Remarks by Executive Vice-President Séjourné and Commissioners Hoekstra, Tzitzikostas and Dombrovskis at the press conference on the Automotive package

Executive Vice-President Séjourné

Mesdames et Messieurs,

Aujourd'hui, nous présentons donc un paquet structurant, avec quatre initiatives majeures qui poseront le cadre de notre industrie automobile pour la prochaine décennie:

- Une révision des standards CO₂, que présentera mon collègue Wopke Hoekstra;

- Un omnibus de simplification pour l'industrie automobile, coordonné par Valdis Dombrovskis;

- Une directive sur les flottes professionnelles, portée par Apostolos Tzitzikostas;

- Et enfin un Battery Booster, un nouveau business modèle pour la filière batterie, que j'ai l'honneur de présenter aujourd'hui.

Il est vrai qu'en mars dernier, j‘ai affirmé que l'industrie automobile était en danger de mort car elle faisait face à un triple déclin : baisses des volumes, baisse de parts de marchés pour nos constructeurs et perte de la valeur ajoutée en Europe.

Aujourd'hui nous mettons un paquet sur la table pour soutenir notre industrie. Il est construit sur une triple ambition :

- Une ambition climatique

- Une ambition industrielle

-  Une ambition politique, celle de faire de la transition un succès, centré sur les attentes des consommateurs.

Ce paquet constitue une part essentielle de notre réponse politique aux défis de l'automobile européenne.
Mais il ne constitue pas toute la réponse.

D'autres textes viendront renforcer cette trajectoire. Je pense en particulier à l'Accélérateur industriel, que je présenterai au début de l'année prochaine et qui concernera directement le secteur automobile.
Je souhaite aujourd'hui y répondre directement, sans ambiguïté, aux questions qui se posent sur la direction que nous prenons et sur la cohérence de notre action.

Première question : l'Europe remet-elle en cause son objectif climatique ?

La réponse est non.

L'Europe confirme son cap de décarbonation à l'horizon 2035 pour la filière automobile.
C'est un cap clair, maintenu et assumé. Par contre, les modalités de calculs changent.

Les flexibilités que nous introduisons ne remettent pas cet objectif en cause.
Toutes les émissions supplémentaires potentielles générées par ces flexibilités devront être pleinement compensées en amont.

Ces flexibilités concerneront jusqu'à 10 % des émissions à l'horizon 2035.
Elles ne seront accessibles qu'aux constructeurs qui s'engagent concrètement sur deux leviers essentiels :

• L'incorporation d'acier bas carbone Made in Union européenne,
• et le recours à des carburants durables.

Des flexibilités sont aussi apportées :

• sur le segment des camionnettes, avec une trajectoire révisée et une nouvelle cible à 2030.
• Pour les camions, afin de passer le cap de 2030. C'est un secteur important pour l'économie européenne, nous devons le soutenir.

Deuxième question : quelles technologies seront disponibles pour les Européens en 2035 ?

Nous affirmons clairement le principe de neutralité technologique.

Nous faisons confiance à l'industrie pour proposer les solutions les plus pertinentes pour atteindre la décarbonation.
Seront notamment autorisés, les véhicules 100 % électriques, bien évidemment.
Dans la limite des 10 % d'émissions seront également autorisés :

• les hybrides rechargeables,
• les véhicules à prolongateur d'autonomie.
• les véhicules à moteurs thermiques.

Troisième question : la Commission mise-t-elle toujours sur l'électrification ?

Oui, sans ambiguïté.

L'électrification du parc reste le principal moteur de la transformation de la flotte européenne à 10 ans. L'enjeu est important pour nos gigafactories.
Pourquoi ? Parce que rien que dans les 2 prochaines années, plus de 200 nouveaux modèles électriques arriveront sur le marché européen et les infrastructures de recharge progressent rapidement.

Quatrième question : la révision des standards CO₂ suffit-elle à redynamiser l'industrie automobile ?

Non.

Ceux qui prétendent que la législation climatique serait la seule, ou même la principale, cause des difficultés actuelles ignorent la réalité industrielle.

Notre industrie fait face à trois défis majeurs :

• une crise de la demande,
• un retard technologique,
• et une concurrence internationale parfois déloyale.

C'est précisément pour cela que, pour la première fois, nous déployons une véritable cohérence industrielle :

• nous agissons sur la demande, avec les flottes professionnelles ;
• sur l'accessibilité et le pouvoir d'achat, avec les petites voitures électriques abordables ;
• sur  la réduction des coûts, avec l'omnibus de simplification.

Dernière question : l'Europe introduit-elle une préférence européenne pour l'automobile ?

La réponse est oui.
Et c'est une avancée majeure.

