EU 2026–2029: Future & Strategy

1. European-Terminal Strategy

Legislative Act / Status of the Legislative Process: “Directive on Combined Freight Transport,” Proposal to Amend Regulation 2020/1056 and Directive 92/106/EEC - COM (2023) 702; the Commission’s 2026 Work Program calls for the proposal to be withdrawn; a formal decision is still pending; procedure number: 2023/0396/COD

I. General Remarks:

Unaccompanied Combined Transport (UCT) utilizes road and rail modes of transport according to their inherent strengths, i.e. rail for long-distance transport and road for short-distance for flexible collection and last-mile distribution and thus contributes to a reduction in CO2 emissions. To establish a foundation for the quality and efficiency of UCT, certain minimum requirements must be defined for the infrastructural, operational, and financial aspects of the transportation sector. These standards are intended to ensure that certain facilities are sufficiently sized, have adequate capacity, are available 24/7, and can be used at transparent and competitive costs and prices.

II. Specific Proposals:

EU-wide Standardized and Harmonized Requirements
To increase the efficiency of combined transport, EU-wide standardized and harmonized requirements should be introduced. This would help reduce the complexity of the combined transport system and improve interoperability between different countries and regions.
Logistics is inconceivable without information technology. A system such as combined transport, which involves a large number of partners, requires each link in the chain to have, above all, efficient IT solutions to ensure the quality of all processes. It is precisely in this area that there is a great need for improvement in combined transport. Despite good solutions and examples of successful projects, the lack of consistency among the systems is particularly problematic. Since there are no end-to-end systems, combined transport cannot fully realize its potential for its customers.

Extension of operating hours to 24/7
To meet customer needs and align with train schedules, terminal operating hours within the EU should be extended. An expansion to 24/7 operation would prevent peak capacity utilization and lead to a more efficient European business environment.

More environmentally friendly terminals
The use of low-emission or zero-emission powertrains for handling equipment, such as electric, LNG, CNG, or hydrogen engines, must be promoted at the European level. The use of advanced control systems and their integration into the Terminal Operating System (TOS), which lead to a reduction in the energy consumption of handling equipment, should also be promoted. Without financial support, the costs of transitioning to these technologies are often too high for terminal operators.

Expanding Terminal Capacity and Area
The capacity of a UCT terminal depends on various factors, such as the number and length of tracks, the number and type of handling facilities, the number and size of parking spaces, and the number and quality of access roads. As a general rule, the area of a UCT terminal should be at least 10 hectares; for large and, above all, trimodal terminals in economically important regions, the area should be at least 50 ha. Ideally, the area should be expandable to meet future demand.

Promote new technologies and automation
There is a wide range of new technologies (such as craneable semi-trailers, reach stackers, and gantry cranes) and new loading systems (such as the Lohr Railway System and Cargobeamer, which enable the horizontal loading and unloading of semi-trailers and tractor-trailers) that help automate and optimize processes at transshipment facilities. These must be promoted and harmonized at the European level. In addition, the automation of terminal operations through the use of semi-automatic and fully automatic equipment such as automated RTGs, automated RMGs, and automated TTs should be promoted at the European level.

2. European Transport Infrastructure

Legislative act / Stage in the legislative process: Commission proposal for a regulation establishing the ‘Connecting Europe’ Facility for the period 2028–2034; procedure number 2025/0221(COD).

I. General remarks:

The Commission’s proposal for the EU budget for 2028–2034 (MFF) provides for a significant increase in funding for the Connecting Europe Facility (CEF) for transport and energy, with a planned total budget of over € 81 billion, compared to € 42.3 billion in the current MFF.
We welcome this approach. CEF is a key instrument for implementing the European Green Deal and for strengthening competitiveness, resilience and connectivity of the European Economic Area. Greater integration of civil and military transport networks improves both Europe’s defence capabilities and the resilience of critical infrastructure. Dual-use projects, that is, projects with both civil and military benefits, should therefore be specifically utilised as part of a European infrastructure initiative. This applies in particular to the expansion of rail transport corridors (e.g. high-speed lines and capital city connections), the harmonisation of technical standards through digital automatic coupling (DAC) and the European Train Control System (ETCS), as well as investment in digital logistics solutions for the efficient coordination of civil-military mobility.
With two new strategies, the European Commission is establishing a comprehensive framework for competitive and resilient ports.

