in particular assess the use of fuel and energy consumption data referred to in paragraph 1 of this Article for Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs). Using that data, the Commission shall adopt delegated acts in accordance with Article 17 to adapt the utility factors used for OVC-HEVs in order to ensure that their emissions are representative of real-world driving from 2025 onwards.

In addition, the Commission shall in particular assess the use of fuel and energy consumption data referred to in paragraph 1 of this Article for Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs). Using that data, the Commission shall adopt delegated acts in accordance with Article 17 to adapt the utility factors used for OVC-HEVs in order to ensure that their emissions are representative of real-world driving from 2025 onwards.

Amendment 48

Amendment 48

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 6 e (new)

Article 1 — paragraph 1 — point 6 e (new)

Regulation (EU) 2019/631

Article 12 — paragraph 4 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (6e) | In Article 12, the following paragraph is added: |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

(6e)

(6e)

In Article 12, the following paragraph is added:

‘'4a.
     
  By 31 December 2023, the Commission shall adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by establishing a methodology for measuring and comparing the efficiency of zero and low emission vehicles based on the amount of electricity needed to drive 100 kilometres. That methodology shall in particular consider the implications of the electricity used on the amount of resources that are required by internal energy storage batteries of such vehicles.

No later than 31 December 2024, the Commission shall present a legislative proposal to the European Parliament and the Council to set minimum energy efficiency thresholds for new zero-emission passenger cars and light commercial vehicles placed on the Union market.’

Amendment 50

Amendment 50

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 9

Article 1 — paragraph 1 — point 9

Regulation (EU) 2019/631

Article 14a

| Text proposed by the Commission | Amendment |
| --- | --- |
| Article 14a | Article 14a |
| Progress report | Progress report |
| By 31 December 2025, and every
  two years
  thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate
  the
  transition, including through financial means. | By 31 December 2025, and every
  year
  thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate
  a just
  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: |
| | (a) | progress in
  the deployment of zero- and low-emission vehicles
  and in their affordability and energy efficiency; |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

Article 14a

Article 14a

Progress report

Progress report

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.

two years

the

By 31 December 2025, and every
  year
  thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate
  a just
  transition, including through financial means.

year

a just

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.;

the targets for the

neutral mobility,

In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes:

(a)

(a)

progress in
  the deployment of zero- and low-emission vehicles
  and in their affordability and energy efficiency;

progress in

and in their affordability and energy efficiency;

| (b) | the impacts on consumers, particularly those with low and medium incomes, and the pace of uptake of zero- and low-emission vehicles in those consumer segments, as well as the availability and scope of measures at Union, Member State and local levels to support this uptake; |
| --- | --- |

(b)

(b)

the impacts on consumers, particularly those with low and medium incomes, and the pace of uptake of zero- and low-emission vehicles in those consumer segments, as well as the availability and scope of measures at Union, Member State and local levels to support this uptake;

the impacts on consumers, particularly those with low and medium incomes, and the pace of uptake of zero- and low-emission vehicles in those consumer segments, as well as the availability and scope of measures at Union, Member State and local levels to support this uptake;

| (c) | the market for second-hand vehicles; |
| --- | --- |

(c)

(c)

the market for second-hand vehicles;

the market for second-hand vehicles;

| (d) | progress in achieving
  a sufficient
  roll-out of
  public and private
  recharging and refuelling infrastructure
  , including but not limited to progress in achieving the targets
  as required under the Alternative Fuels Infrastructure Regulation
  and the Directive 2010/31/EU of the European Parliament and of the Council

   (1a)

  ; |
| --- | --- |

(d)

(d)

progress in achieving
  a sufficient
  roll-out of
  public and private
  recharging and refuelling infrastructure
  , including but not limited to progress in achieving the targets
  as required under the Alternative Fuels Infrastructure Regulation
  and the Directive 2010/31/EU of the European Parliament and of the Council

   (1a)

  ;

a sufficient

public and private

, including but not limited to progress in achieving the targets

and the Directive 2010/31/EU of the European Parliament and of the Council

1a

;

| (e) | progress in increasing the amount of renewable energy in the Union in line with Directive (EU) 2018/2001; |
| --- | --- |