Le Made in Union européenne se retrouve dans l'ensemble des mesures :

• dans les standards CO₂ avec la valorisation de l'acier bas carbone européen  et les super-crédits pour les petites voitures électriques produites dans l'Union européenne ;
• Dans les flottes, avec une obligation de contenu européen dès que des financements publics sont associés,
• et bien sûr dans le Battery Booster, qui soutient l'ensemble de la chaîne de valeur européenne.

Ces principes étant posés, je souhaite présenter rapidement le contenu de deux initiatives industrielles clés :
les petites voitures électriques abordables et le Battery Booster.

Les petites voitures électriques abordables

Conformément à l'engagement de la Présidente de la Commission, nous avons créé les conditions réglementaires pour rendre leur production plus simple, moins coûteuse et plus compétitive en Europe.

Concrètement, nous créons une nouvelle sous-catégorie : M1e, celle du petit véhicule électrique européen.
Elle concernera les véhicules de moins de 4,20 mètres .

Pour cette catégorie :

• nous nous engageons à réduire au maximum l'introduction de nouvelles obligations réglementaires pendant dix ans ;
• ces véhicules bénéficieront d'un super-bonus dans le calcul des émissions CO₂ des constructeurs s‘ ils sont Made in Union européenne .

La Commission proposera également que ces véhicules bénéficient d'avantages concrets, via une recommandation aux Etats Membres:

• bonus à l'achat,
• programmes de mise à la casse,
• conditions de stationnement favorables,
• exonérations ou réductions de péage,
• et recharge à tarif réduit.

Le Battery Booster

La batterie est le cœur technologique de la voiture électrique.
L'objectif est simple : faire de la batterie un avantage compétitif, et non une dépendance stratégique.

Nous proposons une stratégie qui repose sur 5 pilliers :

• Financement
• Accès aux matières premières et matériaux critiques
• Durcissement des conditions aux investissements étrangers 
• Soutien à la demande via du contenu local
• Accélération sur la recherche et l'innovation

Aujourd'hui, je suis heureux d'annoncer que la Commission s'engage à fournir 1,5 milliard d'euros en 2026 sous forme de prêts à taux zéro pour les gigafactories européennes et 300 millions pour l'accès aux matières premières.

Je suis convaincu que ce paquet ouvre le début d'une nouvelle histoire pour l'industrie automobile européenne.

Une histoire où l'ensemble de la chaîne de valeur gagne et nous espérons amplifier notre action avec l'Accélérateur industriel.

Je laisse maintenant la parole à mes collègues pour vous présenter plus en détail ces différentes initiatives.

 ---

Commissioner Hoekstra

Ladies and gentlemen,

Very good to see all of you.

Many thanks, Stéphane, for introducing this much-awaited and important package.

A lot has been said and written in the last days and weeks.

Let me set the scene and present our proposal to you, with specific attention on the CO2 standards review.

We're in the midst of a huge transformation.

China is aggressively competing in key technologies including EVs and batteries, while the US continues to outpace us in productivity and innovation in at least a number of sectors.  

Our approach continues with the winning combination of climate, competitiveness and independence.

But let's also acknowledge that not all of that is easy.

Decarbonisation is a massive transformation for all our industries, including the car sector.

This is equal or more than equal to a new Industrial Revolution in terms of scale and transformative impact.

From day one, this Commission has been committed to supporting European industries through this huge shift – in a way that's ambitious, pragmatic, practical.

We recognise the sheer complexity of the challenge. 

And we've engaged extensively – all of us – with all sorts of operators from industries and society at large.

Let me reiterate once more the huge importance of the automotive industry as being key to Europe's industrial strength for decades.  And its fight for survival.

And today, we are stepping in to ensure a successful clean future for the industry.

Today's package is ambitious, pragmatic and balanced.

It addresses the industry's concerns, while also maintaining investment predictability in the electric sector and our climate neutrality goal.

 

First, we're staying the course towards zero-emissions mobility, but introducing some flexibilities for manufacturers so they can meet their CO2 targets in the most cost-efficient way.

The fleet-wide CO2 emission target for 2035 will require a 90% decrease in emissions, so in practice that will mean 90% of vehicles will be electric, abiding by the principle of technological neutrality.

For the remaining 10%, we allow flexibility. Flexibility will have to be compensated by either sustainable renewable fuels or low-carbon steel made in the EU.

The combination of the flexibility and the compensation mechanism is the cornerstone of this proposal.

It gives flexibility to manufacturers.

But at the same time, we also drive down emissions, as we should.

CO2 emissions will still be reduced by 100% in 2035, when you add up emissions savings from clean fuels put on the market, and low-carbon steel used by manufacturers.