In March 2026, the European Commission published the EU Ports Strategy. Together with the EU Industrial Strategy for the Maritime Economy, which was presented at the same time, it aims to strengthen the competitiveness, sustainability, decarbonisation, safety and resilience of the European shipping sector. The Commission is establishing a strategic framework for the further development of ports, infrastructure and maritime value creation. In this context, EU ports are increasingly seen as much more than mere transhipment centres. They are evolving into hubs for industry, innovation, energy supply, security, defence and the so-called ‘blue economy’. This encompasses all economic activities directly or indirectly linked to oceans, seas and coasts. To accelerate this transformation, the Commission intends to promote innovation, digitalisation and closer integration of ports with other modes of transport. Guidelines are also planned for foreign ownership of EU ports, as well as for EU funding and investment in ports in third countries. These strategies also offer opportunities for inland ports and inland waterway transport in Austria.
In the field of non-maritime transport infrastructure, financial commitments are being made in particular within the framework of China’s ‘Belt and Road Initiative’. Influence is also exerted through the provision of services along key transport corridors.

These investments are attractive as they often contribute to the modernisation and expansion of infrastructure and terminal capacities. However, they also harbour significant risks, in particular dependencies, cyber and data protection risks, economic coercion and geopolitical influence. It is therefore essential that European infrastructure remains under European control in order to ensure security, high-quality standards and geopolitical autonomy.

The EU should protect its interests and those of its neighbours by supporting investment in transport infrastructure, particularly in candidate countries and within the framework of European territorial cooperation. However, financial support should be conditional on stricter requirements regarding investment control, the greatest possible transparency in investment agreements, and the consistent enforcement of labour, environmental and social standards.

II. Specific proposals

Project prioritisation in funding
We continue to see room for improvement in terms of accessibility, project prioritisation and eligibility for funding. Access to funding must be made easier, particularly for smaller infrastructure projects of national significance that are of great economic importance or make a significant contribution to European interoperability.

Funding should prioritise the closure of transport gaps and cross-border sections (e.g. access routes to the Brenner Base Tunnel), as well as projects with high strategic added value (e.g. military mobility or energy connections). Similarly, projects at an advanced stage of development should be given priority to ensure the efficient and rapid utilisation of funds.

Targeted funding instruments for public transport and urban mobility infrastructure
We welcome the continuation of the Connecting Europe Facility (CEF) in the next Multiannual Financial Framework and continue to call for targeted funding instruments for, amongst other things, public transport and urban mobility infrastructure.

CEF Transport plays a key role in the implementation of the TEN-T Regulation, which also covers cities. For the next funding period 2028–2034, we strongly advocate that urban transport hubs remain eligible for funding. In particular, urban rail infrastructure projects should receive adequate financial support in the framework of TEN-T. Between 2024 and 2020, only € 330 million in CEF funding was allocated to local public transport projects, which is equivalent to just 1 per cent of the total CEF Transport programme.

3. Coordination of maintenance measures for the navigation channel along the entire length of the Danube

I. General remarks:

At present, it is not possible to utilise cargo vessels to their full capacity on the Danube waterway. Yet expanding navigability and enhancing the competitiveness of the Danube as a waterway is of great importance not only regionally but also at European level.

The Danube is naturally susceptible to fluctuations in water levels caused by weather conditions such as heavy rainfall or periods of drought. These fluctuations can affect the availability of the navigation channel and hinder transport. Companies face the challenge of keeping shipping on the Danube competitive vis-à-vis other modes of transport. If the navigation channel is not adequately maintained and transport difficulties arise, companies may be forced to switch to other modes of transport such as road or rail, which incurs additional costs.

II. Specific proposals:

Guaranteeing a draught of 25 decimetres throughout the year during regulated low water periods
To increase competitiveness, a draught of 25 decimetres low navigation and regulation level (LNRL) should be guaranteed throughout the year. This is because low water levels can restrict the maximum loading capacity of vessels and lead to transport bottlenecks. A continuous and reliable draught is therefore crucial to ensure the efficient utilisation of cargo vessels.

