COM(2025) 995 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

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EUROPEAN COMMISSION

Strasbourg, 16.12.2025

COM(2025) 995 final

2025/0420 (COD)

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

{SEC(2025) 995 final} - {SWD(2025) 1057 final} - {SWD(2025) 1058 final} -

{SWD(2025) 1059 final}

(Text with EEA relevance)

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EXPLANATORY MEMORANDUM

1. CONTEXT OF THE PROPOSAL

• Reasons for and objectives of the proposal

The EU recognises climate change as an existential threat closely linked to global security,

peace and sustainable development. Addressing climate change is an opportunity to enhance

the EU’s competitiveness and independence at the same time. The EU has committed to

reduce its economy-wide net greenhouse gas (GHG) emissions by at least 55% by 2030

compared to 1990, and to reach climate neutrality by 2050. The Commission also proposed an

amendment to the European Climate Law that enshrines the 2040 target of 90% reduction1.

Both Council and the European Parliament have established their positions on the file, which

is currently in co-decision.

Decarbonisation policies are a powerful driver of growth when they are well integrated with

industrial, competition, economic and trade policies, as explained in the Competitiveness

Compass2 and the Clean Industrial Deal3.

Cutting CO2 emissions from road transport is indispensable to reach climate neutrality. In

2023 they represented about 30% of the EU’s overall net CO2 emissions (and 24% of GHG

emissions) and are still higher than in 1990.

The Regulation setting CO2 emission performance standards for new passenger cars and light

commercial vehicles (vans)4 is an essential element of the basket of EU measures aimed to

achieve the decarbonisation of road transport. It steers a gradual transition towards zero-

emission vehicles and provides long-term certainty and predictability for investors along the

value chain, while allowing for sufficient lead time for a fair transition.

The EU automotive sector accounts for EUR 1 trillion of GDP and a third of private research

and development investment in the EU. It provides direct and indirect manufacturing

employment to three million Europeans. The sector is currently undergoing a global and

structural transformation, related to the clean and digital transitions, and is confronted with

serious competitiveness challenges.

In January 2025, the Commission set up a strategic dialogue with the sector to address those

challenges and design concrete strategies and solutions to ensure this key industry has a solid

future in Europe. This fed into the Industrial Action Plan for the European automotive sector5,

which sets out concrete measures to help secure global competitiveness of the EU automotive

industry and maintain a strong European production base through action in five key areas: 1)

innovation and digitalisation, 2) clean mobility, 3) competitiveness and supply chain

resilience, 4) skills and social dimension, and 5) level playing field and business environment.

1 Commission, Proposal for a Regulation of the European Parliament and of the Council amending

Regulation (EU) 2021/1119 establishing the framework for achieving climate neutrality, COM(2025)

524 final, 2.7.2025. 2 European Commission, Communication: A Competitiveness Compass for the EU, COM(2025) 30 final,

29.1.2025; 3 European Commission, Communication: The Clean Industrial Deal — A joint roadmap for

competitiveness and decarbonisation, COM(2025) 85 final, 26.2.2025 4 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. 5 European Commission, Communication: Industrial Action Plan for the European automotive sector,

COM(2025) 95 final, 5.3.2025.

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To reach its objectives, the Action Plan introduces around 50 flagship actions. These include

the review of the Regulation setting CO2 emission standards for passenger cars and vans and

the review of the Car Labelling Directive6, to enhance consumer information and facilitate

sustainable choices in line with the EU’s climate and environmental objectives.

As the CO2 emission targets set in the Regulation become stricter over time, compliance

requires an increasing uptake of zero-emission vehicles as the other existing levers for

reducing CO2 emissions only have a limited impact and are by themselves not sufficient to

reach current and future CO2 targets. While it is essential that the targets continue to

incentivise the transition towards zero-emission mobility and create certainty and

predictability for investments, a lack of flexibility in the compliance cycle along with a

significant changes in the global economic and regulatory situation may create a risk of non-

compliance for vehicle manufacturers.

Technology neutrality needs to be enhanced, since the current legislative framework risks

limiting continued innovation and development of technologies other than zero-emission

powertrains, that can be useful for specific use cases and/or a transitional phase. Due to

barriers for the deployment of zero-emission vans, which create lack of demand in the short-

term, manufacturers of light commercial vehicles face particular challenges.To enhance the

competitiveness and sustainability of the European automotive sector, it is appropriate to

incentivise development of small electric cars made in the EU by providing dedicated

incentives.

There is also a need to ensure that consumers receive clear and harmonised information on the

environmental performance of new passenger cars, as well as cars sold on the second-hand

market by retailers. This should cover labelling of all types of cars, including zero-emission

vehicles, which would facilitate informed purchasing decisions and support the transition to

zero-emission mobility.

In this context, the proposal aims to provide a more flexible and technology-neutral approach,

taking into account technological and market developments, while staying the course on

climate neutrality and maintaining predictability for manufacturers and investors in a fair

transition towards zero-emission mobility. It provides for measures:

(1) introducing more flexibilities for manufacturers to meet their CO2 targets;

(2) enhancing technology neutrality of the CO2 emission standards;

(3) maintaining the contribution of the CO2 standards towards the climate targets set in

the EU Climate Law;

(4) maintaining certainty and predictability for manufacturers and investors in the zero-

emission mobility value chain;

(5) better serving potential zero-emission vehicle buyers by providing them with

adequate information, consequently supporting manufacturers’ compliance with the

CO2 standards.

6 Directive 1999/94/EC of the European Parliament and of the Council of 13 December 1999 relating to

the availability of consumer information on fuel economy and CO₂ emissions in respect of the

marketing of new passenger cars, OJ L 12, 18.1.2000, p. 16.

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• Consistency with existing policy provisions in the policy area

The proposal is consistent with the European Climate Law’s objectives, as required by Article

6(4) of that Regulation. The proposal is aligned with other EU policies on climate, energy,

and transport, including:

– Regulation (EU) 2023/1804, that ensures adequate alternative fuel infrastructure

across the EU, supported by the Alternative Fuels Infrastructure Facility (AFIF) for

recharging projects. The EU Action Plan for Grids and upcoming Grid modernisation

legislation aim to integrate electromobility efficiently, while the Affordable Energy

Action Plan seeks to reduce charging costs. A proposal on corporate fleet

decarbonisation will increase demand for zero-emission vehicles.

– The Critical Raw Materials (CRM) Regulation that fosters a sustainable battery value

chain, with strategic projects approved to secure material supply. The Net-Zero

Industry Act enhances sustainability and resilience as well as EU manufacturing

capacity of net-zero technologies, such as batteries. The development of the EU

battery supply chain will be further supported by the Battery Booster. Upcoming

legislation such as the Industrial Accelerator Act will aim at maintaining the

European production of key vehicle components of electric vehicles sold in the EU,

by making public support benefitting the automotive industry conditional on

resilience and sustainability criteria. Such criteria are a powerful tool to support

European automotive industry. The Industrial Accelerator Act is also expected to

develop a label on the carbon intensity of industrial products, starting with steel, as

well as parameters for “made in the EU ”. This will be relevant to rely on these

developments as appropriate, to ensure consistency of the methodologies. It is

equally valid for the reference to “made in the EU ” for small electric cars.

– ETS2 that enhances the transition to zero-emission vehicles through carbon pricing.

– Effort Sharing Regulation (ESR) that remains central to the EU’s emissions-

reduction strategy, with the 2030 target for non-ETS sectors set at a 40% reduction

compared to 2005, and Member States continuing to adjust their national budgets and

flexibilities as the Union tracks progress toward its climate goals.

• Consistency with other Union policies

Europe has set out an ambitious framework to become a climate neutral economy by 2050.

The Clean Industrial Deal aims at securing the EU as a competitive and attractive location for

manufacturing, including for energy intensive industries, and promoting clean tech and new

circular business models, in order to meet its agreed decarbonisation objectives. Their

implementation will also strengthen the EU’s energy independence from imported fossil fuels.

2. LEGAL BASIS, SUBSIDIARITY AND PROPORTIONALITY

• Legal basis

The legal basis for this proposal is Article 192 of the Treaty of the Functioning of the

European Union (TFEU). In accordance with Article 191 and 192(1) TFEU, the European

Union shall contribute to the pursuit, inter alia, of the following objectives: preserving,

protecting and improving the quality of the environment; promoting measures at international

level to deal with regional or worldwide environmental problems, and in particular combating

climate change. Based on Article 192 of the TFEU, the Union has already adopted policies to

address CO2 emissions from cars and light commercial vehicles through Regulation (EU)

2019/631, currently effective since 1 January 2020 and to provide consumers with

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information relating to the fuel economy and CO2 emissions of new passenger cars offered for

sale or lease through Directive 1999/94/EC.

• Subsidiarity

Climate change is a transboundary problem, where coordinated EU action can supplement and

reinforce national, regional and local action effectively. EU action is justified on the grounds

of subsidiarity, in line with Article 191 of the Lisbon Treaty.

As the CO2 emission standards for vehicles and the car labelling requirements are set at EU

level, the objectives of this initiative can only be achieved at Union level.

• Proportionality

This proposal complies with the proportionality principle because it does not go beyond what

is necessary in order to achieve the Union’s objectives of reducing greenhouse gas emissions

in a cost-effective manner, while ensuring fairness and environmental integrity.

• Choice of the instrument

The proposal provides for an amendment to Regulation (EU) 2019/631 and a Regulation is

therefore the only appropriate legal instrument.

As regards vehicle labelling, the proposal repeals and replaces Directive 1999/94/EC. Taking

into account the findings of the Evaluation as well as the main changes required to the

existing rules and the objective of improving the functioning of the internal market, a

regulation constitutes the appropriate legal instrument to replace the Directive, as it provides

clear, detailed and directly applicable provisions. Furthermore, it ensures that legal

requirements are implemented simultaneously and in a harmonised manner across the Union.

3. RESULTS OF EX-POST EVALUATIONS, STAKEHOLDER

CONSULTATIONS AND IMPACT ASSESSMENTS

• Ex-post evaluations/fitness checks of existing legislation

There is general agreement among stakeholders on the need to stay the course on the EU’s

decarbonisation efforts and that electrification will be central to the transition and the future

of the EU’s automotive competitiveness. However, some stakeholders argue that the current

EU regulatory framework is too rigid, risking problems for vehicle manufacturers in the

transition. It is therefore appropiate to mitigate these risks.

The evaluation of the Car Labelling Directive found that while it had at least to a certain

extent achieved its initial objectives of informing consumers of the CO2 emissions of new

cars, several factors limit consumer choices and its potential impact. Its relevance will be

further limited as the uptake of zero-emission vehicles increases, for which the information

provided so far is very limited and inadequate, and as potential vehicle buyers are more and

more relying on digital platforms for gathering information prior to purchase.

• Stakeholder consultations

The Commission identified several key stakeholder groups for consultation, including

Member States (national and regional authorities), vehicle manufacturers, component and

materials suppliers, fuel and energy suppliers, vehicle purchasers (private, businesses, fleet

management companies), environmental, transport and consumer NGOs, and social partners.

To gather feedback from these groups, the Commission launched a call for evidence and an

online public consultation from 7 July to 10 October 2025. It also held meetings with industry

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associations representing vehicle and component manufacturers and energy suppliers,

conducted bilateral meetings with Member State authorities, social partners, and NGOs, and

invited stakeholders to submit position papers.

The call for evidence for the revision of the Regulation setting CO2 emission standards for

cars and vans received 963 responses, while the separate call for evidence for the revision of

the Car Labelling Directive7 received 39 replies. The on-line public consultation, carried out

on the EU Survey website8, covered both the revision of the CO2 standards Regulation for

cars and vans and the revision of the Car Labelling Directive. The consultation received 1115

replies, of which 859 (77%) were from EU citizens, 120 (11%) were from a company or

business, of which 57 (5%) from SMEs, 76 (7%) replies were from business associations, 14

(1%) from non-governmental organisations and the remaining from academic institutions,

consumers organisation and trade unions.