This is a win-win: we provide more flexibilities to carmakers, while creating a lead market for clean steel and upholding our climate ambitions.

This is good for our industry and society, puts us on track towards net-zero, and it's truly overall very balanced.

 

Second, in the near-term, we will incentivise the deployment of small electric cars, made in the EU. Such small cars will benefit from so-called “super-credits”.

That's important because we're giving a push to ensure that these cars are available across society, and it's a huge impulse to car makers.

We are creating more markets for smaller EVs. It is good for customers, companies and climate.

 

Third, we are also updating and further harmonising car labelling. For instance, there will now be the obligation to inform about the ‘battery state of health' when someone wants to buy a second-hand electric vehicle.

By providing customers with clear and transparent information about the emissions and performance of the cars they buy, we will empower them to make the best possible decisions.

 

Ladies and gentlemen,

There's also something for truck manufacturers.

We have had range of dialogues with them and listened to their specific challenges, notably with regard to 2030 compliance.

This is why we propose a targeted amendment to CO2 standards for heavy-duty vehicles.

With this additional flexibility, truck manufacturers will be allowed to collect more emission credits before 2030.

This will help them meet their target, while staying on an ambitious decarbonisation path.

And of course, they will need to help to create demand and infrastructure.

 

Ladies and gentlemen,

With these changes, as Stéphane said, we are also putting additional measures on the table to boost the uptake of electric cars in corporate fleets and make the EU battery industry more competitive.

This is a EUR 1.8 billion investment in battery development.

It creates demand for sustainable and resilient batteries “Made in the EU”.

And it fosters innovation and coordination across Member States.

EUR 1.5 billion comes from the Innovation Fund, which will go to the Battery Booster Facility in the form of interest-free loans.

The first instalment will reach companies already next year.

Another 300 million will go to helping us diversify our supply chains in critical raw materials.

 

Ladies and Gentlemen,

Today's automotive package builds on the exact same approach we took with the Clean Industrial Deal and the 2040 target – a balance between ambition, pragmatism and enhancing climate, competitiveness and independence.  

That is the name of the game.

And this is our way to ensure that the future is bright for this industry and that we are giving a fundamental push to ‘Made in the EU'.

Thank you.

 ---

Commissioner Tzitzikostas

Ladies and gentlemen,

In March I presented as you remember our industrial automotive package, designed to strengthen and future-proof Europe's car industry against international competition.

From funding to flexibility on emission targets and to innovation through projects such as the European Alliance for Autonomous Driving, we set, back then, in motion concrete measures to secure the EU's global automotive leadership.

Today, with the Automotive Package that we present, we deliver on another crucial set of measures, aimed at keeping Europe's automotive industry strong, innovative, and competitive in the global market, using common sense and adaptive pragmatism.

Allow me to begin with the revision of the CO2 emission reduction targets for cars and vans.

It is a great decision that the overall target for 2035 was reduced to 90%.

This is a clear signal that other technologies, than battery electric vehicles, can be put on the market after 2035.

And I'm really happy to say that the flexibility after 2035 introduces real technologic neutrality.

That means flexibility to bring, for example, plug-in electric hybrids and range extenders, or also traditional combustion engine cars on the market.

This gives the market and consumer the freedom to decide which technology they want to drive.

Our proposal clearly combines this flexibility with a compensation mechanism.

Emissions will be offset either if manufacturers use low carbon steel or through e-fuels and biofuels used on the road.

This will boost the production of such fuels and give a strong message to the market.

On the question of flexibility in 2035, I am happy to say that now we provide flexibility with a system of averaging or banking and borrowing.

This will allow car and van manufacturers to meet targets over five years and avoid that they get fines in the first year if they fail to reach the targets.

And I want to underline that the trajectory for vans was made also more realistic by lowering the emission reduction target for 2030 already.

I hope the demand for electric vans will have increased by that time.

I am also happy to say that the small electric car is recognized by having it count more to the CO2 emission reduction targets when it is made within the European Union.

And of course we are granting flexibility to truck manufacturers as well for compliance with the 2030 targets set out in the CO2 emissions performance standard. The regulation for HDVs.

This gives them breathing space until we can look into more detail into the targets during the review of the 2027.

 

Now, second, we are addressing with today's package the demand side of the market for zero and low-emissions cars and vans, through this new Corporate Fleet proposal.

 

By setting targets within the corporate fleets of large companies, we are increasing demand for clean vehicles where it matters most, among the biggest corporate actors in the market.

More specifically, in our proposal for corporate fleets we are focusing only on large companies, meaning companies with more than 250 employees and 50 milion euros turnover.

We cover in other words, only 0,16% of all companies in the EU. This is who the proposal is for, which is important because we do not overburden the SMEs.

