OPINION (COM(2025)0995 – C100355/2025 – 2025/0420(COD)) 27 October 2026

On the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards CO2 emission performance standards for new light duty vehicles and vehicle labelling and repealing Directive 1999/94/EC

ITRE-AD-788861

Committee on Industry, Research and Energy · Rapporteur: Matej Tonin

Full procedure 2025/0420

SHORT JUSTIFICATION

As part of the Automotive Package, the European Commission proposed a revision of the CO2 emission standards for cars and vans regulation to support the automotive sector’s efforts in the transition to clean mobility. It represents an important part of the Union’s policy framework to achieve climate neutrality by 2050, as enshrined in the Climate Law.

The rapporteur considers that the transition towards zero-emission mobility is taking place under evolving market and technological conditions, which require a careful calibration of the regulatory framework. It is therefore necessary to provide appropriate conditions for the automotive industry to efficiently reach the emission reduction targets while preserving jobs, strengthening its competitiveness and providing investment certainty.

The rapporteur therefore proposes several targeted amendments in his report. Further amendments might follow at the amendment phase as work progresses.

Technological neutrality and decarbonisation pathways

The rapporteur considers that technological neutrality must be given concrete effect in the Regulation. The Commission proposal introduces for the first time credits for renewable fuels and low-carbon steel, but limits their use to the period after 2035. The rapporteur considers these mechanisms should count towards achieving the emission targets and apply from the entry into force of the Regulation, in order to incentivise investment without delay and to avoid creating an unnecessary regulatory imbalance between different decarbonisation pathways. Additionally, the rapporteur considers that the scope of eligible credits should be extended beyond low-carbon steel to include materials such as aluminium and plastics. This would enable a more accurate reflection of embedded vehicle emissions, given that these materials account for a substantial share of lifecycle emissions and originate from carbon- and energy-intensive value chains requiring significant investment to decarbonise. Recognising such materials, starting with the recognition of steel as soon as possible, would strengthen incentives for innovation and investment across the automotive value chain.

The Renewable Energy Directive remains the main reference and most appropriate policy framework for determining and governing sustainable fuel feedstocks, since it sets binding sustainability criteria while defining at the same time limits for other feedstock categories. It is therefore appropriate to extend the definition of eligible fuels to cover all RED compliant fuels.

The rapporteur further proposes to recognise vehicles running exclusively on eligible fuels (VEEF). In the absence of a life-cycle-based emissions accounting framework under the CO₂ standards Regulation, such vehicles should be recognised as zero-emission vehicles for the purpose of this Regulation, provided that certain criteria are met. This would set these vehicles on an equal footing with battery-electric vehicles, thus extending the available drivetrain options for the reduction of CO2 emissions. This is necessary to ensure that sustainable renewable fuels can contribute in a robust and verifiable manner to the decarbonisation of road transport.

Targets and averaging mechanism

The rapporteur considers that the targets set for 2030 and 2035 should be adjusted to better align with current market realities. The uptake of low- and zero-emission vehicles remains uneven and is affected by infrastructure gaps and affordability concerns. These challenges are particularly relevant for light commercial vehicles, which are often used intensively, have specific payload requirements and are purchased primarily based on total cost of ownership. For this reason, the rapporteur proposes a differentiated approach between passenger cars and light commercial vehicles. The report reflects this with an adjustment of the light commercial vehicles target for 2030 to 30 % and for 2035 to 80%. The reduction targets for passenger cars are maintained for 2030 and set at 90% for 2035.

Furthermore, the rapporteur considers that compliance flexibility is essential during the transition. The report therefore proposes extended averaging periods, including a five-year averaging period for passenger cars for 2028–2032 and five-year periods for vans for 2025–2029 and 2030–2034. Such averaging better reflects market fluctuations, investment cycles and uneven demand across Member States, without changing the overall direction of travel.

Super-credits

The rapporteur considers that super-credits can play a useful role in supporting the production of small zero-emission vehicles. The report therefore proposes to strengthen and extend the super-credit mechanism for small passenger cars and vans. These targeted incentives through super-credits should be enhanced to help push for a rapid ramp-up of these vehicles currently missing from customer choice.