In their replies to the public consultation, stakeholders expressed a wide range of opinions

regarding the CO2 target levels. Policy stability was identified as essential by some Member

States, local authorities, environmental NGOs, academics and the electricity sector. By

contrast, most other industry respondents, alongside feedback from a mobilised citizens’

campaign, considered the 2035 targets unattainable due to slower uptake of zero-emission

vehicles than anticipated. Industry representatives generally advocated for giving sustainable

renewable fuels and off-vehicle charging hybrid electric vehicles (OVC-HEV) a role under

the CO2 standards Regulation, in order to increase flexibility and enhance technology

neutrality, while NGOs and public authorities mostly expressed the opposite view. Industry

stakeholders also sought greater flexibility in the use of fines, proposing that they serve as a

support mechanism rather than a punitive measure. Citizens and NGOs generally advocated

for using the revenues to support workers, development of charging infrastructure, and

demand-side measures.

A clear majority of stakeholders supported the harmonisation and simplification of vehicle

labelling as well as adding specific information for zero-emission vehicles to the label, but not

other additional information not readily available such as total-cost-of-ownership. Most

stakeholders consider it important to extend the label to cover also new vans. The consumer

organisations called for extending the label’s scope to second-hand cars.

• Collection and use of expertise

The quantitative assessment of the economic, social and environmental impacts of the policy

options considered has built on a range of scenarios developed for the PRIMES model. This

analysis was complemented by applying other modelling tools, such as GEM-E3 and E3ME

and the JRC DIONE model.

Monitoring data on GHG emissions and other characteristics of the new light-duty vehicle

fleet was sourced from the annual monitoring data as reported by Member States and

collected by the European Environment Agency (EEA) under Regulation (EU) 2019/631.

Further information was gathered through service contracts commissioned from external

contractors.

7 https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/14750-Revision-of-the-EU-

rules-on-car-labelling_en 8 https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/14765-Revision-of-the-CO2-

emission-standards-for-cars-and-vans_en

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• Impact assessment

The Commission carried out an impact assessment, providing a detailed analysis. In the

impact assessment, the Commission has assessed the consistency of the initiative with the

European Climate Law’s objectives, as required by Article 6(4) of that Regulation.

Various policy options were explored, grouped in three main categories: (i) CO2 emission

targets for cars and vans and various flexibilities facilitating compliance (sustainable

renewable fuels, OVC-HEV, multiannual compliance, super-credits for small electric cars);

(ii) financial support via use of fines; (iii) vehicle labelling.

A preferred combination of options concerning targets and flexibilities has been identified,

which provides for more flexibility and technology neutrality, while maintaining a strong

signal for investments in zero-emission mobility in the longer term. Regarding vehicle

labelling, the option covering the broadest range of second-hand vehicles is preferred.

The preferred option regarding the CO2 targets and flexibilities brings benefits for

manufacturers in the period 2030-2034. Also, while maintaining the 2035 100% reduction

targets, it enhances technology neutrality by recognising a role for OVC-HEV and a role for

sustainable renewable fuels beyond 2035. This will stimulate continued investments in and

development of technologies other than zero-emission powertrains, that can be useful for

specific use cases and/or for a transitional phase, possibly also supporting the competitiveness

of some European manufacturers in other markets. As shown in the assessment, the energy

and climate impacts of the preferred option are limited, in particular due to the built-in

safeguards. In view of this, the initiative is consistent with the EU 2050 climate neutrality

objective and 2030 climate target and progress on adaptation.

The preferred option regarding the CO2 targets and flexibilities brings some additional total

system costs (capital, fuel and other operating costs), but does not show significant changes

compared to the baseline.

The regulatory flexibility provided by the initiative is expected to enhance short-term

competitiveness. The preferred option includes elements which aim to achieve the necessary

balance between regulatory flexibility and enhanced technology neutrality on one side, and

maintaining the predictability and stability of the long-term signal towards ZEV on the other

side.

.

The preferred vehicle labelling option will provide potential ZEV buyers with more adequate

information and ensure that the harmonisation of the label design at EU level will effectively

lead to simplification and cover all second-hand vehicles in an equal manner. The

harmonisation removes the need for developing a national label design, which results in cost

savings for national authorities.

• Regulatory fitness and simplification

In line with the Commission’s commitment to Better Regulation, the proposal has been

prepared inclusively, based on transparency and continuous engagement with stakeholders.

Compared to the current Regulation, the proposal is not expected to increase the

administrative costs caused by the legislation. In addition, it is not increasing the complexity

of the legal framework.

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• Fundamental rights

The proposal respects the fundamental rights and observes the principles recognised in

particular by the Charter of Fundamental Rights of the European Union. In particular, it

contributes to the objective of a high level of environmental protection in accordance with the

principle of sustainable development as laid down in Article 37 of the Charter of Fundamental

Rights of the European Union9.

4. BUDGETARY IMPLICATIONS

The legislative financial statement setting out the implications for budgetary, human and

administrative resources was attached to the proposal which led to the adoption of Regulation

(EU) 2019/631 and its latest revision by Regulation (EU) 2023/851.

5. OTHER ELEMENTS

• Implementation plans and monitoring, evaluation and reporting arrangements

This proposal does not change the substance of the rules, the implementation assessment

remains the same as of the proposal which led to the adoption of Regulation (EU) 2019/631,

as amended by Regulation (EU) 2023/851.

• Detailed explanation of the specific provisions of the proposal

Article 1 contains the following proposed amendments:

– Article 1(1) amends Article1, in order to lower the 2030 EU fleet-wide CO2 emission

target for vans from 50% to 40% reduction from the 2021 baseline and the 2035 EU

fleet-wide CO2 emission target for cars and vans from 100% to 90%. It also adds

vehicle labelling to the subject matter of the Regulation.

– Article 1(2) amends Article 2(1)(b) to clarify that all ZEV N vehicles (including N1

and N2), whose mass without the mass of the battery is below 2840 kg, are actually

accounted when assessing compliance against the CO2 emissions targets set in this

Regulation. It also extends the scope to include vehicle labelling.

– Article 1(3) amends Article 3 to clarify the definition of ‘test mass’, and to introduce

definitions relevant to the vehicle labelling provisions.

– Article 1(4) amends Article 4 in order to introduce multiannual compliance. Article

1(7) amends Article 6 and Article1(9) amends Article 8 to introduce consequential

changes

– Article 1(5) amends Article 5 to provide for super credits for small electric vehicles

made in the EU .

– Article 1(6) introduces new provisions on the role of certain sustainable renewable

fuels.

– Article 1(6) introduces new provisions on the role of low-carbon steel made in the

EU .

– Article 1(10), (14) provide for new Articles 15a, 15b and a new Annex IIIa, that set

the rules for the vehicles labelling.

9 OJ C 326, 26.10.2012, p. 391.

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2025/0420 (COD)

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

(Text with EEA relevance)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,

Having regard to the Treaty on the Functioning of the European Union, and in particular

Article 192(1) thereof,

Having regard to the proposal from the European Commission,

After transmission of the draft legislative act to the national parliaments,

Having regard to the opinion of the European Economic and Social Committee10,

Having regard to the opinion of the Committee of the Regions11,

Acting in accordance with the ordinary legislative procedure,

Whereas:

(1) Through the adoption of Regulation (EU) 2021/1119 (Climate law), the Union has

enshrined in legislation a binding objective of economy-wide climate neutrality by

2050, thus reducing emissions to net zero by that date, and the aim of achieving

negative emissions thereafter, established a binding Union 2030 intermediate climate

target and provisions for the determination of a Union-wide intermediate climate target

for 2040.

(2) In order to achieve the climate neutrality objective, it is essential to, inter alia, ensure

and provide support to the competitiveness and resilience of the European industry,

ensure transition pathways based on best available cost-effective, safe and scalable

technologies, set a greater focus on a just transition, ensure fair competition with

international partners and decarbonise the energy system with all zero and low carbon

energy solutions.

(3) With the Clean Industrial Deal and the Industrial Action Plan for the European

automotive sector, the Union has put in place the conditions for a successful transition,

focussing on both decarbonisation and industrial renewal, including support

mechanisms for European industry, European content requirements on battery cells

and components in EVs sold in the Union, better access to public and private finance,

a global level playing field, and clear enabling conditions for the uptake and scaling of

clean technologies, in order to strengthen industrial competitiveness and innovation in

the Union.

10 OJ C , , p. . 11 OJ C , , p. .

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(4) The automotive sector is a key pillar of the Union’s economy, and it is at a critical

turning point, facing fierce global competition and deep structural transformations in

decarbonisation and digitalisation. The pathway towards zero-emission mobility

requires an integrated approach combining CO₂ reduction, industrial competitiveness,

social fairness and technological leadership. To ensure that this transformation

strengthens the competitiveness of the Union’s automotive ecosystem while upholding

its environmental and social ambitions, the Commission adopted on 5 March 2025 the

Industrial Action Plan for the European automotive sector.

(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.

(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.

(7) While it is essential that the CO2 emission targets continue to incentivise the transition

towards zero-emission mobility and create certainty and predictability for such

investments, a lack of regulatory flexibility may create difficulties for vehicle

manufacturers where it limits their compliance options. It is therefore appropriate to

support a technology-neutral approach by providing for regulatory flexibilities for

non-zero-emission technologies.

(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.

(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..

(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.

(11) In 2035 and every five years thereafter, the Commission should assess the

effectiveness of the Regulation, so as to maintain alignment with the 2050 climate

neutrality binding objective laid down in Regulation (EU) 2021/1119 of the European

Parliament and of the Council (‘Climate Law’).

(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

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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.

(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.

(14) To provide more certainty to light commercial vehicle manufacturers, a technical

adjustment should be provided to the formula that adjusts the specific emissions target

of a manufacturer depending on the average test mass of the EU fleet.

(15) The evaluation of the Car Labelling Directive concluded that there is a lack of

harmonisation of the label across Member States, that potential buyers of zero-and

low-emission vehicles, vans and second-hand vehicles are not adequately informed

under the current rules, and that consumers rely increasingly on digital tools whereas

current rules focus on physical points of sale, with a guide and poster on paper.

Directive 1999/94/EC needs therefore to be revised and updated.

(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.

(17) The label for individual vehicles should include the most significant information from

the certificate of conformity. It should also provide the opportunity to consumers to

access additional information. In the future, as technical requirements, monitoring and

reporting and available data evolve, additional information could for instance inform

the customers about the performance of plug-in hybrid vehicles depending on

behaviour of the user in terms of share of driving in electric mode.

(18) As vehicle buyers rely increasingly on digital tools, and to allow consumers to

compare different vehicle models, including from different manufacturers, information

on all vehicle models for which new vehicles are placed on the Union market should

be made available in a product database.

(19) Vehicle labelling requirements should apply to vehicle manufacturers and dealers or

any other natural or legal persons making available vehicles on the market in the

course of a commercial activity, thereby excluding private persons occasionally selling

a second-hand car.

(20) Vehicle labelling requirements should be incorporated into Regulation (EU) 2019/631

in order to safeguard its consistent and harmonised application across the Union.

(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

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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.

(22) In order to ensure uniform conditions for the implementation of this Regulation,

implementing powers should be conferred on the Commission in relation to

establishing the detailed rules and procedures for the monitoring and reporting by

manufacturers of all the necessary data for the calculation of the low-carbon steel

credits and the operational details of the product database for the vehicle labelling.

