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DRAFT OPINION (COM(2025)0995 – C100355/2025 – 2025/0420(COD))

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

TRAN-PA-788808

Committee on Transport and Tourism · Rapporteur: Jens Gieseke

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The Committee on Transport and Tourism's draft opinion responds to the Commission's proposal to amend Regulation (EU) 2019/631 on CO2 emission standards for new cars and vans. It proposes targeted amendments to give effect to technological neutrality, adjust targets and averaging periods, and recognise vehicles running exclusively on eligible fuels. The rapporteur proposes adjusting the 2030 van target to 30% and the 2035 van target to 80%, keeping the passenger car 2030 target and setting 2035 at 90%. It proposes five-year averaging periods for cars (2028-2032) and vans (2025-2029 and 2030-2034). The draft opinion proposes that fuel credits and low-carbon material credits apply from entry into force, be extended to aluminium and plastics, and be capped at 10% and 7% respectively. It proposes recognising vehicles running exclusively on eligible fuels as zero-emission. It proposes strengthening and extending super-credits for small zero-emission cars and vans, maintaining the utility factor for plug-in hybrids, and linking 'made in the EU' and low-carbon steel definitions to the Industrial Accelerator Act.

Committee position. The rapporteur proposes several targeted amendments to the Commission proposal, including adjusting targets and averaging periods, extending and strengthening credits, recognising vehicles running exclusively on eligible fuels as zero-emission, and linking 'made in the EU' and low-carbon steel definitions to the Industrial Accelerator Act. Further amendments might follow at the amendment phase.

Key points

  1. The rapporteur proposes that technological neutrality be given concrete effect, with renewable fuel and low-carbon material credits counting towards emission targets from entry into force rather than only after 2035.
  2. The scope of eligible credits should be extended beyond low-carbon steel to include aluminium and plastics, starting with steel as soon as possible.
  3. The definition of eligible fuels should cover all fuels compliant with the Renewable Energy Directive (EU) 2018/2001.
  4. Vehicles running exclusively on eligible fuels (VEEF) should be recognised as zero-emission vehicles for the purpose of the Regulation, on an equal footing with battery-electric vehicles.
  5. The 2030 light commercial vehicle target should be adjusted to 30% and the 2035 target to 80%, while passenger car targets are maintained for 2030 and set at 90% for 2035.
  6. Extended averaging periods should apply: five years for passenger cars (2028-2032) and five-year periods for vans (2025-2029 and 2030-2034).
  7. The super-credit mechanism for small zero-emission passenger cars and vans should be strengthened and extended beyond 2034.
  8. The utility factor for plug-in hybrid electric vehicles and range extenders should be maintained at its current level.
  9. The definition and methodology for 'made in the EU' and low-carbon steel should be set out in the Industrial Accelerator Act rather than in this Regulation.
  10. Fuel credits should apply from entry into force, be capped at 10% of the manufacturer's 2021 specific emissions reference target, and the sub-cap on biofuels and biogas should be deleted.
  11. Low-carbon material credits should apply from entry into force, be capped at 7% of the manufacturer's 2021 specific emissions reference target, and the restriction on pooling should be deleted.
  12. The excess emissions premium formula should deduct fuel credits and low-carbon material credits, and the thresholds should be 10% for fuel credits and 7% for low-carbon material credits.

Who is affected

  • Vehicle manufacturers, who would gain flexibility through credits, extended averaging and adjusted targets.
  • Small and medium-sized enterprises, particularly those using light commercial vehicles, who face high utilisation and cost constraints.
  • The automotive value chain, including suppliers of low-carbon materials such as steel, aluminium and plastics.
  • Producers of sustainable renewable fuels, who would benefit from earlier and broader crediting.

Figures and deadlines

  • 30% reduction target for new light commercial vehicles fleet in 2030.
  • 80% reduction target for new light commercial vehicles fleet in 2035.
  • 90% reduction target for passenger cars in 2035.
  • Five-year averaging period for passenger cars for 2028-2032.
  • Five-year averaging periods for vans for 2025-2029 and 2030-2034.
  • Fuel credits capped at 10% of the manufacturer's 2021 specific emissions reference target.
  • Low-carbon material credits capped at 7% of the manufacturer's 2021 specific emissions reference target.
  • Super-credit multiplier of 1.5 for small zero-emission passenger cars and vans, and 1.2 for all zero-emission N1 vehicles.