(e)

(e)

progress in increasing the amount of renewable energy in the Union in line with Directive (EU) 2018/2001;

progress in increasing the amount of renewable energy in the Union in line with Directive (EU) 2018/2001;

| (f) | the potential contribution of innovation technologies and sustainable alternative fuels
  , including synthetic fuels,
  to reach climate
  neutrality in the transport sector
  ; |
| --- | --- |

(f)

(f)

the potential contribution of innovation technologies and sustainable alternative fuels
  , including synthetic fuels,
  to reach climate
  neutrality in the transport sector
  ;

, including synthetic fuels,

neutrality in the transport sector

| (g) | life-cycle emissions of new passenger cars and new light commercial vehicles placed on the market, using the methodology adopted in accordance with Article 7(10) |
| --- | --- |

(g)

(g)

life-cycle emissions of new passenger cars and new light commercial vehicles placed on the market, using the methodology adopted in accordance with Article 7(10)

life-cycle emissions of new passenger cars and new light commercial vehicles placed on the market, using the methodology adopted in accordance with Article 7(10)

| (h
  ) | progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition
  , taking into account employment and competitiveness,
  towards zero emission road mobility; |
| --- | --- |

(h
  )

(h

progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition
  , taking into account employment and competitiveness,
  towards zero emission road mobility;

, taking into account employment and competitiveness,

| (i) | the impacts on employment, to be assessed through granular mapping of the development of jobs in the automotive industry and the effect on the regions where these industries are located, as well as measures, including financial measures, at Union, Member State or local level to mitigate socioeconomic impacts in those regions, including upskilling and reskilling programmes; |
| --- | --- |

(i)

(i)

the impacts on employment, to be assessed through granular mapping of the development of jobs in the automotive industry and the effect on the regions where these industries are located, as well as measures, including financial measures, at Union, Member State or local level to mitigate socioeconomic impacts in those regions, including upskilling and reskilling programmes;

the impacts on employment, to be assessed through granular mapping of the development of jobs in the automotive industry and the effect on the regions where these industries are located, as well as measures, including financial measures, at Union, Member State or local level to mitigate socioeconomic impacts in those regions, including upskilling and reskilling programmes;

| (k) | the potential contribution of additional national and Union measures aimed to lower the average age and thus the emissions of the light-duty vehicles fleet, such as measures to support the phase out of older vehicles in a socially just and environmentally sound manner; |
| --- | --- |

(k)

(k)

the potential contribution of additional national and Union measures aimed to lower the average age and thus the emissions of the light-duty vehicles fleet, such as measures to support the phase out of older vehicles in a socially just and environmentally sound manner;

the potential contribution of additional national and Union measures aimed to lower the average age and thus the emissions of the light-duty vehicles fleet, such as measures to support the phase out of older vehicles in a socially just and environmentally sound manner;

Amendment 51

Amendment 51

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 9

Article 1 — paragraph 1 — point 9

Regulation (EU) 2019/631

Article 14a — paragraph 2 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | In line with the Council Recommendation (EU) .../... [Council recommendation on ensuring a fair transition towards climate neutrality], Member States are invited to prepare Territorial Just Transition Plans for their automotive industry, in close dialogue with social partners, in order to steer structural change in a socially acceptable way and to avoid social disruption. |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

In line with the Council Recommendation (EU) .../... [Council recommendation on ensuring a fair transition towards climate neutrality], Member States are invited to prepare Territorial Just Transition Plans for their automotive industry, in close dialogue with social partners, in order to steer structural change in a socially acceptable way and to avoid social disruption.

In line with the Council Recommendation (EU) .../... [Council recommendation on ensuring a fair transition towards climate neutrality], Member States are invited to prepare Territorial Just Transition Plans for their automotive industry, in close dialogue with social partners, in order to steer structural change in a socially acceptable way and to avoid social disruption.