Those powers should be exercised in accordance with Regulation (EU) No 182/2011

of the European Parliament and of the Council.

(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.

(24) Regulation (EU) 2019/631 should therefore be amended accordingly,

HAVE ADOPTED THIS REGULATION:

Article 1

Amendments to Regulation (EU) 2019/631

Regulation (EU) 2019/631 is amended as follows:

(1) Article 1 is amended as follows:

(a) in paragraph 5, point (b) is replaced by the following:

“(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) paragraph 5a is replaced by the following:

“From 1 January 2035, the following EU fleet-wide targets shall apply:

(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;

(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.”;

(c) paragraph 7 is added as follows:

EN 13 EN

“7. This Regulation establishes the rules on vehicle labelling in order to ensure that relevant

information relating to passenger cars and light commercial vehicles offered for sale or lease

in the Union is made available to potential buyers.”;

(2) Article 2 is amended as follows:

(a) in paragraph 1, point (b) the text after the semicolon is replaced by the

following:

“in the case of zero-emission vehicles of category N they shall, from 1 January 2025, for the

purposes of this Regulation and without prejudice to Regulation (EU) 2018/858 and

Regulation (EC) No 715/2007, be counted as light commercial vehicles falling within the

scope of this Regulation if the reference mass minus the mass of the energy storage system

does not exceed 2840 kg.”;

(b) the following paragraph 5 is added:

“5. Articles 15a and 15b of this Regulation shall apply to all vehicles of categories M1 and

N1, as defined in Article 4 of Regulation (EU) 2018/858, offered for sale or lease in the

Union, that are type-approved in accordance with the Worldwide harmonised Light vehicles

Test Procedure set out in Commission Regulation (EU) 2017/1151.”

(3) Article 3 is amended as follows:

(a) point (l) is replaced by the following:

“(l) ‘test mass’ or ‘TM’ means the test mass of a passenger car or light commercial vehicle as

stated in the certificate of conformity and as defined in paragraph 3.2.25 of UN Regulation

154”;

(b) the following points (n) to (r) are added:

“(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;

(o) ‘vehicle label’ means a graphic diagram in printed or electronic form that complies with

the requirements set out in this Regulation;

(p) ‘point of sale’ means a location where vehicles are displayed or offered for sale or lease to

potential customers, including trade fairs where vehicles are presented to the public;

(q) ‘promotional material’ means any form of information in printed or electronic form,

offline or online, used for sale or lease of vehicles or in the marketing, advertising or

promotion of vehicles offered for sale or lease to the general public or a potential customer;

(r) ‘vehicle model’ means a group of vehicles belonging to the same type, variant and version

as specified in Part B of Annex I to Regulation (EU) 2018/858.”;

(4) Article 4 is amended as follows:

(a) in paragraph 1 point (c), the following text is added:

“In addition, starting from 2035, the manufacturer shall also ensure that its average specific

emissions of CO2 do not exceed the sum of its fuel credits as referred to in Article 5a, and its

low-carbon steel credits as referred to in with Article 5b.”;

(b) paragraph 1a is replaced by the following:

EN 14 EN

“1a. 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.

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.

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.

For each calendar year in which a manufacturer was included in a pool, the annual average

specific emissions of CO2 and the annual specific emissions target to be used for those

calculations shall be the values for that pool.”;

(5) Article 5 is replaced by the following:

“Article 5

Super credits for small zero-emission vehicles

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.

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.

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. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the

manufacturers included in the pool are part of the same group of connected manufacturers.”;

(6) the following Articles 5a and 5b are inserted:

“Article 5a

Role of sustainable renewable fuels

1. Starting from 2035, the Commission shall calculate, for each manufacturer, fuel credits

based on the greenhouse gas emission savings achieved by the use of the fuels referred to in

paragraph 2, as determined in accordance with point 7 of Parts A and B of Annex I, to

EN 15 EN

compensate emissions from new passenger cars and new light commercial vehicles registered

in the calendar year. These fuel credits shall be calculated taking into account the quantity of

such fuels placed on the Union market for road transport and their greenhouse gas emissions

intensity, as calculated according to Article 29a and 31 of Directive (EU) 2018/2001 and as

reported in the Union Database established pursuant to Article 31a of that Directive, the share

of road transport fuel used in passenger cars and light commercial vehicles, the average

lifetime mileage of the vehicles, and the number of vehicles registered.

2. The eligible fuels shall be 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 IX to that

Directive and fulfilling the criteria set out in Article 29 of that Directive.

3. The credits from all fuels referred to in paragraph 2 shall not reduce the average specific

emissions of CO2 of a manufacturer by more than 3% of the EU fleet-wide target2021 as set out

in point 6.0 of Annex I Parts A and B.

The credits from the quantities of biofuels and biogas produced from feedstock listed in Part

B of Annex IX to Directive (EU) 2018/2001 shall not reduce the average specific emissions of

CO2 of a manufacturer by more than 1% of the EU fleet-wide target2021 as set out in point 6.0

of Annex I Parts A and B.

4. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the

manufacturers included in the pool are part of the same group of connected manufacturers.

Article 5b

Role of low-carbon steel

1. Starting from 2035, a manufacturer shall obtain credits for low-carbon steel made in the EU

(‘low-carbon steel credits’) to compensate emissions from new passenger cars and new light

commercial vehicles registered in the calendar year.

2. Paragraph 1 shall not apply for those vehicles whose contribution to the average emissions

is covered by Article 5a.

.

3. Low-carbon steel credits shall be calculated taking into account the quantity and the CO2

emissions intensity, calculated according to the methodology as set out in accordance with

paragraph 6, of the low-carbon steel made in the EU used in the manufacturer’s new

passenger cars or new light commercial vehicles registered in the Union in the calendar year,

the number of vehicles registered in the calendar year, and the lifetime mileage of the

vehicles, in accordance with point 7 of Parts A and B of Annex I.

4. Low-carbon steel credits shall not decrease the average specific emissions of CO2 of a

manufacturer by more than 7% of the EU fleet-wide target2021 as set out in point 6.0 of Annex

I Parts A and B.

5. The Commission shall specify, by means of implementing acts, the detailed rules and

procedures for the monitoring and reporting by manufacturers of all the necessary data for the

calculation of the low-carbon steel credits. Those implementing acts shall be adopted in

accordance with the examination procedure referred to in Article 16(2).

6. 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

EN 16 EN

characteristics of the low carbon steel and the CO2 emissions intensity of the steel and of the

baseline steel as a reference point for the calculation for the low-carbon steel credits.

7. Paragraph 1 shall not apply to manufacturers that formed a pool, unless all the

manufacturers included in the pool are part of the same group of connected manufacturers.”;

(7) in Article 6, paragraph 2, last sentence is replaced by the following:

“By way of derogation from the first subparagraph, an agreement to form a pool covering the

calendar year 2025 or 2026 may be entered into up to 31 December 2027, an agreement to

form a pool covering the calendar year 2030 or 2031 may be entered into up to 31 December

2032.’

(8) Article 7 is amended as follows:

(a) In paragraph 5, the following sentence is inserted after the first sentence:

“Manufacturers responsible for fewer than 1 000 new passenger cars or for fewer than 1 000

new light commercial vehicles registered in the Union in the previous calendar year shall

provide the Commission with complete information on any of their connected undertakings

within the meaning of Article 3(2), unless they have previously notified such information and

no changes have occurred since.”;

(b) the following paragraph 6b is inserted:

“6b. Each manufacturer shall appoint a contact point for the purpose of any correspondence

referred to in this Article.”;

(9) Article 8 is amended as follows:

(a) in paragraph 1, the second subparagraph is replaced by the following:

“By way of derogation from the first subparagraph, with respect to the calendar years 2025 to

2027, and 2030 to 2032, the Commission shall impose an excess emissions premium on any

manufacturer whose average specific emissions of CO2 over the period exceed its specific

emissions target over that period.”;

(b) the following paragraph (5) is added:

“By way of derogation from paragraphs 1 and 2, for each calendar year starting from 2035,

the Commission shall impose an excess emissions premium on a manufacturer or pool

manager, as appropriate, where a manufacturer's average specific emissions of CO2 exceed its

specific emissions target or its average specific emissions of CO2 exceed the sum of its fuel

credits as referred to in Article 5a, and its low-carbon steel credits as referred to in Article 5b.

The excess emissions premium shall be calculated using the following formula:

(average specific emissions of CO2 – ( fuel credits + low-carbon steel credits) ) × EUR 95) ×

number of newly registered vehicles.

In the above calculation the sum of fuel credits and low-carbon steel credits cannot exceed

10% of the EU2021 target”;

(10) In Article 15, paragraph 1 is replaced by the following:

“ 1. In 2035 and every five years thereafter, the Commission shall assess the effectiveness of

the Regulation to achieve zero-emission mobility. The Commission shall also assess the

EN 17 EN

impact, feasibility and appropriateness of including local content requirements, notably based

on the implementation of relevant EU legislation. Taking into account market and technology

developments, the Commission shall review and amend, as appropriate, this Regulation, in

particular with regards to adjustments to the fleet-wide targets with a view to maintaining

alignment with the 2050 climate neutrality binding objective laid down in Regulation (EU)

2021/1119 of the European Parliament and of the Council.”

(11) the following Articles 15a and 15b are inserted:

“Article 15a

Obligations of manufacturers and distributors regarding vehicle labelling

1. Distributors shall ensure that a vehicle label as set out in Annex IIIa, Part 2, is attached to

or displayed, in a clearly visible manner and legible in its entirety, near each vehicle offered

for sale or lease at their points of sale.

The vehicle label shall include the information elements mentioned in Annex IIIa, Part 2,

corresponding to the vehicle to which it refers.

In addition to the vehicle label, the distributor shall inform the potential buyer of a second-

hand zero-emission vehicle or off-vehicle charging hybrid electric vehicle, of the vehicle’s

current 'traction battery state of health', based on the information available in the vehicle

display in accordance with Annex VI to Regulation (EU) 2025/1707.

2. Manufacturers and distributors, as the case may be, shall ensure that any promotional

material related to the sale or lease of individual vehicles shows the vehicle label, as set out in

Annex IIIa, Part 2, for each vehicle, including for vehicles offered for sale or lease on the

internet.

Where the promotional material concerns one or more vehicle models, the promotional

material shall include the values of all the vehicles to which it refers or the range between the

lowest and highest values of all the vehicles to which it refers, for all technical parameters

mentioned in Annex IIIa, Part 2.

Where promotional material distributed by electronic means allows consumers to configure a

specific vehicle, such as online car configurators, it shall clearly demonstrate to consumers

how different specific equipment and optional extras affect the values of all technical

parameters mentioned in Annex IIIa, Part 2.

3. At the latest 12 months after the entry into force of this Regulation, the Commission shall

set up a product database that shall be publicly accessible and shall provide information in

relation to the vehicle labelling for vehicle models placed on the market.

The Commission shall be empowered to specify, by means of implementing acts, the

operational details of the product database. These implementing acts shall be adopted in

accordance with the examination procedure referred to in Article 16(2).

4. Manufacturers shall enter into the product database, without undue delay, the information

listed in Annex IIIa, Part 3, for each vehicle model for which new units are placed on the

market.

Manufacturers shall ensure that the information entered into the product database is correct

and accurate, and update it as necessary.

5. Manufacturers and distributors shall not provide or display labels that mimic the vehicle

label provided for under this Regulation, nor provide or display vehicle labels, marks,

EN 18 EN

symbols or inscriptions that do not comply with this Regulation and that would be likely to

mislead or confuse end-users with respect to the information elements set out in Annex IIIa.

6. Where a service provider as referred to in Article 6 of Regulation (EU) 2022/2065 allows

the selling of vehicles through its internet site, that service provider shall enable the display of

the vehicle label according to paragraph 2.

