IRU welcomes a major political shift in the European Parliament, where MEPs have challenged the European Commission’s approach to corporate fleet decarbonisation and backed more realistic CO₂ targets and greater technology neutrality for vans. The votes mark an important success for the commercial road transport sector and reinforce a clear message: decarbonisation cannot be achieved through purchasing mandates disconnected from market realities.
Today’s votes in the European Parliament’s environment and transport committees on two key proposals in the Automotive Package – the Clean Corporate Vehicles Regulation and the revision of CO₂ standards for cars and vans – have delivered significant changes in line with IRU’s longstanding advocacy.
IRU General Delegate to the Permanent Delegation to the EU Raluca Marian said, “The political message from the European Parliament is clear: decarbonisation policies must reflect market realities and the operational needs of transport businesses. Purchasing mandates do not create demand where the conditions for investment are missing, just as CO₂ standards must translate into vehicles that operators can afford and effectively use.”
“The votes on both proposals mark an important shift towards a more pragmatic approach: enabling the transition, preserving technology choice and ensuring that climate ambition is matched by the infrastructure, energy supply and economic conditions needed to deliver it,” she added.
Major shift from purchasing mandates
The committees have backed replacing the Commission’s binding 2030 and 2035 corporate fleet purchasing targets with aspirational objectives, giving Member States greater flexibility to determine how to support fleet decarbonisation through national plans.
Crucially for the road transport sector, heavy-duty vehicles remain outside the scope of the regulation, while the reference to potentially introducing purchasing targets for trucks, buses and coaches in 2027 has also been removed.
The committees have also recognised the importance of charging and refuelling infrastructure at company premises, depots and along commercial routes, establishing an important link with the forthcoming review of the Alternative Fuels Infrastructure Regulation (AFIR).
“The decision to replace binding purchasing targets with aspirational ones, reinforced by the large number of rejection amendments, demonstrates the extent of political opposition to the Commission’s approach,” said Raluca Marian. “Imposing purchasing targets through Member States does not make vehicles affordable, nor does it create the infrastructure or energy supply needed to operate them. The Clean Corporate Vehicles Regulation, as proposed, is not the way forward.”
“Removing the prospect of purchasing mandates for heavy-duty vehicles is particularly important,” she added. “Equally significant is the recognition of depot charging and its connection with the AFIR review. This is where EU policy can make a real difference: by removing barriers to investment rather than imposing new obligations.”
More realistic CO₂ targets and technology neutrality
The environment committee has backed greater flexibility in the CO₂ standards for new vans, supporting an 80% emissions reduction target by 2035 instead of the Commission’s proposed 90% and the current 100%.
The compromise also provides greater flexibility through low-carbon steel credits and five-year compliance periods for vans.
Importantly, the compromise also extends the definition of zero-emission vehicles to those running exclusively on eligible renewable fuels under the EU Renewable Energy Directive, subject to a minimum 65% greenhouse gas emissions saving and specific eligibility criteria. This marks a significant step towards technology neutrality.
While CO₂ standards apply directly to manufacturers, they shape the availability, affordability and suitability of vehicles for commercial transport operations.
“Transport operators need access to vehicles suited to their operational requirements, reflecting the actual pace at which enabling conditions develop,” said Raluca Marian.
“More realistic targets and the recognition of renewable fuels give manufacturers greater flexibility to offer solutions adapted to different operational realities,” she added. “Technology neutrality is essential: the objective must be to reduce emissions, not to prescribe a single technological pathway.”
Political signal must translate into EU legislation
The committee votes are an important milestone, but the legislative process is far from over. The Parliament’s plenary votes are expected in December, followed by negotiations with the Council. IRU calls on MEPs and Member States to consolidate this shift towards a more pragmatic and economically viable decarbonisation framework.
“The political message is also highly relevant for the upcoming 2027 review of CO₂ standards for heavy-duty vehicles, where the same principle must prevail: climate objectives must reflect the actual conditions under which transport operators can invest,” concluded Raluca Marian.
IRU and its members work with regulatory bodies and OEMs globally to advance pragmatic and feasible decarbonisation targets.