Amendment 80

Amendment 80

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 9 a (new)

Article 1 — paragraph 1 — point 9 a (new)

Regulation (EU) 2019/631

Article 14a a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (9 a) | The following Article is inserted: |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

(9 a)

(9 a)

The following Article is inserted:

‘Article 14aa

Additional measures to support the demand for zero-emission passenger cars and light-commercial vehicles in the Union market

By 28 February 2023, the Commission shall present a legislative proposal to the European Parliament and to the Council to increase the share of zero-emission vehicles in public and corporate light-duty vehicle fleets. The proposals shall include binding zero-emission mandates on corporate and public fleet owners and operators, while taking into account regional disparities.’

Amendment 53

Amendment 53

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 9 a (new)

Article 1 — paragraph 1 — point 9 a (new)

Regulation (EU) 2019/631

Article 14 b (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (9a) | the following Article 14b is inserted: |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

(9a)

(9a)

the following Article 14b is inserted:

‘Article 14b

In accordance with Article 3(1), point (b), of Directive (EU) .../... [Recast Energy Efficiency Directive], Member States shall consider the energy efficiency first principle in policy, planning and investment decisions related to the deployment of recharging and refuelling infrastructure of alternative fuels, including as regards the well-to-wheel energy efficiency of different zero emission technologies.’

Amendment 54

Amendment 54

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 9 b (new)

Article 1 — paragraph 1 — point 9 b (new)

Regulation (EU) 2019/631

Article 14a b (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (9b) | The following Article 14ab is inserted: |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

(9b)

(9b)

The following Article 14ab is inserted:

‘Article 14ab

Additional measures to support the transition to zero-emission passenger cars and light-commercial vehicles in the Union market

By ... [6 months after the date of entry into force of this Regulation], the Commission shall adopt a delegated act in accordance with Article 17 to harmonise the type-approval rules for vehicles with internal combustion engines converted to battery or fuel cell electric drive, in order to allow for series approval. The Commission shall also assess the introduction of a rule for calculating the CO2 equivalents of combustion engine vehicles converted to battery or fuel cell electric drive in the context of the application of this Regulation.’

Amendment 55

Amendment 55

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 10 — point a

Article 1 — paragraph 1 — point 10 — point a

Regulation (EU) 2019/631

Article 15 — paragraph 1

| Text proposed by the Commission | Amendment |
| --- | --- |
| 1.   The Commission shall, in
  2028
  , review the effectiveness and impact of this Regulation, building on the
  two
  yearly reporting, and submit a report to the European Parliament and to the Council with the result of the review. | 1.   The Commission shall,
  by 2027, thoroughly
  review the effectiveness and impact of this Regulation, building on the yearly reporting, and submit a report to the European Parliament and to the Council with the result of the review. |
| The report shall, where appropriate, be accompanied by a proposal for amending this Regulation. | The report shall, where appropriate, be accompanied by a proposal for amending this Regulation. |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

1.   The Commission shall, in
  2028
  , review the effectiveness and impact of this Regulation, building on the
  two
  yearly reporting, and submit a report to the European Parliament and to the Council with the result of the review.

1.   The Commission shall,
  by 2027, thoroughly
  review the effectiveness and impact of this Regulation, building on the yearly reporting, and submit a report to the European Parliament and to the Council with the result of the review.

The report shall, where appropriate, be accompanied by a proposal for amending this Regulation.

The report shall, where appropriate, be accompanied by a proposal for amending this Regulation.

Amendment 56

Amendment 56

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 10 — point a a (new)

Article 1 — paragraph 1 — point 10 — point a a (new)

Regulation (EU) 2019/631

Article 15 — paragraph 1 a (new)

| Text proposed by the Commission | Amendment |
| --- | --- |
| | (aa) | In Article 15, the following paragraph is inserted: |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

(aa)

(aa)

In Article 15, the following paragraph is inserted:

In Article 15, the following paragraph is inserted:

‘1a.
     
  In the review referred to in paragraph 1 the Commission shall also report on the life-cycle CO2 emissions of new passenger cars and new light commercial vehicles, based on the methodology set out in Article 7(10). The report shall, where appropriate, be accompanied by a legislative proposal for supplementing this Regulation to address those emissions.’