7. The Commission is empowered to adopt delegated acts in accordance with Article 17 in

order to amend the data requirements and data parameters set out in Parts 2 and 3 of Annex

IIIa to include additional information relevant for consumers into the product database, and to

specify the methodology to determine the parameter ‘made in the EU ’.

Article 15b

Obligations of Member States regarding vehicle labelling

1. Member States shall designate a market surveillance authority in accordance with

Regulation (EU) 2019/1020, responsible for ensuring compliance with the measures laid

down in Article 15a. Market surveillance authorities may recover the costs of document

inspection in cases of non‐compliance with the relevant articles in this Regulation.

2. Member States shall lay down the rules on penalties and enforcement mechanisms

applicable to infringements of the provisions on vehicle labelling and shall take all measures

necessary to ensure that they are implemented. The penalties shall be effective, proportionate

and dissuasive. Member States shall, by no later than 12 months after the entry into force of

this Regulation, notify the Commission of those rules and measures, and shall notify it,

without delay, of any subsequent amendment affecting them. “

(12) Article 17, paragraph 6 is replaced by the following:

“A delegated act adopted pursuant to Article 5a(5), Article 7(8), Article 7a(2), Article 10(8),

Article 11(1), fourth subparagraph, Article 13(4), Article 14(2), Article 15(8) and (9), and

Article 15a(7) shall enter into force only if no objection has been expressed either by the

European Parliament or by the Council within a period of two months of notification of that

act to the European Parliament and to the Council or if, before the expiry of that period, the

European Parliament and the Council have both informed the Commission that they will not

object. That period shall be extended by two months at the initiative of the European

Parliament or of the Council.”

(13) Annex I is amended in accordance with Annex I to this Regulation.

(14) Annex IIIa is inserted in accordance with Annex I to this Regulation.

Article 2

Repeal

Directive 1999/94/EC is repealed.

Article 3

Entry into force

This Regulation shall enter into force on the twentieth day following that of its publication in

the Official Journal of the European Union.

Article 1(5) shall apply from 1 January [Office of Publications: Please insert the year

following the date of application of the automotive Omnibus].

EN 19 EN

Article 1(11) and Article 2 shall apply from [date 12 months after the entry into force of this

Regulation].

This Regulation shall be binding in its entirety and directly applicable in all Member States.

Done at Strasbourg,

For the European Parliament For the Council

The President The President

EN 1 EN

LEGISLATIVE FINANCIAL AND DIGITAL STATEMENT

1. FRAMEWORK OF THE PROPOSAL/INITIATIVE ................................................. 3

1.1. Title of the proposal/initiative ...................................................................................... 3

1.2. Policy area(s) concerned .............................................................................................. 3

1.3. Objective(s) .................................................................................................................. 3

1.3.1. General objective(s) ..................................................................................................... 3

1.3.2. Specific objective(s) ..................................................................................................... 3

1.3.3. Expected result(s) and impact ...................................................................................... 3

1.3.4. Indicators of performance ............................................................................................ 3

1.4. The proposal/initiative relates to: ................................................................................. 4

1.5. Grounds for the proposal/initiative .............................................................................. 4

1.5.1. Requirement(s) to be met in the short or long term including a detailed timeline for

roll-out of the implementation of the initiative ............................................................ 4

1.5.2. Added value of EU involvement (it may result from different factors, e.g.

coordination gains, legal certainty, greater effectiveness or complementarities). For

the purposes of this section 'added value of EU involvement' is the value resulting

from EU action, that is additional to the value that would have been otherwise

created by Member States alone. ................................................................................. 4

1.5.3. Lessons learned from similar experiences in the past .................................................. 4

1.5.4. Compatibility with the multiannual financial framework and possible synergies with

other appropriate instruments ....................................................................................... 5

1.5.5. Assessment of the different available financing options, including scope for

redeployment ................................................................................................................ 5

1.6. Duration of the proposal/initiative and of its financial impact .................................... 6

1.7. Method(s) of budget implementation planned ............................................................. 6

2. MANAGEMENT MEASURES................................................................................... 8

2.1. Monitoring and reporting rules .................................................................................... 8

2.2. Management and control system(s) ............................................................................. 8

2.2.1. Justification of the budget implementation method(s), the funding implementation

mechanism(s), the payment modalities and the control strategy proposed .................. 8

2.2.2. Information concerning the risks identified and the internal control system(s) set up

to mitigate them............................................................................................................ 8

2.2.3. Estimation and justification of the cost-effectiveness of the controls (ratio between

the control costs and the value of the related funds managed), and assessment of the

expected levels of risk of error (at payment & at closure) ........................................... 8

2.3. Measures to prevent fraud and irregularities ................................................................ 9

3. ESTIMATED FINANCIAL IMPACT OF THE PROPOSAL/INITIATIVE ............ 10

3.1. Heading(s) of the multiannual financial framework and expenditure budget line(s)

affected ....................................................................................................................... 10

EN 2 EN

3.2. Estimated financial impact of the proposal on appropriations ................................... 12

3.2.1. Summary of estimated impact on operational appropriations.................................... 12

3.2.1.1. Appropriations from voted budget ............................................................................. 12

3.2.1.2. Appropriations from external assigned revenues ....................................................... 17

3.2.2. Estimated output funded from operational appropriations......................................... 22

3.2.3. Summary of estimated impact on administrative appropriations ............................... 24

3.2.3.1. Appropriations from voted budget .............................................................................. 24

3.2.3.2. Appropriations from external assigned revenues ....................................................... 24

3.2.3.3. Total appropriations ................................................................................................... 24

3.2.4. Estimated requirements of human resources.............................................................. 25

3.2.4.1. Financed from voted budget....................................................................................... 25

3.2.4.2. Financed from external assigned revenues ................................................................ 26

3.2.4.3. Total requirements of human resources ..................................................................... 26

3.2.5. Overview of estimated impact on digital technology-related investments ................ 28

3.2.6. Compatibility with the current multiannual financial framework.............................. 28

3.2.7. Third-party contributions ........................................................................................... 28

3.3. Estimated impact on revenue ..................................................................................... 29

4. DIGITAL DIMENSIONS .......................................................................................... 29

4.1. Requirements of digital relevance .............................................................................. 30

4.2. Data ............................................................................................................................ 30

4.3. Digital solutions ......................................................................................................... 31

4.4. Interoperability assessment ........................................................................................ 31

4.5. Measures to support digital implementation .............................................................. 32

EN 3 EN

1. FRAMEWORK OF THE PROPOSAL/INITIATIVE

1.1. Title of the proposal/initiative

Proposal for a Regulation of the European Parliament and of the Council amending

Regulation (EU) 2019/631 and repealing Directive 1999/94/EC

1.2. Policy area(s) concerned

Climate policy

1.3. Objective(s)

1.3.1. General objective(s)

The proposal aims to provide:

1) additional flexibilities for manufacturers to support the transition towards zero-

emissions mobility;

2) harmonised up-to-date rules for CO2 emissions labelling.

1.3.2. Specific objective(s)

The specific objectives of the proposal are:

(1) to provide more flexibility for manufacturers to meet their CO2 emission targets ;

(2) to enhance technology neutrality of the CO2 emission standards ;

(3) to maintain the contribution of the CO2 standards towards the climate targets set

in the EU Climate Law;

(4) to maintain certainty and predictability for manufacturers and investors in the

zero-emission mobility value chain;

(5) to introduce harmonised consumer information, including for zero-emission

vehicles.

1.3.3. Expected result(s) and impact

Specify the effects which the proposal/initiative should have on the beneficiaries/groups targeted.

The preferred combined option regarding the CO2 targets and flexibilities brings

benefits for manufacturers in the period 2030-2034. Also, while maintaining the

2035 100% targets, it enhances technology neutrality by recognising a role for OVC-

HEV, sustainable renewable fuels, and low-carbon steel beyond 2035. This will

stimulate continued investments in and development of technologies other than zero-

emission powertrains, that can be useful for specific use cases and/or for a

transitional phase, possibly also supporting the competitiveness of some European

manufacturers in other markets. As shown in the assessment, the energy and climate

implications of the preferred option are limited, in particular due to the built-in

safeguards. In view of this, the initiative is consistent with the EU 2050 climate

neutrality objective and 2030 climate target and progress on adaptation.

1.3.4. Indicators of performance

Specify the indicators for monitoring progress and achievements.

The following indicators have been identified: (impact assessment)

EN 4 EN

– The EU fleet average CO2 emissions of new cars and vans will be monitored

annually per vehicle, manufacturer and Member State;

– Cars and vans GHG emissions will be monitored through Member States'

annual GHG emissions inventories;

– The number and share of newly registered zero- and low-emission vehicles will

be monitored through the annual monitoring data submitted by Member States;

– The level of employment will be monitored on the basis of publicly available

Eurostat statistics on sectoral employment data for the EU.

1.4. The proposal/initiative relates to:

 a new action

 a new action following a pilot project / preparatory action12

 the extension of an existing action

 a merger or redirection of one or more actions towards another/a new action

1.5. Grounds for the proposal/initiative

1.5.1. Requirement(s) to be met in the short or long term including a detailed timeline for

roll-out of the implementation of the initiative

The amending proposal aims at providing additional modalities for manufacturers as

regards the compliance with CO2 emissions’ reduction targets, while maintaining

overall ambition on the CO2 reduction targets enshrined in the EU law.

1.5.2. Added value of EU involvement (it may result from different factors, e.g.

coordination gains, legal certainty, greater effectiveness or complementarities). For

the purposes of this section 'added value of EU involvement' is the value resulting

from EU action, that is additional to the value that would have been otherwise

created by Member States alone.

Climate change is a trans-boundary problem, which cannot be solved by national or

local action alone. Coordination of climate action must be taken at European level

and EU action is justified on grounds of subsidiarity. Given the need to modify

Regulation (EU) 2019/631 by providing additional modalities as regards the

compliance with CO2 emissions’ reduction targets, the objectives of this initiative

cannot be achieved by the Member States themselves.

1.5.3. Lessons learned from similar experiences in the past

The proposal builds on existing legislation which has ensured continuous reductions

in the CO2 emissions of the EU fleet of new cars and light commercial vehicles over

the past decade.

1.5.4. Compatibility with the multiannual financial framework and possible synergies with

other appropriate instruments

No additional resources required.

12 As referred to in Article 58(2), point (a) or (b) of the Financial Regulation.

EN 5 EN

1.5.5. Assessment of the different available financing options, including scope for

redeployment

No additional resources required.

EN 6 EN

1.6. Duration of the proposal/initiative and of its financial impact

 limited duration

–  in effect from [DD/MM]YYYY to [DD/MM]YYYY

–  financial impact from YYYY to YYYY for commitment appropriations and

from YYYY to YYYY for payment appropriations.

 unlimited duration

– Implementation with a start-up period from YYYY to YYYY,

– followed by full-scale operation.

1.7. Method(s) of budget implementation planned

 Direct management by the Commission

–  by its departments, including by its staff in the Union delegations;

–  by the executive agencies

 Shared management with the Member States

 Indirect management by entrusting budget implementation tasks to:

–  third countries or the bodies they have designated

–  international organisations and their agencies (to be specified)

–  the European Investment Bank and the European Investment Fund

–  bodies referred to in Articles 70 and 71 of the Financial Regulation

–  public law bodies

–  bodies governed by private law with a public service mission to the extent that

they are provided with adequate financial guarantees

–  bodies governed by the private law of a Member State that are entrusted with

the implementation of a public-private partnership and that are provided with

adequate financial guarantees

–  bodies or persons entrusted with the implementation of specific actions in the

common foreign and security policy pursuant to Title V of the Treaty on

European Union, and identified in the relevant basic act

– bodies established in a Member State, governed by the private law of a

Member State or Union law and eligible to be entrusted, in accordance with

sector-specific rules, with the implementation of Union funds or budgetary

guarantees, to the extent that such bodies are controlled by public law bodies or

by bodies governed by private law with a public service mission, and are provided

with adequate financial guarantees in the form of joint and several liability by the

controlling bodies or equivalent financial guarantees and which may be, for each

action, limited to the maximum amount of the Union support.