A future for the Hybrid Technology in Europe

The rapporteur considers that plug-in hybrid technologies and range extenders have a role to play in the transition and therefore considers that the utility factor should be part of the discussion when shaping legislation on the future of the automotive sector. The report therefore includes a clear call for the utility factor to be maintained at its current level to avoid prematurely weakening a technology, which can contribute to emissions reductions while supporting European industrial capacity and employment.

Link to the Industrial Accelerator Act

The Commission proposal introduces the concept of an undefined “made in the EU” and “low carbon steel” provisions. These can clearly be read as being linked to the Industrial Accelerator Act (IAA) where these provisions are being addressed in more detail but remain to be addressed by co-legislators. The rapporteur suggests to not pre-empt the upcoming political and complex discussions and therefore introduces a clean link to the IAA. These references will have to be readdressed at a later stage to ensure coherence between the two pieces of legislation.

AMENDMENTS

The Committee on Industry, Research and Energy submits the following to the Committee on Industry, Research and Energy, as the committee responsible:

Amendment 1

Proposal for a regulation

Recital 5

Text proposed by the Commission	Amendment
(5) Light commercial vehicles are purchased and used in a professional context. For some specific use cases there may be short-term barriers to the deployment of zero-emission vehicles in that segment. It is therefore appropriate to adjust the 2030 CO2 emissions target for those vehicles to support continued manufacturers’ ability to invest, in particular in the transition towards zero-emission vehicles.	(5) Light commercial vehicles are purchased and used in a professional context. For some specific use cases there may be short-term barriers to the deployment of zero-emission vehicles in that segment. It is therefore appropriate to adjust the 2030 and 2035 CO2 emissions targets for those vehicles and to introduce super-credits to support continued European manufacturers’ ability to invest, in particular in the transition towards zero-emission vehicles.

Amendment 2

Proposal for a regulation

Recital 6

Text proposed by the Commission	Amendment
(6) Fostering the development and production of small electric cars made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. It is therefore appropriate to incentivise development of small electric cars made in the EU by providing incentives in the form of CO2 credits for manufacturers that place such vehicles on the Union market.	(6) Fostering the development and production of small electric cars and vans made in the EU will ensure affordability and access to clean mobility for consumers and enhance the competitiveness and sustainability of the European automotive sector. It is therefore appropriate to incentivise development of small electric cars and vans made in the EU by providing incentives in the form of CO2 credits for manufacturers that place such vehicles on the Union market.
	In addition, highly energy-efficient electric vehicles made in the EU can contribute significantly to reducing energy consumption, lowering operating costs for consumers and reducing pressure on electricity systems. In order to incentivise the development and market uptake of such vehicles, it is appropriate to establish a dedicated category of highly energy-efficient electric vehicles made in the EU eligible for super-credits under this Regulation.

Amendment 3

Proposal for a regulation

Recital 6 a (new)

Text proposed by the Commission	Amendment
	(6a) Whereas the Automotive Package and the Industrial Accelerator Act are closely interlinked and constitute complementary elements of the Union’s strategy to strengthen the competitiveness, decarbonisation and resilience of the European automotive industry, the definition of vehicles “made in the EU” should be established within a single legislative framework to ensure legal certainty, regulatory coherence and the consistent application of Union law. Given that the Industrial Accelerator Act provides the overarching framework for determining European origin and production requirements, it is appropriate that the definitions laid down in Article 14 and in Annex III to that Act also apply for the purposes of this Regulation. Such a cross-reference would avoid divergent definitions, prevent regulatory fragmentation and ensure that measures adopted under the Automotive Package contribute coherently to the Union’s broader industrial policy objectives.

Amendment 4

Proposal for a regulation

Recital 6 b (new)

Text proposed by the Commission	Amendment
	(6b) The Commission intends to adopt a delegated act pursuant to Article 4 of Regulation (EU) 2024/1781 of the European Parliament and of the Council establishing ecodesign requirements for iron and steel products, including criteria for defining low-carbon steel. In developing these criteria, the Commission should take into account the need to incentivise direct reduced iron (DRI) processes using fossil-free hydrogen.