Amendment 57

Amendment 57

Proposal for a regulation

Proposal for a regulation

Article 1 — paragraph 1 — point 10 — point b a (new)

Article 1 — paragraph 1 — point 10 — point b a (new)

Regulation (EU) 2019/631

Article 15 — paragraph 6

| Present text | Amendment |
| --- | --- |
| | (ba) | paragraph 6 is replaced by the following: |

Present text

Present text

Amendment

Amendment

(ba)

(ba)

paragraph 6 is replaced by the following:

paragraph 6 is replaced by the following:

6.   By
  31 December 2020
  , the Commission shall
  review
  Directive 1999/94/EC considering the need to provide consumers with accurate, robust and comparable information on
  the
  fuel consumption, CO2 emissions
  and
  air pollutant emissions of new passenger cars placed on the market, as well as evaluate the options for introducing a fuel economy and CO2 emissions label for new light commercial vehicles.
  The review shall, where appropriate, be accompanied by a legislative proposal.

‘6.   By...
  [6 months after the date of entry into force of this Regulation],
  the Commission shall
  revise
  Directive 1999/94/EC considering the need to provide consumers with accurate, robust and comparable information on
  real-world
  fuel consumption, CO2 emissions, air pollutant emissions
  and energy efficiency
  of new passenger cars placed on the market, as well as evaluate the options for introducing a fuel economy and CO2 emissions label for new light commercial vehicles.’

Amendment 60

Amendment 60

Proposal for a regulation

Proposal for a regulation

Annex — paragraph 1 — point 1 — point f

Annex — paragraph 1 — point 1 — point f

Regulation (EU) 2019/631

Annex I — Part A — point 6.3.1- subparagraphs 1-2

| Text proposed by the Commission | Amendment |
| --- | --- |
| Specific emissions target = specific emissions reference target .
  ZLEV factor | Specific emissions target = specific emissions reference target |
| where: | where: |
| 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; |
| ZLEV factor is (1 + y – x), unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0 , as the case may be; | |
| where: | |
| y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new passenger cars registered in the relevant calendar year: | |
| C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.) | |
| For new passenger cars registered in Member States with a share of zero- and low-emission vehicles in their fleet below 60 % of the Union average in the year 2017 and with less than 1 000 new zero- and low-emission vehicles registered in the year 2017

   (*)

  , ZLEVspecific shall, until and including 2029, be calculated in accordance with the following formula: | |
| C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.) | |
| Where the share of zero- and low-emission vehicles in a Member State’s fleet of new passenger cars registered in a year between 2025 and 2028 exceeds 5 %, that Member State shall not be eligible for the application of the multiplier of 1,85 in the subsequent years; | |
| x is 15 % in the years 2025 to 2029. | |
| |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

Specific emissions target = specific emissions reference target .
  ZLEV factor

ZLEV factor

Specific emissions target = specific emissions reference target

where:

where:

specific emissions reference target is the specific emissions reference target of CO2 determined in accordance with point 6.2.1;

2

specific emissions reference target is the specific emissions reference target of CO2 determined in accordance with point 6.2.1;

2

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

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

where:

where:

y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new passenger cars registered in the relevant calendar year:

y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific

Image 1C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)

For new passenger cars registered in Member States with a share of zero- and low-emission vehicles in their fleet below 60 % of the Union average in the year 2017 and with less than 1 000 new zero- and low-emission vehicles registered in the year 2017

   (*)

  , ZLEVspecific shall, until and including 2029, be calculated in accordance with the following formula:

For new passenger cars registered in Member States with a share of zero- and low-emission vehicles in their fleet below 60 % of the Union average in the year 2017 and with less than 1 000 new zero- and low-emission vehicles registered in the year 2017

*

, ZLEVspecific shall, until and including 2029, be calculated in accordance with the following formula:

Image 2C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)

Where the share of zero- and low-emission vehicles in a Member State’s fleet of new passenger cars registered in a year between 2025 and 2028 exceeds 5 %, that Member State shall not be eligible for the application of the multiplier of 1,85 in the subsequent years;

Where the share of zero- and low-emission vehicles in a Member State’s fleet of new passenger cars registered in a year between 2025 and 2028 exceeds 5 %, that Member State shall not be eligible for the application of the multiplier of 1,85 in the subsequent years;

x is 15 % in the years 2025 to 2029.

x is 15 % in the years 2025 to 2029.