Comments

EN 7 EN

2. MANAGEMENT MEASURES

2.1. Monitoring and reporting rules

No change to the monitoring and reporting rules is introduced, since the current

system also allows to monitor the application of the proposed additional modalities.

2.2. Management and control system(s)

2.2.1. Justification of the budget implementation method(s), the funding implementation

mechanism(s), the payment modalities and the control strategy proposed

The proposal is not implementing a financial programme. Management mode,

funding implementation mechanisms, payment modalities and control strategy in

relation to error rates are not applicable.

2.2.2. Information concerning the risks identified and the internal control system(s) set up

to mitigate them

This proposal does not concern a spending programme. Efficient monitoring of

vehicle registration data is essential for ensuring legal certainty in enforcing the

legislation and for ensuring level playing field between different manufacturers.

2.2.3. Estimation and justification of the cost-effectiveness of the controls (ratio between

the control costs and the value of the related funds managed), and assessment of the

expected levels of risk of error (at payment & at closure)

This initiative does not bring about new significant controls/risks that would not be

covered be an existing internal control framework. No specific measures beyond the

application of the Financial Regulation have been envisaged.

2.3. Measures to prevent fraud and irregularities

In addition to the application of the Financial Regulation to prevent fraud and

irregularities, the modalities for compliance with the CO2 reduction requirements

provided for in this proposal will be accompanied by monitoring and reporting of

different datasets as provided for in Regulation (EU) 2019/631.

EN 8 EN

3. ESTIMATED FINANCIAL IMPACT OF THE PROPOSAL/INITIATIVE

3.1. Heading(s) of the multiannual financial framework and expenditure budget

line(s) affected

• Existing budget lines

In order of multiannual financial framework headings and budget lines.

Heading of

multiannual

financial

framework

Budget line Type of

expenditure Contribution

Number

Diff./Non-

diff.13

from

EFTA

countries 14

from

candidate

countries

and

potential

candidates 15

From

other

third

countries

other assigned

revenue

[XX.YY.YY.YY]

Diff./Non

-diff. YES/NO YES/NO YES/NO YES/NO

[XX.YY.YY.YY]

Diff./Non

-diff. YES/NO YES/NO YES/NO YES/NO

[XX.YY.YY.YY]

Diff./Non

-diff. YES/NO YES/NO YES/NO YES/NO

• New budget lines requested

In order of multiannual financial framework headings and budget lines.

Heading of

multiannual

financial

framework

Budget line Type of

expenditure Contribution

Number

Diff./Non-

diff.

from

EFTA

countries

from

candidate

countries

and

potential

candidates

from

other

third

countries

other assigned

revenue

[XX.YY.YY.YY]

Diff./Non

-diff. YES/NO YES/NO YES/NO YES/NO

[XX.YY.YY.YY]

Diff./Non

-diff. YES/NO YES/NO YES/NO YES/NO

[XX.YY.YY.YY]

Diff./Non

-diff. YES/NO YES/NO YES/NO YES/NO

13 Diff. = Differentiated appropriations / Non-diff. = Non-differentiated appropriations. 14 EFTA: European Free Trade Association. 15 Candidate countries and, where applicable, potential candidates from the Western Balkans.

EN 9 EN

3.2. Estimated financial impact of the proposal on appropriations

3.2.1. Summary of estimated impact on operational appropriations

–  The proposal/initiative does not require the use of operational appropriations

–  The proposal/initiative requires the use of operational appropriations, as explained below

3.2.1.1. Appropriations from voted budget

EUR million (to three decimal places)

Heading of multiannual financial framework Number

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations

for DG <…….>

Commitments =1a+1b+3 0.000 0.000 0.000 0.000 0.000

Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

EN 10 EN

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations

for DG <…….>

Commitments =1a+1b+3 0.000 0.000 0.000 0.000 0.000

Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

TOTAL operational appropriations

Commitments (4) 0.000 0.000 0.000 0.000 0.000

Payments (5) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations of an administrative nature financed

from the envelope for specific programmes (6) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations under

HEADING <….> Commitments =4+6 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework Payments =5+6 0.000 0.000 0.000 0.000 0.000

Heading of multiannual financial

framework Number

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

EN 11 EN

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations Commitments =1a+1b +3 0.000 0.000 0.000 0.000 0.000

for DG <…….> Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations Commitments =1a+1b +3 0.000 0.000 0.000 0.000 0.000

for DG <…….> Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

TOTAL operational appropriations

Commitments (4) 0.000 0.000 0.000 0.000 0.000

Payments (5) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations of an administrative nature financed

from the envelope for specific programmes (6) 0.000 0.000 0.000 0.000 0.000

EN 12 EN

TOTAL appropriations under

HEADING <….> Commitments =4+6 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework Payments =5+6 0.000 0.000 0.000 0.000 0.000

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

• TOTAL operational appropriations (all

operational headings)

Commitments (4) 0.000 0.000 0.000 0.000 0.000

Payments (5) 0.000 0.000 0.000 0.000 0.000

• TOTAL appropriations of an administrative nature financed

from the envelope for specific programmes (all operational

headings)

(6) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations Under

Heading 1 to 6 Commitments =4+6 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework

(Reference amount) Payments =5+6 0.000 0.000 0.000 0.000 0.000

Heading of multiannual financial framework 7 ‘Administrative expenditure’

DG: <…….> Year Year Year Year TOTAL

MFF 2021-

2027 2024 2025 2026 2027

 Human resources 0.000 0.000 0.000 0.000 0.000

 Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

TOTAL DG <…….> Appropriations 0.000 0.000 0.000 0.000 0.000

DG: <…….> Year Year Year Year TOTAL

MFF 2021-

2027 2024 2025 2026 2027

 Human resources 0.000 0.000 0.000 0.000 0.000

 Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

EN 13 EN

TOTAL DG <…….> Appropriations 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations under HEADING 7 of the multiannual financial

framework

(Total

commitments

= Total

payments)

0.000 0.000 0.000 0.000 0.000

EUR million (to three decimal places)

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

TOTAL appropriations under HEADINGS 1 to 7 Commitments 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework Payments 0.000 0.000 0.000 0.000 0.000

3.2.1.2. Appropriations from external assigned revenues

EUR million (to three decimal places)

Heading of multiannual financial framework Number

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations Commitments =1a+1b+3 0.000 0.000 0.000 0.000 0.000

EN 14 EN

for DG <…….> Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations

for DG <…….>

Commitments =1a+1b+3 0.000 0.000 0.000 0.000 0.000

Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

TOTAL operational appropriations

Commitments (4) 0.000 0.000 0.000 0.000 0.000

Payments (5) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations of an administrative nature financed

from the envelope for specific programmes (6) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations under

HEADING <….> Commitments =4+6 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework Payments =5+6 0.000 0.000 0.000 0.000 0.000

Heading of multiannual financial framework Number

DG: <…….> Year Year Year Year TOTAL MFF

EN 15 EN

2024 2025 2026 2027 2021-2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations

for DG <…….>

Commitments =1a+1b+3 0.000 0.000 0.000 0.000 0.000

Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations

for DG <…….>

Commitments =1a+1b+3 0.000 0.000 0.000 0.000 0.000

Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

TOTAL operational appropriations

Commitments (4) 0.000 0.000 0.000 0.000 0.000

Payments (5) 0.000 0.000 0.000 0.000 0.000

EN 16 EN

TOTAL appropriations of an administrative nature financed

from the envelope for specific programmes (6) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations under

HEADING <….> Commitments =4+6 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework Payments =5+6 0.000 0.000 0.000 0.000 0.000

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

• TOTAL operational appropriations (all

operational headings)

Commitments (4) 0.000 0.000 0.000 0.000 0.000

Payments (5) 0.000 0.000 0.000 0.000 0.000

• TOTAL appropriations of an administrative nature financed

from the envelope for specific programmes (all operational

headings)

(6) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations under Headings 1

to 6 Commitments =4+6 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework (Reference

amount) Payments =5+6 0.000 0.000 0.000 0.000 0.000

Heading of multiannual financial framework 7 ‘Administrative expenditure’

EUR million (to three decimal places)

DG: <…….> Year Year Year Year TOTAL

MFF 2021-

2027 2024 2025 2026 2027

 Human resources 0.000 0.000 0.000 0.000 0.000

 Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

TOTAL DG <…….> Appropriations 0.000 0.000 0.000 0.000 0.000

EN 17 EN

DG: <…….> Year Year Year Year TOTAL

MFF 2021-

2027 2024 2025 2026 2027

 Human resources 0.000 0.000 0.000 0.000 0.000

 Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

TOTAL DG <…….> Appropriations 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations under HEADING 7 of the multiannual

financial framework

(Total

commitments

= Total

payments)

0.000 0.000 0.000 0.000 0.000

EUR million (to three decimal places)

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

TOTAL appropriations under HEADINGS 1 to 7 Commitments 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework Payments 0.000 0.000 0.000 0.000 0.000

3.2.2. Estimated output funded from operational appropriations (not to be completed for decentralised agencies)

Commitment appropriations in EUR million (to three decimal places)

Indicate

objectives and

outputs



Year 2024

Year 2025

Year 2026

Year 2027

Enter as many years as necessary to show the

duration of the impact (see Section1.6) TOTAL

OUTPUTS

Type16

Avera

ge

cost

N o

Cost N o

Cost N o

Cost N o

Cost N

o

Cost N o

Cost N o

Cost Total

No

Total

cost

16 Outputs are products and services to be supplied (e.g. number of student exchanges financed, number of km of roads built, etc.).

EN 18 EN

SPECIFIC OBJECTIVE No 117…

- Output

- Output

- Output

Subtotal for specific objective No 1

SPECIFIC OBJECTIVE No 2 ...

- Output

Subtotal for specific objective No 2

TOTALS

17 As described in Section 1.3.2. ‘Specific objective(s)’

EN 19 EN

3.2.3. Summary of estimated impact on administrative appropriations

–  The proposal/initiative does not require the use of appropriations of an

administrative nature

–  The proposal/initiative requires the use of appropriations of an administrative

nature, as explained below

3.2.3.1. Appropriations from voted budget

VOTED APPROPRIATIONS Year Year Year Year TOTAL

2021 - 2027 2024 2025 2026 2027

HEADING 7

Human resources 0.000 0.000 0.000 0.000 0.000

Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

Subtotal HEADING 7 0.000 0.000 0.000 0.000 0.000

Outside HEADING 7

Human resources 0.000 0.000 0.000 0.000 0.000

Other expenditure of an administrative nature 0.000 0.000 0.000 0.000 0.000

Subtotal outside HEADING 7 0.000 0.000 0.000 0.000 0.000

TOTAL 0.000 0.000 0.000 0.000 0.000

3.2.3.2. Appropriations from external assigned revenues

EXTERNAL ASSIGNED REVENUES Year Year Year Year TOTAL

2021 - 2027 2024 2025 2026 2027

HEADING 7

Human resources 0.000 0.000 0.000 0.000 0.000

Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

Subtotal HEADING 7 0.000 0.000 0.000 0.000 0.000

Outside HEADING 7

Human resources 0.000 0.000 0.000 0.000 0.000

Other expenditure of an administrative nature 0.000 0.000 0.000 0.000 0.000

Subtotal outside HEADING 7 0.000 0.000 0.000 0.000 0.000

TOTAL 0.000 0.000 0.000 0.000 0.000

3.2.3.3. Total appropriations

TOTAL

VOTED APPROPRIATIONS

+

EXTERNAL ASSIGNED REVENUES

Year Year Year Year TOTAL

2021 -

2027 2024 2025 2026 2027

HEADING 7

Human resources 0.000 0.000 0.000 0.000 0.000

Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

Subtotal HEADING 7 0.000 0.000 0.000 0.000 0.000

Outside HEADING 7

Human resources 0.000 0.000 0.000 0.000 0.000

EN 20 EN

Other expenditure of an administrative nature 0.000 0.000 0.000 0.000 0.000

Subtotal outside HEADING 7 0.000 0.000 0.000 0.000 0.000

TOTAL 0.000 0.000 0.000 0.000 0.000

The appropriations required for human resources and other expenditure of an administrative nature

will be met by appropriations from the DG that are already assigned to management of the action

and/or have been redeployed within the DG, together, if necessary, with any additional allocation

which may be granted to the managing DG under the annual allocation procedure and in the light of

budgetary constraints.