Amendment 5

Proposal for a regulation

Recital 8

Text proposed by the Commission	Amendment
(8) In order to provide additional flexibilities, during the period 2030 to 2032, manufacturers should ensure that the average specific emissions of CO2 of their vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly.	(8) In order to provide additional flexibilities, during the period 2029 to 2031, manufacturers should ensure that the average specific emissions of CO2 of their M category vehicles do not exceed an emissions target, calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. The excess emission premiums should be calculated accordingly. In order to provide additional flexibilities, during the period 2025 to 2029 and during the period 2030 to 2034 respectively, manufacturers should ensure that the average specific emissions of CO2 of their N category vehicles do not exceed an emissions target calculated as the average of their annual specific emissions targets over the period. Compliance with the targets should be assessed at the end of the period for each individual manufacturer. Potential excess emission premiums should be calculated accordingly.

Amendment 6

Proposal for a regulation

Recital 9

Text proposed by the Commission	Amendment
(9) The fleet-wide emissions reduction target as from 2035 is reduced from 100% to 90%, provided that the remaining emissions are compensated by the use of low-carbon steel credits or sustainable renewable fuel credits..	(9) The fleet-wide emissions reduction target for passenger cars and for light-commercial vehicles as from 2035 is reduced from 100 % to 87,5 % for passenger cars and to 80 % for light commercial vehicles, provided that the remaining emissions up to 95 % are compensated by the use of low-carbon steel credits.

Amendment 7

Proposal for a regulation

Recital 10

Text proposed by the Commission	Amendment
(10) The use of low-carbon steel credits and sustainable renewable fuel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to compensate emissions up to 10% of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 90% emissions reduction target, support the overall climate neutrality objective.	(10) The use of low-carbon steel credits should be capped in order to preserve investments in the zero-emission value-chain. By allowing to contribute to the specific emissions of CO2 of a manufacturer by up to 3% until the end of 2034, these credits support the ramp-up of the production of low-carbon steel and help to create a lead market. By allowing to compensate emissions up to 7,5 % of the EU fleet-wide target of 2021 as from 2035, these credits, combined with the 87,5 % emissions reduction target, support the overall climate neutrality objective, while 5 % remain uncompensated.

Amendment 8

Proposal for a regulation

Recital 12

Text proposed by the Commission	Amendment
(12) It is appropriate to allow for a recognition of emissions savings from sustainable renewable fuels in the CO2 standards, to provide further flexibilities for manufacturers and support investments in the development of the sustainable renewable fuel value chain. Such fuels will continue to play a role in the decarbonisation of transport. In order to support innovative technologies, the current framework under Directive (EU) 2018/2001 includes binding targets for advanced biofuels in transport. Progress in its implementation is made albeit slow. A review of the Directive (EU) 2018/2001 is planned for end 2026 assessing the progress made and the need for an update of the future bioeconomy framework.	deleted

Amendment 9

Proposal for a regulation

Recital 13

Text proposed by the Commission	Amendment
(13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, which have not already been compensated by the use of sustainable renewable fuels, manufacturers should be able to use made in the EU low-carbon steel credits.	(13) The promotion of low-carbon steel is essential to achieve the Union’s climate objectives while strengthening its industrial competitiveness and strategic autonomy. As the automotive sector is a key user of steel, it is appropriate to incentivise the use of low-carbon steel in vehicle production to create a lead-market. Hence, to compensate, after 2035, the CO2 emissions of their new vehicles, manufacturers should be able to use made in the EU low-carbon steel credits, while 5 % remain uncompensated.

Amendment 10

Proposal for a regulation

Recital 13 a (new)

Text proposed by the Commission	Amendment
	(13a) The utility factor applicable to OVC-HEVs made in the EU should be maintained at the level established by the latest tightening adopted in 2025, provided that such vehicles have a minimum electric range of 120 km and are equipped with an inducement system capable of reducing the available vehicle power where no external charging has taken place over the preceding 750 km. From 1 January 2030, the utility factor should again be subject to updates in accordance with the applicable regulatory framework.

Amendment 11

Proposal for a regulation

Recital 13 b (new)

Text proposed by the Commission	Amendment
	(13b) In order to further increase the energy efficiency of off-vehicle charging hybrid electric vehicles (OVC-HEVs), the Commission should assess the potential for improvements to the methodology for determining the utility factor. In this assessment, the Commission should in particular analyse the possible introduction of a power ratio requirement between electric and combustion engine power trains. Such an assessment should take into account technological developments and the technical feasibility of such a requirement.