Amendment 78

Amendment 78

Proposal for a regulation

Proposal for a regulation

Annex I — paragraph 1 — point 2 — point d

Annex I — paragraph 1 — point 2 — point d

Regulation (EU) 2019/631

Annex I — Part B — point 6.2.2

| Text proposed by the Commission | Amendment |
| --- | --- |
| (d) | point 6.2.2 is replaced by the following:






  ‘6.2.2 | Specific emissions reference targets for 2030 to 2034
  Specific emissions reference target = EU fleet-wide target2030 + α· (TM-TM0)
  Where,
  EU fleet-wide target2030 is as determined in accordance with point 6.1.
  3
  ;
  α is a2030
  ,L

  where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a2030,H
  where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0;
  where:


  a2030,L is


  C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)



  a2030,H is


  C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)

  average emissions2021 is as defined in point 6.2.1
  TM is as defined in point 6.2.1
  TM0 is as defined in point 6.2.1’ |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

(d)

point 6.2.2 is replaced by the following:

‘6.2.2

Specific emissions reference targets for 2030 to 2034

Specific emissions reference target = EU fleet-wide target2030 + α· (TM-TM0)

2030

0

Where,

EU fleet-wide target2030 is as determined in accordance with point 6.1.
  3
  ;

2030

3

α is a2030
  ,L

  where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a2030,H
  where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0;

a2030

,L

0

a2030

H

0

where:

a2030,L is


  Image 3C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)

a2030,L

a2030,H is


  Image 4C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)

a2030,H

average emissions2021 is as defined in point 6.2.1

2021

TM is as defined in point 6.2.1

TM0 is as defined in point 6.2.1’

0

| (d) | point 6.2.2 is replaced by the following:






  ‘6.2.2 | Specific emissions reference targets for 2030 to 2034
  Specific emissions reference target = EU fleet-wide target2030 + α· (TM-TM0)
  Where,
  EU fleet-wide target2030 is as determined in accordance with point 6.1.
  2
  ;
  α is a2030
  where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a
  2021

  where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0;
  where:


  a2030 is


  C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)



  a2021 is as defined in point 6.2.1


  average emissions2021 is as defined in point 6.2.1
  TM is as defined in point 6.2.1
  TM0 is as defined in point 6.2.1’ |
| --- | --- | --- |

(d)

point 6.2.2 is replaced by the following:

‘6.2.2

Specific emissions reference targets for 2030 to 2034

Specific emissions reference target = EU fleet-wide target2030 + α· (TM-TM0)

2030

0

Where,

EU fleet-wide target2030 is as determined in accordance with point 6.1.
  2
  ;

2030

2

α is a2030
  where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a
  2021

  where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0;

a2030

0

a
  2021

0

where:

a2030 is


  Image 5C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)

a2030

a2021 is as defined in point 6.2.1

a2021

average emissions2021 is as defined in point 6.2.1

2021

TM is as defined in point 6.2.1

TM0 is as defined in point 6.2.1’

0

Amendment 79

Amendment 79

Proposal for a regulation

Proposal for a regulation

Annex I — paragraph 1 — point 2 — point e

Annex I — paragraph 1 — point 2 — point e

Regulation (EU) 2019/631

Annex I — Part B — point 6.2.3

| Text proposed by the Commission | Amendment |
| --- | --- |
| (e) | point 6.2.3 is added:






  ‘6.2.3 | Specific emissions reference targets for 2035 onwards
  Specific emissions reference target = EU fleet-wide target2035 + α· (TM-TM0)
  Where,
  EU fleet-wide target2035 is as determined in accordance with point 6.1.3;
  α is a2035
  ,L

  where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a2035
  ,H

  where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0;
  where:


  a2035,L is


  C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)



  a2035,H is


  C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)

  average emissions2021 is as defined in point 6.2.1
  TM is as defined in point 6.2.1
  TM0 is as defined in point 6.2.1’ |

Text proposed by the Commission

Text proposed by the Commission

Amendment

Amendment

(e)

point 6.2.3 is added:

‘6.2.3

Specific emissions reference targets for 2035 onwards

Specific emissions reference target = EU fleet-wide target2035 + α· (TM-TM0)

2035

0

Where,

EU fleet-wide target2035 is as determined in accordance with point 6.1.3;

2035

α is a2035
  ,L

  where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a2035
  ,H

  where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0;

a2035

,L

0

a2035

,H

0

where:

a2035,L is


  Image 6C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)

a2035,L

a2035,H is


  Image 7C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)

a2035,H

average emissions2021 is as defined in point 6.2.1

2021

TM is as defined in point 6.2.1

TM0 is as defined in point 6.2.1’

0

| (e) | point 6.2.3 is added:






  ‘6.2.3 | Specific emissions reference targets for 2035 onwards
  Specific emissions reference target = EU fleet-wide target2035 + α· (TM-TM0)
  Where,
  EU fleet-wide target2035 is as determined in accordance with point 6.1.3;
  α is a2035
  where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a
  2021

  where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0;
  where:


  a2035 is


  C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)



  a2021 is as defined in point 6.2.1


  average emissions2021 is as defined in point 6.2.1
  TM is as defined in point 6.2.1
  TM0 is as defined in point 6.2.1’ |
| --- | --- | --- |

(e)

point 6.2.3 is added:

‘6.2.3

Specific emissions reference targets for 2035 onwards

Specific emissions reference target = EU fleet-wide target2035 + α· (TM-TM0)

2035

0

Where,

EU fleet-wide target2035 is as determined in accordance with point 6.1.3;

2035

α is a2035
  where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a
  2021

  where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0;

a2035

0

a
  2021

0

where:

a2035 is


  Image 8C4932022EN15010120220608EN0019.000115021501P9_TC1-COD(2020)0350Position of the European Parliament adopted at first reading on 8 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council amending Regulation (EU) 2018/1862 as regards the entry of information alerts into the Schengen Information System (SIS) on third-country nationals in the interest of the Union(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1190.)C4932022EN33210120220609EN0027.000133313331P9_TC1-COD(2012)0060Position of the European Parliament adopted at first reading on 9 June 2022 with a view to the adoption of Regulation (EU) 2022/... of the European Parliament and of the Council on the access of third-country economic operators, goods and services to the Union’s public procurement and concession markets and procedures supporting negotiations on access of Union economic operators, goods and services to the public procurement and concession markets of third countries (International Procurement Instrument — IPI)(As an agreement was reached between Parliament and Council, Parliament's position corresponds to the final legislative act, Regulation (EU) 2022/1031.)

a2035

a2021 is as defined in point 6.2.1

a2021

average emissions2021 is as defined in point 6.2.1

2021

TM is as defined in point 6.2.1

TM0 is as defined in point 6.2.1’

0

Amendment 69

Amendment 69

Proposal for a regulation

Proposal for a regulation

Annex — paragraph 1 — point 2 — point e a (new)

Annex — paragraph 1 — point 2 — point e a (new)

Regulation (EU) 2019/631

Annex I — Part B — point 6.3.1

| Present text | Amendment |
| --- | --- |
| | (ea) | In point 6.3.1 subparagraphs 1 and 2 are replaced by the following: |

Present text

Present text

Amendment

Amendment

(ea)

(ea)

In point 6.3.1 subparagraphs 1 and 2 are replaced by the following:

In point 6.3.1 subparagraphs 1 and 2 are replaced by the following:

The specific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025))
  · ZLEVfactor

targets

2025

· ZLEVfactor

The specific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025))

targets

2025

where:

where:

specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.1;

specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.1;

øtargets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.1;

targets

øtargets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.1;

targets

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

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

where:

where:

y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new light commercial vehicles calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new light commercial vehicles registered in the relevant calendar year: [EQUATION]

y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new light commercial vehicles calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific

x is 15 %.

x is 15 %.

---

(1)  The matter was referred back for interinstitutional negotiations to the committee responsible, pursuant to Rule 59(4), fourth subparagraph (A9-0150/2022).

1

(23)  Commission Communication — The European Green Deal, COM(2019)0640 of 11 December 2019.