3.2.4. Estimated requirements of human resources

–  The proposal/initiative does not require the use of human resources

–  The proposal/initiative requires the use of human resources, as explained

below

3.2.4.1. Financed from voted budget

Estimate to be expressed in full-time equivalent units (FTEs)

VOTED APPROPRIATIONS Year Year Year Year

2024 2025 2026 2027

 Establishment plan posts (officials and temporary staff)

20 01 02 01 (Headquarters and Commission’s Representation Offices) 0 0 0 0

20 01 02 03 (EU Delegations) 0 0 0 0

01 01 01 01 (Indirect research) 0 0 0 0

01 01 01 11 (Direct research) 0 0 0 0

Other budget lines (specify) 0 0 0 0

• External staff (inFTEs)

20 02 01 (AC, END from the ‘global envelope’) 0 0 0 0

20 02 03 (AC, AL, END and JPD in the EU Delegations) 0 0 0 0

Admin. Support

line [XX.01.YY.YY]

- at Headquarters 0 0 0 0

- in EU Delegations 0 0 0 0

01 01 01 02 (AC, END - Indirect research) 0 0 0 0

01 01 01 12 (AC, END - Direct research) 0 0 0 0

Other budget lines (specify) - Heading 7 0 0 0 0

Other budget lines (specify) - Outside Heading 7 0 0 0 0

TOTAL 0 0 0 0

3.2.4.2. Financed from external assigned revenues

EXTERNAL ASSIGNED REVENUES Year Year Year Year

2024 2025 2026 2027

 Establishment plan posts (officials and temporary staff)

20 01 02 01 (Headquarters and Commission’s Representation Offices) 0 0 0 0

20 01 02 03 (EU Delegations) 0 0 0 0

01 01 01 01 (Indirect research) 0 0 0 0

01 01 01 11 (Direct research) 0 0 0 0

EN 21 EN

Other budget lines (specify) 0 0 0 0

• External staff (in full time equivalent units)

20 02 01 (AC, END from the ‘global envelope’) 0 0 0 0

20 02 03 (AC, AL, END and JPD in the EU Delegations) 0 0 0 0

Admin. Support

line [XX.01.YY.YY]

- at Headquarters 0 0 0 0

- in EU Delegations 0 0 0 0

01 01 01 02 (AC, END - Indirect research) 0 0 0 0

01 01 01 12 (AC, END - Direct research) 0 0 0 0

Other budget lines (specify) - Heading 7 0 0 0 0

Other budget lines (specify) - Outside Heading 7 0 0 0 0

TOTAL 0 0 0 0

3.2.4.3. Total requirements of human resources

TOTAL VOTED APPROPRIATIONS

+

EXTERNAL ASSIGNED REVENUES

Year Year Year Year

2024 2025 2026 2027

 Establishment plan posts (officials and temporary staff)

20 01 02 01 (Headquarters and Commission’s Representation Offices) 0 0 0 0

20 01 02 03 (EU Delegations) 0 0 0 0

01 01 01 01 (Indirect research) 0 0 0 0

01 01 01 11 (Direct research) 0 0 0 0

Other budget lines (specify) 0 0 0 0

• External staff (in full time equivalent units)

20 02 01 (AC, END from the ‘global envelope’) 0 0 0 0

20 02 03 (AC, AL, END and JPD in the EU Delegations) 0 0 0 0

Admin. Support

line

[XX.01.YY.YY]

- at Headquarters 0 0 0 0

- in EU Delegations 0 0 0 0

01 01 01 02 (AC, END - Indirect research) 0 0 0 0

01 01 01 12 (AC, END - Direct research) 0 0 0 0

Other budget lines (specify) - Heading 7 0 0 0 0

Other budget lines (specify) - Outside Heading 7 0 0 0 0

TOTAL 0 0 0 0

The staff required to implement the proposal (in FTEs):

To be covered by

current staff

available in the

Commission

services

Exceptional additional staff*

To be financed

under Heading 7

or Research

To be financed

from BA line

To be financed

from fees

Establishment

plan posts

N/A

EN 22 EN

External staff

(CA, SNEs, INT)

Description of tasks to be carried out by:

Officials and temporary staff

External staff

3.2.5. Overview of estimated impact on digital technology-related investments

Compulsory: the best estimate of the digital technology-related investments entailed

by the proposal/initiative should be included in the table below.

Exceptionally, when required for the implementation of the proposal/initiative, the

appropriations under Heading 7 should be presented in the designated line.

The appropriations under Headings 1-6 should be reflected as “Policy IT expenditure

on operational programmes”. This expenditure refers to the operational budget to be

used to re-use/ buy/ develop IT platforms/ tools directly linked to the implementation

of the initiative and their associated investments (e.g. licences, studies, data storage

etc). The information provided in this table should be consistent with details

presented under Section 4 “Digital dimensions”.

TOTAL Digital and IT appropriations

Year Year Year Year TOTAL

MFF

2021 -

2027 2024 2025 2026 2027

HEADING 7

IT expenditure (corporate) 0.000 0.000 0.000 0.000 0.000

Subtotal HEADING 7 0.000 0.000 0.000 0.000 0.000

Outside HEADING 7

Policy IT expenditure on operational programmes

0.000 0.000 0.000 0.000 0.000

Subtotal outside HEADING 7 0.000 0.000 0.000 0.000 0.000

TOTAL 0.000 0.000 0.000 0.000 0.000

3.2.6. Compatibility with the current multiannual financial framework

The proposal/initiative:

–  can be fully financed through redeployment within the relevant heading of the

multiannual financial framework (MFF)

No additional resources required. The current team will continue managing the

initiative.

–  requires use of the unallocated margin under the relevant heading of the MFF

and/or use of the special instruments as defined in the MFF Regulation

N/A

–  requires a revision of the MFF

EN 23 EN

N/A

3.2.7. Third-party contributions

The proposal/initiative:

–  does not provide for co-financing by third parties

–  provides for the co-financing by third parties estimated below:

Appropriations in EUR million (to three decimal places)

Year 2024

Year 2025

Year 2026

Year 2027

Total

Specify the co-financing body

TOTAL appropriations co-

financed

3.3. Estimated impact on revenue

–  The proposal/initiative has no financial impact on revenue.

–  The proposal/initiative has the following financial impact:

–  on own resources

–  on other revenue

–  please indicate, if the revenue is assigned to expenditure lines

EUR million (to three decimal places)

Budget revenue line:

Appropriations

available for the

current financial

year

Impact of the proposal/initiative18

Year 2024 Year 2025 Year 2026 Year 2027

Article ………….

For assigned revenue, specify the budget expenditure line(s) affected.

N/A

Other remarks (e.g. method/formula used for calculating the impact on revenue or

any other information).

N/A

4. DIGITAL DIMENSIONS

The proposal does not include any digital dimension, except regarding the product database in

relation to vehicle labelling.

18 As regards traditional own resources (customs duties, sugar levies), the amounts indicated must be net

amounts, i.e. gross amounts after deduction of 20% for collection costs.

EN 24 EN

4.1. Requirements of digital relevance

This Regulation does not include additional requirements of digital relevance as regards the

monitoring and reporting of CO2 emissions. Provisions under Regulation (EU) 2019/631

apply. The proposal introduces a number of flexibilities to allow manufacturers to comply

with the CO2 emission targets, with no digital implications or implementation enhancement

via digital tools.

As regards vehicle labelling, Article 15a(3) introduces a requirement of digital relevance

with the establishment of a product database for vehicle labelling to provide the public with

information in relation to the vehicle labelling for vehicle models placed on the market.

This database is expected to be set up by the Commission, to include data made available

by vehicle manufacturers on the vehicle models they put on the market, and to be available

to the general public, replacing the current requirement for each Member State to put in

place paper guides. This evolution involves management of registries, collection of data,

notifications, and accessibility of the database for the general public.

4.2. Data

As regards the product database for vehicle labelling, the data to be entered in the database

is expected to provide information on the climate and energy performance of vehicle

models put on the market. Manufacturers are expected to provide data based on the official

documentation of the vehicles they put on the market, in an aggregated manner (which

reduces burden by aggregating individual vehicle information to the level of vehicle

models) and only once for each vehicle model put on the market. This aggregated

information provides additional information that is relevant for potential vehicle buyers, on

the range of performance that can be expected within a certain vehicle model, and to

compare information across models.

4.3. Digital solutions

4.4. Interoperability assessment

4.5. Measures to support digital implementation

The product database for vehicle labelling is expected to receive and store information, and

to make it available to the general public, with functions allowing to search and compare

vehicle models, in order to support informed purchase decisions. To establish the database,

it would be possible to reuse certain functionalities from the European Product Registry for

Energy Labelling (EPREL). There is no intention to make use of AI at this moment.

N/A

The proposal introduces a number of flexibilities to allow manufacturers to comply with the

CO2 emission targets. These entail no digital implications or implementation enhancement

via digital tools.

The product database for vehicle labelling will need to be developed by the Commission,

building on internal IT capacity or contractors where necessary, and reusing as much as

possible existing experience, including from the development of the EPREL database. The

proposal envisages that the database shall be made available at the latest 12 months after

EN 25 EN

the entry into force of the Regulation, which should include a testing phase involving

stakeholders (vehicle manufacturers). Once the database is made available, manufacturers

will be expected to enter into the database the information required. The proposal also

provides the possibility of establishing implementing acts to specify the operational details

of the product database, in case this appears necessary.

EN EN

EUROPEAN COMMISSION

Strasbourg, 16.12.2025

COM(2025) 995 final

ANNEX

ANNEX

to 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

{SEC(2025) 995 final} - {SWD(2025) 1057 final} - {SWD(2025) 1058 final} -

{SWD(2025) 1059 final}

EN 1 EN

ANNEX

Annex I is amended as follows:

(a) in Part A, the following point 7 is added:

“7. Fuel credits and low carbon steel credits.