Amendment 12

Proposal for a regulation

Recital 16

Text proposed by the Commission	Amendment
(16) A vehicle label providing information that is relevant for zero-emission vehicles should be available to empower potential vehicle buyers to make informed purchase decisions. In addition, a vehicle label should be available not only for new passenger cars, but also for potential buyers of vans and second-hand vehicles, to ensure that potential buyers of those vehicles are also appropriately informed.	(16) A vehicle label providing information that is relevant for zero-emission vehicles should be available to empower potential vehicle buyers to make informed purchase decisions.

Amendment 13

Proposal for a regulation

Recital 21

Text proposed by the Commission	Amendment
(21) In order to set up methodologies for determining the criteria for a car to be considered ‘made in the EU’, for steel to be considered low carbon and amend the Annex related to vehicle labelling, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to take into account technological and legislative developments, as well as developments relating to consumer information. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.	deleted

Amendment 14

Proposal for a regulation

Recital 23

Text proposed by the Commission	Amendment
(23) Since the objectives of this Regulation to provide vehicles manufacturers with additional flexibilities for their compliance while maintaining the level of ambition of the CO2 reduction targets, as well to harmonise and update vehicle labelling requirements, cannot be sufficiently achieved by the Member States, but can rather, by reason of the scale and effects of the action, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives.	(23) Since the objectives of this Regulation provide vehicles manufacturers with additional flexibilities for their compliance while maintaining the overall level of ambition of the CO2 reduction targets, while 5 % remain uncompensated, as well to harmonise and update vehicle labelling requirements, cannot be sufficiently achieved by the Member States, but can rather, by reason of the scale and effects of the action, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives.

Amendment 15

Proposal for a regulation

Article 1 – paragraph 1 – point 1 – point a

Regulation (EU) 2019/631

Article 1 – paragraph 5 – point b

Text proposed by the Commission	Amendment
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40% reduction of the target in 2021 determined in accordance with point 6.1.2 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 35 % reduction of the target in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.;

Amendment 16

Proposal for a regulation

Article 1 – paragraph 1 – point 1 – point b

Regulation (EU) 2019/631

Article 1 – paragraph 5a – point a

Text proposed by the Commission	Amendment
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I;	(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 87,5 % reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I;

Amendment 17

Proposal for a regulation

Article 1 – paragraph 1 – point 1 – point b

Regulation (EU) 2019/631

Article 1 – paragraph 5a – point b

Text proposed by the Commission	Amendment
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 90% reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.;	(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 80 % reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.;

Amendment 18

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point b – introductory part

Regulation (EU) 2019/631

Article 3 – paragraph 1

Text proposed by the Commission	Amendment
(b) the following points (n) to (r) are added:	(b) the following points (n), (na), (nb), (nc), (ra), (rb) are added:

Amendment 19

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point b

Regulation (EU) 2019/631

Article 3 – paragraph 1 – point n

Text proposed by the Commission	Amendment
(n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle with tailpipe emissions of 0 g CO₂/km, as determined in accordance with the applicable EU type-approval procedure;	(n) 'zero-emission vehicle' means a passenger car or a light commercial vehicle either with tailpipe emissions of 0 g CO₂/km as determined in accordance with the applicable EU type-approval procedure or, for the purpose of this Regulation, running exclusively on eligible fuels (VEEF) in accordance with Article 4(3a);

Amendment 20

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point b

Regulation (EU) 2019/631

Article 3 – paragraph 1 – point n a (new)

Text proposed by the Commission	Amendment
	(na) ‘Small electric vehicle’ means a pure electric vehicle that is made in the Union [according to the Industrial Accelerator Act] and that belongs to category M1, having a length not exceeding 4.2 metres.

Amendment 21

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point b

Regulation (EU) 2019/631

Article 3 – paragraph 1 – point n b (new)

Text proposed by the Commission	Amendment
	(nb) ‘Highly efficient electric vehicle’ means a pure electric vehicle that is made in the Union [according to the Industrial Accelerator Act] and that belongs to category M1 whose combined electric energy consumption, determined in accordance with Commission Regulation (EU) 2017/1151, does not exceed the following maximum values (EC_max), expressed in Wh/km and determined on the basis of the test mass (TM) of the vehicle:
	— for vehicles with a test mass of up to 2143 kg: 150 Wh/km;
	— for vehicles with a test mass of more than 2143 kg and up to 3000 kg the energy efficiency thresholds shall be equal to 150 + 0.029 × (TM − 2143) Wh/km;
	— for vehicles with a test mass exceeding 3000 kg: 175 Wh/km; the test mass shall be determined in accordance with Commission Regulation (EU) 2017/1151.