23

(23)  Commission Communication — The European Green Deal, COM(2019)0640 of 11 December 2019.

23

(24)  Regulation (EU) [.../...] of [...] 2021 of the European Parliament and of the Council establishing the framework for achieving climate neutrality and amending
  Regulation
  (EU) 2018/1999 (European Climate Law), [OJ L, .../... .].

24

Regulation

(24)  Regulation (EU) 2021/1119 of 30 June 2021 of the European Parliament and of the Council establishing the framework for achieving climate neutrality and amending
  Regulations (EC) No 401/2009 and
  (EU) 2018/1999 (European Climate Law) (OJ L 243, 9.7.2021, p. 1).

24

Regulations (EC) No 401/2009 and

(25)  Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).

25

2

(25)  Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).

25

2

(25a)  
  Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).

25a

Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).

(26)  Commission Communication — Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021)0350 of 5 May 2021

26

(26)  Commission Communication — Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021)0350 of 5 May 2021

26

(26a)  
  Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles (OJ L 188, 12.7.2019, p. 116).

26a

Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles (OJ L 188, 12.7.2019, p. 116).

(26b)  
  Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).

26b

Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).

(26a)  
  Directive 2009/33/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of clean road transport vehicles in support of low-emission mobility (OJ L 120, 15.5.2009, p. 5).

26a

Directive 2009/33/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of clean road transport vehicles in support of low-emission mobility (OJ L 120, 15.5.2009, p. 5).

(27)  Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1).

27

(27)  Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1).

27

(27a)  
  Directive 2010/31/EU of the European Parliament and of the Council of 19 May 2010 on the energy performance of buildings (OJ L 153, 18.6.2010, p. 13).

27a

Directive 2010/31/EU of the European Parliament and of the Council of 19 May 2010 on the energy performance of buildings (OJ L 153, 18.6.2010, p. 13).

(1a)  
  Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (OJ L 175, 7.7.2017, p. 1).

1a

Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (OJ L 175, 7.7.2017, p. 1).

(1a)  
  Council Regulation (EC) No 2157/2001 of 8 October 2001 on the Statute for a European company (SE) (OJ L 294, 10.11.2001, p. 1).

1a

Council Regulation (EC) No 2157/2001 of 8 October 2001 on the Statute for a European company (SE) (OJ L 294, 10.11.2001, p. 1).

(1a)  
  Directive 2009/125/EC of the European Parliament and of the Council of 21 October 2009 establishing a framework for the setting of ecodesign requirements for energy-related products (OJ L 285, 31.10.2009, p. 10).’

1a

Directive 2009/125/EC of the European Parliament and of the Council of 21 October 2009 establishing a framework for the setting of ecodesign requirements for energy-related products (OJ L 285, 31.10.2009, p. 10).’

(1a)  
  Commission Implementing Regulation (EU) 2021/392 of 4 March 2021 on the monitoring and reporting of data relating to CO2 emissions from passenger cars and light commercial vehicles pursuant to Regulation (EU) 2019/631 of the European Parliament and of the Council and repealing Commission Implementing Regulations (EU) No 1014/2010, (EU) No 293/2012, (EU) 2017/1152 and (EU) 2017/1153 (OJ L 77, 5.3.2021, p. 8).

1a

Commission Implementing Regulation (EU) 2021/392 of 4 March 2021 on the monitoring and reporting of data relating to CO2

(1a)  
  Directive 2010/31/EU of the European Parliament and of the Council of 19 May 2010 on the energy performance of buildings (OJ L 153, 18.6.2010, p. 13).

1a

Directive 2010/31/EU of the European Parliament and of the Council of 19 May 2010 on the energy performance of buildings (OJ L 153, 18.6.2010, p. 13).

(*)  
  The share of zero- and low-emission vehicles in the new passenger car fleet of a Member State in 2017 is calculated as the total number of new zero- and low-emission vehicles registered in 2017 divided by the total number of new passenger cars registered in the same year.’;

*

The share of zero- and low-emission vehicles in the new passenger car fleet of a Member State in 2017 is calculated as the total number of new zero- and low-emission vehicles registered in 2017 divided by the total number of new passenger cars registered in the same year.’;

---