Establishment of a European authority with executive powers to address infrastructure deficiencies more efficiently
We call for the accelerated implementation of maintenance works and a more efficient resolution of infrastructure deficiencies along the Danube waterway. However, not all riparian States remedy obstructions in their territory swiftly. An effective European authority with executive powers to ensure that such obstructions are swiftly removed and to guarantee the continued navigability of the Danube for businesses is missing. This authority would monitor the specified fairway parameters in the Danube region and be able to determine and enforce consequences in the event of non-compliance with binding agreements. The establishment of such an institution is of crucial importance for ensuring smooth shipping and navigability on the Danube

Promoting European and international cooperation
We would welcome the European Commission promoting international cooperation amongst all parties in order to ensure the navigability of the entire Danube route. The financial requirements for implementing the Danube Action Programme must be taken into account in the budget on an ongoing basis.

4. Labour shortages in the transport sector

Legislative act / Stage of the legislative process: The Professional Drivers Directive (Directive 2022/2561) has been in force since December 2022. The latest amendment to the Driving Licence Directive (Directive 2025/2205) was published in November 2025. The Directive on the certification of train drivers (Directive 2007/59/EC) was last amended in 2019.

I. General remarks:

Well-trained staff are the business card of any company and contribute to the company’s overall success and to the quality of the business location I ngeneral. Increasingly, the qualifications and skills of staff are a decisive competitive factor, particularly in the mobility sector. In recent years, a growing labour shortage in the mobility sector has become apparent across Europe. According to the results of a survey by the IRU, there is a shortfall of around 425,000 drivers across Europe. The age profile of existing drivers in Austria (with many due to retire) also points in this direction.

In order to support the mobility and transport sector as basis of the economic activities and society in general with a sufficient supply of qualified workers, various measures are therefore necessary, including amendments to the Professional Drivers Directive (e.g. an easier career start, a reduction of red tape and improved framework conditions).

With regard to the latest amendment to the Driving Licence Directive, we welcome the provision allowing accompanied driving of lorries from the age of 17 under certain conditions, the possibility of driving alternatively powered vehicles up to 4 250 tonnes with a Category B licence, and the refraining from mandatory health checks. However, further significant changes still need to be implemented to ensure a level playing field and fairer competition.

II. Specific proposals:

Minimum age for train drivers:
A key measure to tackle the labour shortage in local public transport would be to lower the minimum age for train drivers to 18 across the EU. Currently, Directive 2007/59/EC determines a minimum age of 20, from which Member States may deviate only within their own territory.

Minimum age for bus drivers
Regrettably, the issue of the minimum age for passenger transport was overlooked when the Driving Licence Directive was last amended. No steps have been taken to address the increasingly serious problem of driver shortages in this sector either. The aim should certainly be to align the minimum age for commercial bus drivers (D95 and DE 95) with the age of 18 that is applicable to lorry drivers.

Accompanied lorry driving from the age of 17
We welcome that that the European Commission has taken up our suggestion regarding L17 for Category C in its proposal and has made accompanied drivingpossible for drivers who have reached the age of 17. Regrettably, the mandatory introduction was watered down to a ‘discretionary provision’ in the final version.
We therefore propose the mandatory introduction, harmonised across the EU, following an evaluation period. We consider this measure to be a significant boost to the recruitment of lorry drivers.

Employment of drivers from third countries
A further step would be the creation of seasonal quotas to enable foreign workers to take up employment in the freight transport sector quickly and without red tape.

Prospective professional drivers without basic training (holding only a driving licence) should be able to practise the profession for one year, provided they complete the basic training during that first year.
Access to the profession should not be made any more difficult. We propose that prospective drivers without a basic qualification (holding only a driving licence) should be able to work in the profession for one year, whilst completing the basic qualification during that first year. This would generate greater interest in the driving profession and facilitate entry into the profession.

Take into account the specific characteristics of e-learning for professional drivers:
We welcome the option, explicitly included in EU Directive 2022/2561, to complete further training content voluntarily via e-learning. Unfortunately, the specific legal provisions in the Directive are not very practical and should be adapted according to the specific characteristics of e-learning: For example, the general requirement that a continuing professional development module must be completed within two days fails to take into account the advantages of e-learning; namely, that the content covered in a module can be learnt and revised in smaller sections over a longer period (e.g. three months).