Amendment 22

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point b

Regulation (EU) 2019/631

Article 3 – paragraph 1 – point n c (new)

Text proposed by the Commission	Amendment
	(nc) ‘Zero emission van made in the EU’ means a pure electric vehicle that belongs to category N1 and is made in the Union [according to the Industrial Accelerator Act].

Amendment 23

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point b

Regulation (EU) 2019/631

Article 3 – paragraph 1 – point r a (new)

Text proposed by the Commission	Amendment
	(ra) 'vehicle running exclusively on eligible fuels' (VEEF) means a passenger car or a light commercial vehicle running exclusively on eligible fuels listed in point 3, point (rb) of this paragraph over its lifetime;

Amendment 24

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point b

Regulation (EU) 2019/631

Article 3 – point r b (new)

Text proposed by the Commission	Amendment
	(rb) 'eligible fuels' means
	- As of entry into force of this Regulation and until the end of 2032, all fuels defined by the Directive (EU) 2018/2001 of the European Parliament and of the Council (Renewable Energy Directive), meeting 65 % greenhouse gas emission savings;
	- As of 2033, renewable fuels of non-biological origin (RFNBOs) as defined in Article 2(36) of Directive (EU) 2018/2001 and fulfilling the criteria set out in Article 29a of that Directive, biofuels as defined in Article 2(33) of that Directive, and biogas as defined in Article 2(28) of that Directive, both produced from feedstock listed in Annex IIIb of this Regulation and fulfilling the criteria set out in Article 29 of that Directive (EU) 2018/2001.

Amendment 25

Proposal for a regulation

Article 1 – paragraph 1 – point 4 – point b

Regulation (EU) 2019/631

Article 4 – paragraph 1a – subparagraph 1

Text proposed by the Commission	Amendment
By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2030 to 2032, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods.	By way of derogation from paragraph 1, for the periods comprising the calendar years 2025 to 2027 and the calendar years 2029 to 2031, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over these periods do not exceed its specific emissions target over these periods. For the calendar year 2029, the banking and borrowing shall be limited to a maximum of 8g per km of credits

Amendment 26

Proposal for a regulation

Article 1 – paragraph 1 – point 4 – point b

Regulation (EU) 2019/631

Article 4 – paragraph 1a – subparagraph 2

Text proposed by the Commission	Amendment
Those average specific emissions of CO2 shall be calculated as the average over the period concerned of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles for the manufacturer in each calendar year.	Those average specific emissions of CO2 shall be calculated as the average over the period concerned of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles of category M1 for the manufacturer in each calendar year.

Amendment 27

Proposal for a regulation

Article 1 – paragraph 1 – point 4 – point b

Regulation (EU) 2019/631

Article 4 – paragraph 1a – subparagraph 3

Text proposed by the Commission	Amendment
The specific emissions target shall be calculated as the average over the period concerned of the annual specific emissions targets determined in accordance with point 6.3 of Part A or Part B of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year.	The specific emissions target shall be calculated as the average over the period concerned of the annual specific emissions targets determined in accordance with point 6.3 of Part A of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year.

Amendment 28

Proposal for a regulation

Article 1 – paragraph 1 – point 4 – point b

Regulation (EU) 2019/631

Article 4 – paragraph 1a a (new)

Text proposed by the Commission	Amendment
	By way of derogation from paragraph 1, for the five-year period comprising the calendar years 2025 to 2029 and for the five-year period comprising the calendar years 2030 to 2034, a manufacturer, including when it is a member of a pool, shall ensure that its average specific emissions of CO2 over that period do not exceed its specific emissions target over that period. Those average specific emissions of CO2 shall be calculated as the average over the five-year period of the annual average specific emissions of CO2 weighted according to the number of newly registered vehicles of category N for the manufacturer in each calendar year. The specific emissions target shall be calculated in accordance with Part B, point 6.3 of Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation, weighted according to the number of newly registered vehicles for the manufacturer in each calendar year.