We all know that many Europeans, all Europeans almost, rely on a car, to get to work, to take the children to school, to go to their medical appointments.

But today's proposal puts more of the responsibility for switching to cleaner vehicles on large corporate entities, rather than ordinary people or small and medium enterprises.

 

At the same time, we are sending a strong signal to investors, by stimulating demand, that will strengthen EU manufacturing and supply chains, support job creation, and protect our industrial leadership.

 

Ladies and gentleman,

The proposal is pragmatic and gives the Member States also the flexibility to choose the most suitable incentives, fiscal measures, or tax schemes.

This flexibility allows each Member State to tailor its approach, based on its specific market conditions, corporate structures, and infrastructure readiness.

Furthermore, a central principle of this proposal is that public financial support should generate EU-added value. Where Member States use public money to support the uptake of cleaner vehicles, it should stimulate demand for vehicles made that are made in the European Union, reinforcing our industrial base, protecting our jobs, and ensuring that EU taxpayers' money contributes directly to the growth and competitiveness of our automotive sector.

Also, this package, and this is very important, will address the automotive omnibus. It is gonna be the 10^th omnibus already.

It's good news and with the proposed simplifications that will be presented now, we will cut red tape and free money that companies can invest.

And of course, the battery booster, which is another important deliverable under the automotive package.

 

Ladies and gentlemen,

 

This is a very good day for Europe. In these challenging times for our industries, today's package represents another important milestone, a milestone showing that we don't hesitate to adapt our policies, when we realise that the situation on the ground has changed.

At the same time, staying the course to sustainability on transport.

By combining flexible CO₂ standards, support for corporate fleets, and industrial competitiveness, we are equipping Europe's automotive sector to thrive in a fast-changing, global market, while keeping us firmly on the path towards more sustainability.

I look forward to presenting it to the Parliament and the Council in the new year.

Thank you.

---

Commissioner Dombrovskis

The European automotive industry has been a global leader for well over a century.

It has produced iconic brands that set standards for creativity, innovation and excellence.  

Throughout this time, it has acted as an engine to drive economic growth and prosperity.

The automotive sector provides direct and indirect jobs to 10.6 million Europeans, contributing to 3.7% of the Union's GDP. 

The sector represents the largest private investor in research and development.

It is built on deeply integrated, cross-border value chains and a vast network of SMEs.

So, if any sector can truly be described as European, it is the automotive sector.

Today, it has reached a crossroads.

It faces new and significant challenges related to the green transition, digitalisation and fierce global competition.

This reflects the challenges faced by many areas of our economy.

The warning lights are flashing.

How we respond will shape Europe in the decades ahead.

That's why the European Commission has made enhancing Europe's competitiveness an overarching priority of its current mandate.

We have a roadmap to guide our work.

And the Competitiveness Compass has cutting red tape at its core.

Implementing it will unlock Europe's full growth potential, and secure our long-term prosperity.

Put simply, to compete successfully with international rivals, we must put the brakes on regulatory requirements that prevent our automotive sector from living up to its full potential.

This brings me to the simplification elements of today's package.

Given its systemic importance, we simply cannot afford to place undue regulatory burdens and costs on our automotive industry.

Instead, we need to develop a framework that creates the conditions for our automotive sector to overcome challenges and compete effectively with international rivals.

The automotive omnibus we present today is an important step in that direction.

It simplifies the regulatory framework by addressing inconsistencies or unnecessary regulatory burdens, without compromising on safety or environmental impact.

This includes by:

• Facilitating the uptake of electric vans and saving costs for manufacturers, that are mostly SMEs, by exempting them from the need to install speed limit devices, and also allowing for exemption from tachographs.
• Aligning the mandatory requirements for vehicle noise with UN standards, thereby ensuring a level playing field for manufacturers;
• Providing clear technical harmonisation for electric vehicle grid standards and interoperability;
• And reducing the burden and costs of emission testing without negatively affecting the environmental performance of the vehicles.

 

The estimated savings from our Omnibus proposal will result in €706 million in overall savings.

This includes €51 million in annual administrative savings and €655 million in annual compliance costs.

This brings the annual administrative savings stemming from the 10 omnibus proposals presented so far and our medical devices proposal presented today to around €14.3 billion in reduction in annual administrative costs. 

The automotive omnibus represents an important first step.

But it is just a first step.

Today's simplification measures will be complemented with further initiatives in the future.

We are determined to stay the course, continue our engagement and provide our automotive industry with the clear, supportive, and predictable rules it needs to thrive.

We need to act now to ensure the automotive sector is an integral part of Europe's industrial future, not just its heritage.

Thank you.