5. European Energy Roadmap – Strategic planning for energy supply

Legislative act / Stage of the legislative process: Previous EU strategies and legislative acts on energy

• Communication from 2025: European Grids Package, COM(2025) 1005 – Streamlining procedures, as provided for in the Grids Package. We welcome this Communication as it is absolutely essential for the energy transition.
  
  
• Communication from 2025: Action Plan for Affordable Energy, COM(2025) 79
  
  
• Communication from 2024: Recommendation on achieving climate neutrality by 2050, COM(2024) 63 – new interim target: a 90% reduction in GHG emissions by 2040 compared with 1990 levels
  
  
• RePowerEU from 2022 (COM(2022) 108): following Russia’s invasion of Ukraine, four pillars for energy supply: energy savings; diversification of energy supply; renewable energy; financing
  
  
• ‘Fit for 55’ package from 2021: target of a 55 per cent reduction in GHG emissions by 2030; the package also covers ‘clean energy’: the Renewable Energy Directive (RED), the Energy Efficiency Directive, the Gas Package, and the Energy Performance of Buildings Directive
• European Climate Law of 2021 (Regulation 2021/1119): net-zero target by 2050 in the EU
  
  
• European Green Deal of 2019 (COM(2019) 640); net-zero target by 2050 in the EU
  
  
• EU Communication of 2018 (COM(2018) 773) setting out the long-term strategic vision ‘A Clean Planet for All’: eight scenarios and seven strategic building blocks on the path to the net-zero GHG target by 2050, including one on clean mobility
  
  
• Energy Roadmap 2011 (COM/2011/0885): A precursor strategy (aiming for an 80–90 per cent reduction in GHG emissions by 2050 compared with 1990 levels), which outlines how the EU’s energy system can be largely decarbonised by 2050; four key decarbonisation pathways: energy efficiency, renewable energy, nuclear energy and CCS.

I. General remarks:

The decarbonisation of transport requires a far-reaching transformation, moving away from fossil fuels and towards alternative propulsion systems and green fuels. The mobility transition cannot succeed without an energy transition. The necessary framework conditions must be put in place to achieve this. A sustainable energy supply must be ensured, alternative infrastructure must be expanded, and secure and resilient electricity grids must be guaranteed through grid expansion. From the transport industry’s perspective, it is important that green energy (electricity, fuels) is available and affordable for businesses. If energy costs cannot be calculated in advance, sustainable business operations are simply not possible. The European legislator must therefore demonstrate pragmatism and flexibility, also regarding climate targets – as EU Climate Commissioner Hoekstra has already called for. An open approach to technology is imperative.

II. Specific proposals:

When considering how the EU’s energy system can be largely decarbonised by 2050, the transport sector believes particular attention should be paid to the following aspects:

European Energy Roadmap
In order to provide businesses with alternatives as they transition to non-fossil fuels, a European Energy Roadmap should set out when and in what quantities fossil fuels are to be replaced by renewables, and and set a target price range.

Expansion of renewable energy – energy imports
The energy transition requires a massive expansion in renewable energy generation. The electrification of industry, transport and other sectors is leading to an enormous increase in demand for green electricity, which Europe cannot produce on its own despite the expansion of renewables. Energy imports will therefore be necessary. There are far more productive locations worldwide for the production of wind and solar power than in Europe, particularly in the Middle East, North Africa and elsewhere. The primary energy produced there can be converted into energy carriers such as methane or synthetic fuels, stored and transported to Europe in this form. Imported e-fuels and LNG/CNG can be used as transitional technologies, particularly for the decarbonisation of heavy goods transport.

Alternative fuels – an open approach to technology
From the perspective of the transport sector, it is absolutely essential to exploit all possibilities for decarbonisation. The transport sector requires a package of measures (hydrogen, e-mobility, synthetic fuels, e-fuels, etc.). Whilst electric mobility is important in the transport sector, it is only part of the solution. In areas where electric propulsion is difficult to implement, hydrogen, synthetic fuels (e-fuels), LNG, CNG and biofuels can make a valuable contribution to reducing CO2 emissions in transport. These alternatives are also important for existing fleets with combustion engines and must absolutely remain eligible for the fulfillment of fleet targets for lorries. In line with the principle of technological openness, alternative fuels (e-fuels, H2, biofuels) must be given greater recognition in the decarbonisation of transport.