7.1. Low carbon steel credits

where:

GHGsavingslow-carbon steel is the CO2 emission intensity of the baseline steel – average CO2

emission intensity of the low-carbon steel made in the EU used

by a manufacturer in passenger cars [kg CO2 / t steel] in the

calendar year

newcars is the number of new passenger cars registered, the manufacturer

is responsible for, in the calendar year

mileage is the average lifetime mileage of passenger cars, which is set at

240 000 [km]

7.2. Fuel credits

fuel credits is the sum for all of the eligible fuels referred to in Article 5a(2)

of:

∗ ∗ ℎ

∗

Taking into account all the rules defined in Article 5a

where:

Qfuel is, for each fuel, the energy quantity put on the Union market for

the road transport sector, as reported in the Union Database

established pursuant to Article 31a of Directive (EU) 2018/2001

[MJ]

Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon

steel made in the EU used in passenger cars by the manufacturer in the calendar year [t] /

(newcars * mileage)

Taking into account all the rules defined in Article 5b

EN 2 EN

GHGsavings is, for each fuel, the difference between the fossil fuel

comparator and the greenhouse gas emission intensity of the fuel

as reported in the Union Database established pursuant to Article

31a of Directive (EU) 2018/2001 [g CO2e/MJ]

fossil fuel comparator is as defined in point 19 of Part C of Annex 5 to Directive (EU)

2018/2001 for biofuels, in point 19 of Part B of Annex 6 to that

Directive for biogas, and in point 2 of part A of the Annex to

Commission Delegated Regulation (EU) 2023/1185 for

renewable fuels of non-biological origin

fuelsharecars is the total quantity of fuels used by passenger cars, as a

proportion of the total quantity of fuels used in road transport in

the Union, as published in the Union greenhouse-gas inventory,

in accordance with Article 26 of Regulation (EU) 2018/1999 of

the European Parliament and of the Council of 11 December

2018 on the Governance of the Energy Union and Climate

Action (the ‘Governance Regulation’)

newcars is the number of new passenger cars registered

mileage is the average lifetime mileage of passenger cars, which is set at

240 000 [km]

For the parameters Qfuel, GHGsavings, fuelsharecars and newcars, the data to be used are

those for the calendar year two years prior to the target year or, where that data is not

available, for the most recent calendar year for which data is available. “

(b) in Part B, point 6.3.1., row “øtargets” is replaced by the following:

“

øtargets is the average, weighted on the number of new light commercial

vehicles of each individual manufacturer registered in 2024, of

all the specific emissions reference targets determined in

accordance with point 6.2.1 but for which TM and TM0 are

calculated on the basis of the test mass of the vehicles registered

in 2024;

“

(c) in Part B, point 6.3.2., row “øtargets” is replaced by the following:

“

øtargets is the average, weighted on the number of new light commercial

vehicles of each individual manufacturer registered in 2028, of

all the specific emissions reference targets determined in

accordance with point 6.2.2 but for which TM and TM0 are

calculated on the basis of the test mass of the vehicles registered

in 2028 ;

EN 3 EN

“

(d) in Part B, point 6.3.2., row “øtargets” is replaced by the following:

“

øtargets is the average, weighted on the number of new light commercial

vehicles of each individual manufacturer registered in 2033, of

all the specific emissions reference targets determined in

accordance with point 6.2.3 but for which TM and TM0 are

calculated on the basis of the test mass of the vehicles registered

in 2033;

“

(e) in Part B, the following point 7 is added:

“7. Fuel credits and low carbon steel credits.

7.1. Low carbon steel credits

Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon

steel made in the EU used in light commercial vehicles by the manufacturer in the calendar

year [t] / (newvans * mileage)

Taking into account all the rules defined in Article 5b

where:

GHGsavingslow-carbon steel is the CO2 emission intensity of the baseline steel – average CO2

emission intensity of the low-carbon steel made in the EU used

by a manufacturer in light commercial vehicles [kg CO2 / t steel]

in the calendar year

newvans is the number of new light commercial vehicles registered, the

manufacturer is responsible for, in the calendar year

mileage is the average lifetime mileage of light commercial vehicles,

which is set at 300 000 [km]

7.2. Fuel credits

fuel credits is the sum, for all of the eligible fuels referred to in Article 5a(2),

of:

∗ ∗ ℎ

∗

EN 4 EN

Taking into account all the rules defined in Article 5a

where:

Qfuel is, for each fuel, the energy quantity put on the Union market

for the road transport sector, as reported in the Union

Database established pursuant to Article 31a of Directive

(EU) 2018/2001 [MJ]

GHGsavings is, for each fuel, the difference between the fossil fuel

comparator and the greenhouse gas emission intensity of the

fuel as reported in the Union Database established pursuant to

Article 31a of Directive (EU) 2018/2001 [g CO2e/MJ]

fossil fuel comparator is as defined in point 19 of Part C of Annex 5 to Directive

(EU) 2018/2001 for biofuels, in point 19 of Part B of Annex 6

to that Directive for biogas, and in point 2 of part A of the

Annex to Commission Delegated Regulation (EU) 2023/1185

for renewable fuels of non-biological origin

fuelsharevans is the total quantity of fuels used by light commercial

vehicles, as a proportion of the total quantity of fuels used in

road transport in the Union as published in the Union

greenhouse-gas inventory, in accordance with Article 26 of

Regulation (EU) 2018/1999 of the European Parliament and

of the Council of 11 December 2018 on the Governance of the

Energy Union and Climate Action (the ‘Governance

Regulation’)

newvans is the number of new light commercial vehicles registered

mileage is the average lifetime mileage of light commercial vehicles,

which is set at 300 000 [km]

For the parameters Qfuel, GHGsavings, fuelsharevans and newvans, the data to be used are

those for the calendar year two years prior to the target year or, where that data is not

available, for the most recent calendar year for which data is available. “

Annex II is amended as follows:

(a) in Part A (1a), the following points (22) and (23) are added:

“(22) Length”

“(23) ‘Made in the EU’;

(b) in the table in Part B, Section 2A, the following rows (22) and (23) are added:

“

(22) Length 5

(23) Made in the EU

EN 5 EN

“

Annex IIIa is inserted as follows:

“Annex IIIa

Vehicle Labelling

PART 1: Grading of vehicle parameter ‘CO2 emissions’

The CO2 emissions class shall be determined according to the ‘A’ to ‘G’ scale specified in the

table below, on the basis of the value of parameter 5 (‘CO2 emissions’) as defined in Part 2 of

this Annex.

CO2 emissions class CO2 emissions in g/km for

vehicle category M1

CO2 emissions in g/km for

vehicle category N1

A 0 0

B 1 to 25 1 to 25

C 26 to 50 26 to 50

D 51 to 75 51 to 100

E 76 to 100 101 to 150

F 101 to 125 151 to 200

G 126 and higher 201 and higher

EN 6 EN

PART 2: Content and format of the vehicle label

(a) Standard vehicle label

Information elements to be included:

1 Make (trade name of the manufacturer)

2 Category of vehicle (M1 or N1)

3 Commercial name(s)

4 QR code giving access to all information elements described in Part 3 of this Annex

in the product database for the vehicle model corresponding to the vehicle near

which the label is attached or displayed. Where information on the vehicle model is

not available in the product database, this information element shall not be

displayed.

5 Combined CO2 emissions in g CO2/km

for OVC-HEV: weighted combined CO2 emissions in g CO2/km

6 If applicable, combined fuel consumption in L/100km

for OVC-HEV: charge-sustaining (‘CS’) combined fuel consumption in L/100km

7 If applicable, combined electric consumption in kWh/100km

EN 7 EN

for OVC-HEV: charge depleting (‘CD’) combined electric consumption in

kWh/100km, calculated as follows: CD combined electric consumption = weighted

combined electric consumption * (CS combined CO2 emissions - CD combined CO2

emissions) / (CS combined CO2 emissions - weighted combined CO2 emissions)

8 If applicable,

for pure electric vehicle: electric range in km

for OVC-HEV: equivalent all electric range in km

9 CO2 emissions class as defined in Part 1 of this Annex

10 Serial number of this Regulation: ‘202x/xxx’.

These information elements shall be based on values from the certificate of conformity of the

vehicle.

For certain vehicles, the following changes to the content of the vehicle label shall be applied:

– For pure electric vehicles: the pictogram and the value for information element 6

(fuel consumption) shall be deleted;

– For internal combustion engine vehicles and not off-vehicle charging hybrid electric

vehicles, the pictograms and the values for information element 7 (electric energy

consumption) and information element 8 (electric range) shall be deleted;

– For vehicles fuelled with hydrogen: the pictograms and the values for information

element 7 (electric energy consumption) and information element 8 (electric range)

shall be deleted, and the unit of the value for information element 6 (fuel

consumption) shall be replaced by kg/100km;

– For vehicles fuelled with natural gas and hydrogen natural gas: the pictograms and

the values for information element 7 (electric energy consumption) and information

element 8 (electric range) shall be deleted, and the unit of the value for information

element 6 (fuel consumption) shall be replaced by m³/100km.

The technical parameters related to promotional material mentioned in Article 15a(2), second

and third subparagraphs, shall be information elements 5 to 9.

(b) Simplified vehicle label (‘class arrow’)

EN 8 EN

For promotional material on the internet, the vehicle label may, as an alternative to the

standard vehicle label described in point A, be displayed as a ‘class arrow’, as indicated in the

figure below:

The class arrow shall contain the letter of the CO2 emissions class as defined in Part 1 of this

Annex. The colour of the class arrow shall match the colour of the CO2 emissions class of the

vehicle on the standard vehicle label.

The information elements described in Part 3 of this Annex in the product database for the

vehicle model corresponding to the vehicle for which the class arrow is displayed, shall be

directly accessible via a weblink by clicking on the class arrow, except where information on

the vehicle model is not available in the product database.

(c) Format

For aspects not specified in points A and B above, the format of the standard and simplified

vehicle label shall follow the relevant guidelines accompanying Regulation (EU) 2017/1369.

PART 3: Information to be entered into the product database by the manufacturer

When entering information on a vehicle model into the product database, the manufacturer

shall provide the information elements listed below. For points 5 to 10, the values to be

entered for a given vehicle model shall correspond to the individual vehicles with the lowest

and highest values within that vehicle model.

1 Make (trade name of the manufacturer)

2 Category of vehicle (M1 or N1)

3 Commercial name(s)

4 Vehicle model identifier: Type, Variant, Version

5 Combined CO2 emissions in g CO2/km

for OVC-HEV: weighted combined CO2 emissions in g CO2/km

6 If applicable, combined fuel consumption in L/100km

for OVC-HEV: CS combined fuel consumption in L/100km

7 If applicable, combined electric consumption in kWh/100km

for OVC-HEV: CD combined electric consumption in kWh/100km, calculated as

follows: CD combined electric consumption = weighted combined electric

consumption * (CS combined CO2 emissions - CD combined CO2 emissions) / (CS

combined CO2 emissions - weighted combined CO2 emissions)

8 If applicable,

for pure electric vehicle: electric range in km

for OVC-HEV: equivalent all electric range in km

EN 9 EN

9 Test mass in kg

10 Declared maximum for complete RDE trip: NOx in mg/km and Particles (number)

11 If applicable, Class of hybrid (electric) vehicle

12 If applicable, Fuel

13 Date of end of production of the vehicle model (once known)

In addition, the manufacturer may enter the following optional information elements:

14 Life-cycle CO2 emissions of the vehicle, as calculated and reported according to the

methodology mentioned in Article 7a(2), and once this methodology has been

established

15 ’Made in the EU ’ (yes/no), according to the delegated act referred to in Article 15a

paragraph 7

16 Small electric vehicle as identified in line with point 2.4 of Part A of Annex I to

Regulation (EU) 2018/858

“.