Amendment 29

Proposal for a regulation

Article 1 – paragraph 1 – point 4 – point b a (new)

Regulation (EU) 2019/631

Article 4 – paragraph 3 a (new)

Text proposed by the Commission	Amendment
	(ba) the following paragraph is added:
	"3a. From 1 January 2030, the specific emissions of CO2 of vehicles running exclusively on eligible fuels, as defined in Article 3, point ra (new), are considered zero for the purpose of this Regulation. By [six months after the entry into force of this Regulation], in accordance with Articles 5 and 15 of Regulation (EU) 2024/1257 of the European Parliament and of the Council on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7), the Commission shall adopt a delegated act in accordance with Article 17 to introduce an additional option to amend the rules for the type approval of such vehicles.
	The delegated act referred to in this paragraph shall lay down the following:
	(a) a digital monitoring methodology, combined with physical non-interoperability of the vehicle with non-eligible fuels suitable for both liquid and gaseous eligible fuels, which enables a transparent, traceable and scalable verification of the exclusive operation with eligible fuels. The digital monitoring methodology shall be capable of identifying at each fuelling event, whether the vehicle is operated exclusively on eligible fuels. In particular, it shall be capable of detecting the use of fuels or fuel blends that do not qualify as eligible fuels;
	(b) a pragmatic and flexible inducement system, that does not introduce any safety risk for the final user;
	(c) rules for vehicles travelling outside the EU and in cross-border transport;
	(d) technical requirements, robust control and penalty mechanisms, as well as safeguards ensuring the irreversibility of the engine should guarantee the exclusive use of eligible fuels.
	Accordingly, by [six months from the entry into force of this Regulation], the Commission shall integrate this into the Certificate of Conformity by amending Regulation (EU) 2020/683.".

Amendment 30

Proposal for a regulation

Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/631

Article 5 – title

Text proposed by the Commission	Amendment
Super credits for small zero-emission vehicles	Super credits for certain categories of zero-emission vehicles

Amendment 31

Proposal for a regulation

Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/631

Article 5 – paragraph 1

Text proposed by the Commission	Amendment
1. Until 2034, for the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.3 vehicles.	1. For the purpose of calculating a manufacturer’s average specific emissions of CO2
	- each new zero-emission vehicle of category M1 identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.4 vehicles and
	- each new zero-emission vehicle of category M1 identified as highly efficient electric vehicle in line Part A, with point 2.4 Annex I to Regulation (EU) 2018/858 and made in the EU shall be counted as 1.2 vehicles.
	When a small electric vehicle or a highly efficient vehicle to which the above paragraph applies is registered under a social leasing scheme of a Member state and notified to the Commission, the above multipliers shall be increased by 0.1 to 1.5 and 1.3 vehicles respectively.
	1a. For the purpose of calculating a manufacturer’s average specific emissions of CO2, each new zero-emission vehicle of category N1 identified as made in the EU shall be counted as 1.2 vehicles from the entry into force until the end of 2034 and as 1.4 vehicles as of 2035.

Amendment 32

Proposal for a regulation

Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/631

Article 5 – paragraph 2

Text proposed by the Commission	Amendment
2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 whether or not it is identified as small electric vehicle in line with point 2.4 of Part A of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance.	2. For each calendar year, each Member State shall record and transmit to the Commission, as part of its obligations in line with Article 7, for each new zero-emission vehicle of category M1 and N1 whether or not it is identified as small electric vehicle, a highly efficient electric vehicle or a zero emission van, made in the EU, in line with Part A, point [2.4, 2.4.1 and 2.4.1a(new)] of Annex I to Regulation (EU) 2018/858 and it is made in the EU as well as the value of the parameters determining such compliance.

Amendment 33

Proposal for a regulation

Article 1 – paragraph 1 – point 5

Regulation (EU) 2019/631

Article 5 – paragraph 3

Text proposed by the Commission	Amendment
3. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by setting up a methodology for determining the criteria for a car to be considered ‘made in the EU ’.	3. For the purpose of this article, the criteria for cars to be considered ‘made in the EU’ are the criteria referred to in Article 14 and Annex III of [EU Regulation 2026/0068(COD), Industrial Accelerator Act].