Hydrogen as a solution for the future
From the perspective of the transport sector, hydrogen mobility is a promising approach to decarbonising heavy goods transport and is also relevant to the production of sustainable aviation fuels (SAF), which are essential for green aviation. Hydrogen mobility should therefore be promoted more strongly at EU level. However, hydrogen as a solution for the future requires large quantities of green electricity and significant investment. That said, the strict requirements of the Renewable Energy Directive (RED III) regarding the additionality criterion (see Point 6. RED III) for renewable hydrogen must be viewed critically, as climate-neutral and low-carbon hydrogen are also likely to be necessary as bridging solutions for achieving our climate targets.

Infrastructure for hydrogen refuelling and hydrogen imports
A functioning infrastructure forms the backbone of hydrogen mobility. Care must therefore be taken to ensure the rapid EU-wide implementation of the AFIR requirements for hydrogen refuelling infrastructure. In addition, infrastructure projects such as the ‘SouthH2 Corridor’ – an infrastructure project for hydrogen transport over 3,300 kilometres from North Africa to Europe – must be realised and actively promoted.

Funding for the expansion of hydrogen infrastructure within the EU

Secure funding
Infrastructure expansion (grid expansion) or new technologies such as hydrogen technology require significant investment. The European Hydrogen Bank is an important initiative for promoting hydrogen production in Europe and the import of renewable hydrogen. EU funding instruments such as CEF Energy, which supports cross-border energy infrastructure, are also to be welcomed. In addition to optimising the design of EU funding instruments, it is also important that these instruments facilitate meaningful coordination between EU funding and national support schemes. For example, the European Hydrogen Bank offers Member States the opportunity to make national funds available for the auctions. This is an efficient way, compliant with the State Aid Guidelines, of providing operational support for national production facilities. Austria has made its own budgetary funds available for such national auctions under its Hydrogen Promotion Act.

6. RED III – Expansion of renewable energy

Legislative act / Status of the legislative process: Directive 2023/2413 was published in the Official Journal of the EU on 31 October 2023. A review of the Renewable Energy Directive (RED III) for the period after 2030 is currently planned.

I. General remarks:

In order to become climate-neutral by 2050 – the EU Climate Law aims for net-zero greenhouse gas emissions by 2050 – Europe must fundamentally transform its energy system. With the Renewable Energy Directive (RED III), which came into force on 20 November 2023, the European targets for the expansion of renewable energy have been significantly raised.

Member States must ensure that the share of renewable energy in the European Union’s gross final energy consumption reaches at least 42.5 per cent by 2030; in addition, an EU-wide overall target of 45 per cent is being pursued. The targets for the transport sector have also been significantly tightened. Member States have the choice between reducing greenhouse gas intensity in the transport sector by 14.5% by 2030 or ensuring that the share of renewable energy in the transport sector’s final energy consumption is at least 29%. In addition, RED III sets a binding sub-target of 5.5 per cent for advanced biofuels and electricity-based renewable fuels (Renewable Fuels of Non-Biological Origin, RFNBOs).

With a view to achieving the climate and energy targets beyond 2030, the European Commission is already preparing the review of RED III. In the run-up to this, a public consultation was held on the future shape of the European legal framework for renewable energy. The forthcoming RED review must be used to create a technology-neutral and practical framework for the decarbonisation of transport. It is essential to ensure the competitiveness of Europe as a transport hub, the availability of renewable energy sources, uniform conditions across the EU, and greater consideration of renewable fuels.

II. Specific proposals:

Certification of renewable fuels
With a view to ‘improved certification and traceability measures for renewable fuels’, we favour a uniform approach across the EU by Member States. Only problems that have actually been identified should be used as a basis for reviewing certification and traceability measures for renewable fuels. At EU level, it is important to establish regulations that place the use of renewable fuels on an equal footing with other technologies, such as e-mobility, by adopting a technology-neutral approach.

Affordable energy prices and the availability of renewable energy
In this context, the competitiveness of transport operators must be considered. Affordable energy prices and the availability of renewable energy must be guaranteed as part of the decarbonisation of transport, when transport operators switch to alternative vehicles.

Security of supply also through other climate-neutral forms of energy
As electricity is a volatile energy source and can only be stored to a limited extent, it is important that RED III also takes other climate-neutral forms of energy (gaseous and liquid) into account in the interests of security of supply.