    Resolutsiooni liik: Riigikantselei resolutsioon Viide: Kliimaministeerium /  / ; Riigikantselei /  / 2-5/26-00103

Resolutsiooni teema: Sõiduautode ja kaubikute CO2 heitestandardid

Adressaat: Kliimaministeerium Ülesanne:  Tulenevalt Riigikogu kodu- ja töökorra seaduse § 152` lg 1 p 2 ning Vabariigi Valitsuse reglemendi § 3 lg 4 palun valmistada ette Vabariigi Valitsuse seisukoha ja otsuse eelnõu järgneva algatuse kohta, kaasates seejuures olulisi huvigruppe ja osapooli:

- 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, COM(2025)995

EISi toimiku nr: 26-0023 Tähtaeg: 06.02.2026

Adressaat: Justiits- ja Digiministeerium, Majandus- ja Kommunikatsiooniministeerium, Rahandusministeerium, Regionaal- ja Põllumajandusministeerium Ülesanne: Palun esitada oma sisend Kliimaministeeriumile seisukohtade kujundamiseks antud eelnõu kohta (eelnõude infosüsteemi (EIS) kaudu). Tähtaeg: 21.01.2026

Lisainfo: Eelnõu on kavas arutada valitsuse 19.02.2026 istungil ja Vabariigi Valitsuse reglemendi § 6 lg 6 kohaselt sellele eelneval nädalal (11.02.2026) EL koordinatsioonikogus. Esialgsed materjalid EL koordinatsioonikoguks palume esitada hiljemalt 06.02.2026. 

Kinnitaja: Merli Vahar, Euroopa Liidu asjade direktori asetäitja Kinnitamise kuupäev: 16.01.2026 Resolutsiooni koostaja: Sandra Metste [email protected],  

.

15.01.2026

Sõiduautode ja kaubikute CO2 heitestandardid

Otsuse ettepanek koordinatsioonikogule

Kujundada seisukoht

Kaasvastutaja sisendi tähtpäev 21.01.2026

KOKi esitamise tähtpäev 11.02.2026

VV esitamise tähtpäev 19.02.2026

Vastutav ministeerium: Kliimaministeerium

Kaasvastutajad: Majandus- ja Kommunikatsiooniministeerium, Rahandusministeerium, Regionaal- ja Põllumajandusministeerium, Justiits- ja Digiministeerium

Seisukoha valitsusse toomise alus ja põhjendus

Algatuse reguleerimisala nõuab vastavalt Eesti Vabariigi põhiseadusele seaduse või Riigikogu otsuse vastuvõtmist, muutmist või kehtetuks tunnistamist (RKKTS § 152¹ lg 1 p 1);

Algatuse vastuvõtmisega kaasneks oluline majanduslik või sotsiaalne mõju (RKKTS § 152¹ lg 1 p 2);

Sisukokkuvõte

Euroopa Komisjon avaldas 16. detsembril 2025 autotööstuse paketi osana ettepaneku sõiduautode ja kaubikute CO2 heitestandardite määruse (COM (2025) 995) muudatuste kohta. Komisjoni ettepanek näeb ette täiendavaid paindlikkusi tootjatele, et toetada tööstust ja tugevdada tehnoloogilist neutraalsust, tagades samal ajal vajaliku kindluse ja prognoositavuse ning säilitades selge ja tugeva turusignaali sõidukite elektrifitseerimise suunas. Kui 2023. aastal rakendunud sõiduautode ja kaubikute CO -standardite määrus nägi₂ ette sisepõlemismootoritega autode ELi turule tootmise lõpetamist, siis uue ettepaneku kohaselt peavad autotootjad alates 2035. aastast saavutama 90% heitmete vähendamise sihttaseme, kusjuures ülejäänud 10% heitkogusest on võimalik kompenseerida ELis toodetud madala süsinikusisaldusega terase või e-kütuste ja biokütuste kasutamise kaudu. See tähendab, et ka pärast 2035. aastat on ELi turule võimalik toota uusi pistikhübriide, kerghübriide ja sisepõlemismootoriga sõidukeid.

Autotootjatele lisatakse 2030. aasta eesmärkide täitmisel täiendav paindlikkust võimaldades tootjatel arvestada mitte 2030. aasta CO2 heidet, vaid kolme aasta keskmist

2

(2030-2032 vahemik). Sarnane paindlikkus on autotootjatel ka 2025. aasta eesmärgi täitmise osas.

Ettepanekuga võimaldatakse mitut liiki krediite. Luuakse superkrediitide süsteem väikestele, taskukohastele ja ELis toodetud nullheitega sõiduautodele, selleks luuakse transpordi omnibusi raames eraldi kategooria „small electric vehicle“. Luuakse ka ELis toodetud madala süsinikusisaldusega terase krediit, millega on võimalik tootjapõhiselt kompenseerida kuni 7% 2021. aasta sõidukipargi CO -eesmärgiga võrreldes tekkivat heidet.₂ Lisaks nähakse ette taastuvkütuste krediidid, mis põhinevad sobilike kestlike taastuvkütuste kasutamisel.

Lisaks leevendatakse kaubikute 2030. aasta CO -eesmärki, ELi turule toodavate kaubikute₂ lubatud keskmine CO₂-heide peab alates 2030. aastast olema 2021. aasta baastasemega võrreldes 40% madalam senise 50% asemel.

Ettepanekuga uuendatakse ja ühtlustatakse ka sõidukite märgistamist, kusjuures märgistus kajastab sõiduki CO -heidet ning kütuse- ja energiatarbimise näitajaid ning laieneb ka₂ kasutatud sõidukitele.

Kas EL algatus reguleerib karistusi või haldustrahve? Jah

Määrus kohustab Euroopa Komisjoni kohaldama tootjatele ülemääraste heitmete maksu, kui tootja ei täida CO sihttaset. Aastatel 2025–2027 ja 2030–2032 hinnatakse vastavust₂ aastate keskmisena. Alates 2035. aastast kohaldatakse makset igal aastal, kui CO sihttase₂ on ületatud ka pärast lubatud kütuse- ja terasekrediitide arvestamist. Makse suurus on 95 eurot iga ületatud CO grammi ja iga registreeritud sõiduki kohta, krediitide kasutus on₂ piiratud.

Määrus kohustab liikmesriike kehtestama ka riigisisesed karistused sõidukite märgistamise nõuete rikkumise eest. Karistused peavad olema tõhusad, proportsionaalsed ja hoiatavad, ning järelevalveasutustel on õigus nõuda rikkumise korral dokumentide kontrollimisega seotud kulude hüvitamist.

Kas nähakse ette uue asutuse loomine (järelevalvelised või muud asutused)? Ei

Kas lahenduse rakendamine vajab IT-arendusi? Jah

Algatus kohustab Euroopa Komisjoni looma hiljemalt 12 kuu jooksul pärast määruse jõustumist ELi tasandi avalikult kättesaadava digitaalse andmebaasi, mis koondab teabe ELi turule lastud sõidukimudelite märgistamise andmete kohta. Andmebaasi toimimise üksikasjad määratakse komisjoni rakendusaktidega ning tootjad on kohustatud sisestama ja ajakohastama andmebaasis ettenähtud teabe. Andmebaasi loomine ja käigushoidmine eeldab IT-arendusi ELi tasandil, sh tootjate andmete vastuvõtmise ja haldamise lahendusi ning andmete avalikkusele kättesaadavaks tegemist.

Eesmärgid

3

Eesmärk: Ettepaneku eesmärk on pakkuda tootjatele täiendavaid paindlikkusi, et toetada üleminekut nullheitega liikuvusele, ning kehtestada ühtlustatud ja ajakohased eeskirjad CO -₂ heidete märgistamise kohta. Selle saavutamiseks nähakse ette tootjatele suurem paindlikkus CO -heite sihttasemete täitmisel, CO -heite standardite tehnoloogilise₂ ₂ neutraalsuse suurendamine ning CO -standardite panuse säilitamine ELi EL kliimamääruses₂ sätestatud eesmärkide saavutamisse. Samuti on eesmärgiks tagada kindlus ja prognoositavus nullheitega liikuvuse väärtusahela tootjatele ja investoritele ning kehtestada ühtlustatud tarbijale antav teave, sealhulgas nullheitega sõidukite kohta.

Mõju ja sihtrühm

Mõju valdkonnad

Majandus

Ettevõtlus

Sihtrühm: Ettevõtted

Mõju sihtrühmale: Algatus vähendab tootjate majanduslikke riske ja kulusurvet, pakkudes CO -sihttasemete täitmisel täiendavaid paindlikkusi, mis võimaldavad eesmärke saavutada₂ kulutõhusamalt ja vähendavad trahviriski. Samal ajal säilib tugev investeerimissignaal nullheitega tehnoloogiatesse, tagades üleminekul kindluse ja prognoositavuse. Mõnele ettevõttele võivad siiski kaasneda täiendavad kohanemis- ja investeerimiskulud, kuid kokkuvõttes on mõju ettevõtetele valdavalt positiivne ja konkurentsivõimet toetav.

Halduskoormus

Kas lahendusega kaasneb mõju halduskoormusele? Jah

Kas ettevõtetele halduskoormus: Nii kasvab kui kahaneb

Mõju sihtrühmale: Ettepanekuga võib ettevõtete halduskoormus mõnevõrra suureneda seoses krediidimehhanismidega, kuna tootjad peavad esitama teavet superkrediitide ning madala süsinikusisaldusega terase ja taastuvkütuste krediitide kasutamise kohta CO -₂ eesmärkide täitmisel. Tootjatele ja turuosalistele tekivad ka uued kohustused seoses sõidukite märgistamisega, sealhulgas nõue sisestada ja ajakohastada andmeid ELi tasandi digitaalses andmebaasis ning tagada märgistuse korrektne kasutamine ka digikanalites. Teiselt poolt võib halduskoormus väheneda, kuna sõidukite märgistamise nõuded ühtlustatakse ELi tasandil, kaotades vajaduse erisuguste riiklike lahenduste järele (nt paberkandjal juhendid), ning CO -heitmete seire ja aruandluse põhisüsteeme ei muudeta.₂

Kas avaliku sektori töökoormus: Nii kasvab kui kahaneb

Mõju sihtrühmale: Avaliku sektori töökoormus kasvab, kuna Euroopa Komisjon peab looma ja haldama ELi tasandi digitaalse andmebaasi ning liikmesriigid peavad korraldama järelevalvet ja kehtestama karistused sõidukite märgistamise nõuete rikkumise eest. Samas

4

töökoormus kahaneb, kuna märgistamise ühtlustamine ELi tasandil kaotab vajaduse riiklike süsteemide (nt paberkandjal juhendite ja eraldi märgistusraamistike) arendamiseks ja haldamiseks ning CO -heitmete seire põhikorraldust ei muudeta.₂

Keskkond

Välisõhk ja kiirgus

Sihtrühm: Ettevõtted, elanikud

Mõju sihtrühmale: Algatusel on positiivne mõju välisõhu kvaliteedile, kuna CO -₂ heitestandardite säilitamine ja nullheitega sõidukite kasutuselevõtu soodustamine aitab vähendada ka muid saasteaineid (nt peenosakesed), eriti linnapiirkondades.

Kliimamuutused 

Sihtrühm: Ettevõtted, elanikud

Mõju sihtrühmale: Algatusel on oluline positiivne mõju kliimamuutuste leevendamisele, kuna see säilitab CO -heite vähendamise ambitsiooni transpordisektoris ning panuse ELi₂ 2030. aasta kliimaeesmärgi ja 2050. aasta kliimaneutraalsuse saavutamisse.

Keskkonnateadlikkus

Sihtrühm: Ettevõtted, elanikud

Mõju sihtrühmale: Algatusel on positiivne mõju keskkonnateadlikkusele, kuna sõidukite märgistamise ajakohastamine ja ühtlustamine parandab tarbijate juurdepääsu võrreldavale ja usaldusväärsele teabele sõidukite CO -heite ning energia- ja kütusekulu kohta. Märgistuse₂ laienemine ka kasutatud sõidukitele ning digitaalse andmebaasi loomine toetavad teadlikumaid ostuotsuseid ja suurendavad üldist arusaama transpordi keskkonnamõjust.

Riigivalitsemine

Riigieelarve

Kas lahendusega kaasneb mõju riigieelarve kuludele? Ei

Kaasamine

Kaasata kõik asjassepuutuvad huvirühmad.