No tightening of the principle of additionality
It is to be welcomed that renewable hydrogen is set to play a greater role with the strengthening of renewable fuels of non-biological origin (RFNBOs). However, it is a cause for concern that, during the necessary market ramp-up phase, the principle of additionality is being tightened. This approach must be critically scrutinised, as hydrogen mobility represents a promising solution for the decarbonisation of transport in order to achieve climate neutrality, and its roll-out could thereby be delayed or hindered.

7. European Emissions Trading System for Transport and Buildings – ETS 2

Legislative act / Stage in the legislative process: Directive 2003/87 establishing a scheme for greenhouse gas emission allowance trading was published in 2023. From 1 January 2027, the European Emissions Trading Scheme will be expanded to include ETS 2.

I. General remarks:

ETS 2 covers emissions from energy consumption in the road transport, buildings, industrial and energy installations sectors that are not covered by ETS 1. The European Emissions Trading Scheme for Transport and Buildings (ETS 2) will replace the national CO2 pricing scheme under the National Emissions Trading Act. In the context of the forthcoming ETS 2 review, greater consideration should be given to the impact on the competitiveness of the European transport sector and the transformation of transport. ETS 2 is designed as a market-based emissions trading scheme. Unlike administratively set CO2 pricing, the price of emission allowances will in future be determined by the market. As a result, the transport sector can expect to face additional cost burdens due to rising energy and fuel prices.

The decarbonisation of transport is a key objective of European climate and energy policy. At the same time, it must be ensured that transport and logistics companies remain competitive in the future and have sufficient financial leeway to make the necessary investments in alternative propulsion systems, vehicles and energy sources.

The forthcoming ETS 2 review offers an opportunity to assess the practicality of existing regulations and to ensure that the additional burdens on businesses are mitigated through appropriate accompanying measures. Particular attention must be paid to ensuring that the revenue generated by ETS 2 is used to support the transformation of the transport sector.

II. Specific proposals:

Earmarking of revenue from ETS 2
Revenue from ETS 2 must not be channelled into general budgets but must be earmarked for specific purposes. The funds are intended to directly benefit those businesses affected by the additional cost burdens and to be used specifically for measures aimed at decarbonising transport. These include investments in alternative propulsion technologies, renewable fuels, vehicle fleets and the necessary energy and refuelling infrastructure.

8. Fleet limits – technology neutrality instead of banning combustion engines

Legal act / status of legislative procedure: Proposal for a regulation amending Regulation (EU) 2019/631 setting CO2 emission performance standards for new passenger cars and new light commercial vehicles, as well as proposal for a regulation amending Regulation (EU) 2019/1242 setting CO2 emission performance standards for new heavy-duty vehicles; procedure numbers 2025/0420(COD) and 2025/0423(COD).

I. General remarks:

CO2 emission standards for passenger cars and light commercial vehicles
In April 2023, CO2 emission standards for new passenger cars and light commercial vehicles were tightened. Under these rules, new passenger cars and light commercial vehicles were to become emission-free from 2035. This was widely regarded as a de facto “end of the combustion engine”.

With the Automotive Package presented in December 2025, the European Commission has now proposed a fundamental adjustment of this approach. In the future, automotive manufacturers will have to meet an emission reduction target of 90% compared with the reference value from 2035. The remaining 10% may be compensated through offsetting mechanisms, in particular by crediting sustainable renewable fuels and low carbon steel. Additional flexibilities for complying with the targets will also be created.

From the perspective of the transport industry, this is an important step in the right direction, as it recognises that decarbonisation cannot be achieved solely through vehicle technologies but also through CO2-neutral energy carriers and value chains. However, the planned openings remain limited. The departure from the previous 100% target proposed in the Automotive Package is an important step towards technological openness. Nevertheless, the proposed offsetting mechanisms are too narrow. Further flexibilisation is required in order to fully exploit the potential of CO2-neutral fuels and other technological solutions.

CO₂ emission standards for heavy-duty vehicles (lorries and buses)
Regulation (EU) 2024/1610 sets emission standards for heavy-duty vehicles (lorries and buses). For new heavy-duty vehicles, with the exception of city buses, it provides for emission reductions of 45% from 2030, 65% from 2035 and 90% from 2040. For new city buses, an emission reduction of 100% applies from 2035.
As part of the political compromise, it was agreed to develop a methodology for approving heavy-duty vehicles that are operated exclusively with CO2-neutral fuels. This could allow lorries running on e-fuels or advanced biofuels to be taken into account in the future alongside electric and hydrogen vehicles. This would open up the possibility of keeping CO2-neutral combustion technologies in the market in the long term. The Automotive Package did not change the CO2 targets for heavy-duty vehicles. It merely proposed additional flexibility for manufacturers: emission credits can be accumulated more easily in the years 2025 to 2029 and used later to comply with the targets. This is intended in particular to take account of delays in the development of charging and refuelling infrastructure. The level of ambition of the regulation remains unchanged; the existing CO2 reduction targets are not adjusted.

II. Specific proposals:

Technological openness
In the defossilisation of the transport sector, the principle of technology neutrality must be taken into account more strongly. In order to achieve the CO2 reduction targets, a broad bundle of technologies and energy carriers must be used. In addition to battery-electric mobility, this includes the use of hydrogen-powered vehicles as well as modern combustion engines using biofuels, synthetic fuels or hydrogen.

Use of alternative fuels in combustion engines
Biofuels and synthetic fuels (e-fuels) play an important role in the defossilisation of road transport. CO2-neutral fuels such as biogas, biofuels and synthetic fuels can contribute significantly to CO2 reductions and to improving air quality. In order to achieve the climate targets in transport, we need renewable fuels with a lower CO2 footprint in addition to the further ramp-up of e-mobility. This applies above all in cases where electric lorries or hydrogen lorries cannot be used, or can only be used with difficulty. The use of alternative fuels in combustion engines is central to the defossilisation of the transport sector. The ramp-up of these biofuels and synthetic fuels should therefore be supported by an ambitious but realistic blending quota for sustainable fuels. Increased blending of sustainable CO2-neutral fuels, for example first-, second- and third-generation biofuels as well as RFNBOs and RCFs, can significantly reduce the CO2 emissions of the fleet.

Research and development of alternative fuels
Research and development should also be stepped up at European level in order to drive innovation in the field of alternative fuels, such as HVO100 or hydrogen mobility

More pragmatism and flexibility
Further flexibilisation and more pragmatism are necessary. In addition to the reluctance of market participants, there are also real market barriers that must be removed before e-mobility can become established. If climate protection in transport is to make progress, greater account should be taken of existing potential, such as renewable fuels, and of actual trends, such as purchasing behaviour, the popularity of hybrid vehicles and continued reliance on combustion engines.

9. Accompanying suggestions for the defossilisation of transport

I. General remarks:

Building on the Green Deal, the European Union will continue to pursue the path of a green transition in the coming years. EU energy and climate targets must be reconciled with the objective of long-term competitiveness so that the defossilisation of transport can succeed in the future.
Future legislative and implementation initiatives must take greater account of the principle of technological diversity if the transformation of the transport sector is to succeed. It will therefore be necessary to unlock the potential of alternative fuels such as e-fuels, hydrogen and biofuels.
In order to achieve the climate targets, substantial additional investment will also be required in the transport sector. The investment needed to make transport in Austria climate-neutral by 2040 is estimated at around EUR 45 to 65 billion for companies.

Ukraine also plays an important role in the transition to a green economy, not least because of its potential to produce green hydrogen. In addition, the political and economic integration of Ukraine into the EU-27 is an important objective.

II. Specific proposals:

Mobilise green finance for the transport transition / secure funding for additional investment in transport
To secure the high level of investment required, a mix of measures and funding instruments with incentive and leverage effects is needed. In the mobility sector, start-up financing is particularly necessary for the transition to climate-neutral drive systems. As long as alternative drive systems in the lorry sector are not yet economically viable, there is no incentive for a large scale transition. In order to place the transition to vehicles with climate-neutral drive systems and the use of renewable energy in public, commercial and private passenger and freight transport on a broader footing, current funding programmes such as the Austrian ENIN and EBIN should be expanded into a Mobility Future Fund financed from national and EU funds. In addition to subsidies and tax incentives, new green finance instruments should be established in order to make greater use of private capital for financing the transport transition. Public-private partnership models could also usefully complement the mix of measures. The EU must create the framework for new green finance instruments, financing models and permissible subsidies.

Expand energy infrastructure in Ukraine
In rebuilding Ukraine, the opportunity should be used to fill the existing pipeline infrastructure to Austria with green hydrogen produced in Ukraine.

• Support for economic investments that ensure the rapid expansion of Ukraine’s energy infrastructure.
• Future investments should also be channelled specifically into the renewal and conversion of Ukraine’s gas network infrastructure so that it can be adapted and made fit for transporting green hydrogen. Further integration of Ukraine into the European single market and the creation of an attractive business environment would accelerate such investments.

Expand funding
Subsidies and financing instruments as incentives must be increased accordingly, and suitable framework conditions must be created at European level:

• Increase the efficiency of existing technologies by supporting bridge technologies for achieving CO₂ neutrality.
• Support of industrial production of e-fuels.
• Increase of national funding for alternative drive systems in the transport sector that is permissible under EU state-aid law, for example in Austria through EBIN and ENIN.
  

Taking the type of fuel into account in infrastructure tolls
Directive (EU) 2022/362 on road charging (Eurovignette Directive) provides that Member States may levy a charge for the use of infrastructure that must be differentiated according to a vehicle’s CO₂ emissions. In order to create appropriate incentives and increase the economic viability of alternative fuels, the type of fuel used should be taken into account on a mandatory basis so that alternative fuels receive substantial relief.

Support for innovative logistics (Green Logistics)
Stronger and more targeted support for innovative logistics (Green Logistics). Examples include support for innovations up to market maturity, funding for alternative drive technologies, improved aerodynamics and simplified type approval.

Fleet support programme for inland navigation in freight and passenger transport
Targeted research and funding priorities should enable an early transition to the latest vessel technology. Existing funding programmes for environmentally friendly fleet modernisation should be continued and expanded, as engine retrofitting for passenger vessels is currently not supported at all. This would strengthen the performance and competitiveness of domestic inland navigation. However, this can only be achieved through public-sector start-up funding, as individual shipping companies are not able to manage this without adequate support.

10. Greening corporate fleets (clean corporate vehicles)

Legal act / status of legislative procedure: The Commission presented a proposal for a regulation on the greening of corporate fleets (clean corporate vehicles) in December 2025; procedure number 2025/0421(COD).

I. General remarks:

The Commission proposal aims to accelerate the transition to zero-emission vehicles in corporate fleets. From 2030, binding national targets are planned for the share of zero-emission or low-emission company cars and vans in new registrations by large companies. The obligations are addressed to the Member States, which shall ensure the achievement of targets through appropriate measures such as tax incentives, subsidies or toll advantages; SMEs are exempt and lorries are currently not covered by the scope. In addition, from 2028 Member States should no longer grant financial support for company vehicles with conventional drive systems, while public funding should in future be limited to vehicles considered “Made in the European Union”. It is expressly welcome that the Commission proposal does not include new rules for bus fleets. With the Clean Vehicles Directive and the Austrian Road Vehicle Procurement Act, a binding legal framework already exists that requires public-sector bus fleet operators to comply with quotas for clean and zero-emission vehicles.

The transport sector is intended to contribute to achieving climate targets. However, the purchase of a vehicle by companies, such as company cars, rental car and taxi fleets or large logistics lorry fleets, follows different criteria than a private purchase. Companies have different operational requirements and different needs regarding charging infrastructure.

II. Specific proposals:

No mandatory requirements
We reject mandatory quotas for the electrification of corporate fleets and instead advocate a voluntary, technology-open framework. The national targets provided for in the Commission proposal would create considerable implementation pressure on companies without sufficiently taking into account the different operational requirements, investment cycles and economic framework conditions. Priority should therefore be given to expanding charging and refuelling infrastructure, creating reliable framework conditions and establishing non-discriminatory incentive systems that are equally accessible across all fleet sizes in order to advance the transformation in a market-based and economically viable manner.

Clear exemptions
In the ongoing negotiations, clearly defined exemptions should be provided for vehicle types that currently cannot be converted to battery-electric drive systems due to technical or operational requirements. This applies in particular to vehicles used in breakdown and standby services, vehicles that must remain operational in the event of a blackout, and vehicles that require energy in addition to normal vehicle technology, for example units for pumps, welding equipment or lifting gear.