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From · opinion parliamentary committee · 2023-10-13 ITRE-AD-749317 on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956

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To · agreement provisional · 2024-02-09 ENVI-AG-759693 Proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956

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~~PA_Legam~~

9.2.2024

~~SHORT JUSTIFICATION~~

PROVISIONAL AGREEMENT RESULTING FROM INTERINSTITUTIONAL NEGOTIATIONS

The Rapporteur supports many elements of the Commission’s proposal for revision of the regulation on CO2 emission standards for heavy-duty vehicles, such as extending the scope of the regulation to cover smaller trucks, long-distance buses and trailers. The zero emission target for new city buses in the EU as of 2030 is also a welcomed proposal. After all, the road transport sector represents one fifth of the EU's greenhouse gas (GHG) emissions and is a main cause of air pollution in cities.

Subject: Proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956

The Rapporteur agrees with the ambitious target for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 90 percent and believes that the target gives a clear signal to the markets that the European Union is moving towards a future of zero emissions standards. This benefits the manufacturers, buyers and most importantly the citizens that are currently affected by the emissions of the transport sector. At the same time, enough leeway is given for the manufacturers to comply with the new regulation. However, the Rapporteur proposes new, stronger CO2 emission standards for heavy-duty vehicles for the reporting periods of the years 2035 to 2039 by increasing the target by 10 percent. The Rapporteur sees that it is important to increase the number of new zero emission vehicles toward the latter reporting periods.

(COM(2023)0088) – C9 0025/2023 – 2023/0042(COD))

Furthermore, the Rapporteur proposes more ambitious zero-emission vehicle definition. According to the Commission’s proposal, a zero-emission vehicle would be allowed to emit up to 5g CO2/tkm, the equivalent of 9% of the emissions of a standard conventional tractor trailer. This allowance intends to allow for dual-fuel engines running on a mix of hydrogen and diesel to be categorized as zero- emissions. Revising the to 1g CO2/tkm is the reasonable regulatory approach, allowing for monofuel hydrogen combustion engines to be categorized as zero emissions, while ensuring that the real contribution of dual-fuel engines to reductions in CO2 emissions are properly accounted for.

The interinstitutional negotiations on the aforementioned proposal for a regulation have led to a compromise. In accordance with Rule 74(4) of the Rules of Procedure, the provisional agreement, reproduced below, is submitted as a whole to the Committee on the Environment, Public Health and Food Safety for decision by way of a single vote.

In addition, certain 'vocational vehicles' such as garbage trucks, are exempt from the targets under the Commission proposal. However, their CO2 emissions are certified under VECTO and monitored and reported by vehicle manufacturers and EU Member States. As garbage trucks mostly operate in cities, they also significantly affect urban air quality and create unwanted noise pollution. Therefore, garbage trucks should be included under the CO2 reduction targets.

REGULATION (EU) 2024/... OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

Similarly, vehicles with a maximum mass lower than 5 tonnes include many urban delivery trucks supplying stores like supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality. Small lorries should therefore also be subject to the same CO2 targets, and be attributed to the respective sub-groups according to their mission profile, mileage and payload.

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The Rapporteur suggests that by 2028, the Commission should carry out a comprehensive review of the effectiveness and impact of the Regulation and submit a report to the European Parliament and the Council with the outcome. The report shall be accompanied, if appropriate, by a revised proposal of the Regulation. By 2025, the European Commission, in consultation with the Climate Change Committee, should present an annual review of the situation of the enabling conditions per Member State.

amending Regulation (EU) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956, and amending Regulation (EU) 2018/858

Finally, the Rapporteur is of the opinion that the CO2 emissions calculation for heavy-duty vehicles does not take into account the better energy efficiency of extra heavy combinations, with maximum permissible mass over 60 tonnes. Since their assumed payload is the same as for significantly smaller heavy-duty vehicles within the same sub-groups, their calculated emissions of CO2 per tonne km will not correspond to the actual load transported by the extra heavy combination. A compensation factor should be applied to average specific CO2 emissions of manufacturers to compensate for the higher loads carried by an extra heavy combination, and this way take into account their improved energy efficiency.

(Text with EEA relevance)

~~AMENDMENT~~

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,

~~The Committee on Industry, Research and Energy calls on the Committee on the Environment, Public Health and Food Safety, as the committee responsible, to take the following into account:~~

Having regard to the Treaty on the Functioning of the European Union, and in particular Article 192(1) thereof,

~~Amendment 1~~

Having regard to the proposal from the European Commission,

~~Proposal for a regulation~~

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

~~Recital 4~~

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

~~Text proposed by the Commission~~

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

~~Amendment~~

Acting in accordance with the ordinary legislative procedure,

(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council11 , the Union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. That Regulation also establishes a binding Union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55 % below 1990 levels by 2030.

Whereas:

(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council11 , the Union has enshrined in legislation the target of economy-wide climate neutrality as soon as possible and by 2050 at the latest, and the aim to achieve negative emissions thereafter. That Regulation also establishes a binding Union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55 % below 1990 levels by 2030. That Regulation also establishes that the Commission should endeavour to align all future legislative and budgetary proposals with the objectives and targets set out in that Regulation and, in any case of non-alignment, provide the reasons as part of the impact assessment accompanying those proposals.

(1) Tackling climate and environmental-related challenges and reaching the objectives of the Paris Agreement, adopted in December 2015 under the United Nations Framework Convention on Climate Change (UNFCCC), are at the core of the Commission Communication on the “European Green Deal” ▌. The necessity and value of the European Green Deal have only grown in light of the very severe effects of the COVID-19 pandemic on the health and economic well-being of the Union’s citizens and of the Russian military aggression against Ukraine.

~~__________________~~

(2) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the Union by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, that transition affects women and men differently and has a particular impact on some disadvantaged and vulnerable groups, such as low-income households and persons, older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.

~~__________________~~

(3) Following the adoption of all the essential elements of the ‘Fit for 55’ legislative package, in October 2023 the Union submitted an updated nationally determined contribution (NDC) of the EU and its member states to the United Nations Framework Convention on Climate Change (UNFCCC), confirming that the EU will cut its net GHG emissions by at least 55% by 2030 compared to 1990 levels.

11 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1).

(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council, the Union has enshrined the target of economy-wide climate neutrality within the Union at the latest by 2050 and the aim of achieving negative emissions thereafter in a Union legislative act. Moreover, that Regulation ▌establishes a binding Union target of a domestic reduction of net greenhouse gas emissions (emissions after deduction of removals) of at least 55 % below 1990 levels by 2030. It also sets the framework for the establishment of intermediate Union climate targets and for the publication of the projected indicative Union greenhouse gas budget for the 2030-2050 period.

(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector. The Commission Sustainable and Smart Mobility Strategy sets out a roadmap for a sustainable and smart future for European transport, with an action plan towards an objective to deliver a 90 % reduction in emissions from the transport sector by 2050. Heavy-duty vehicles are currently responsible for more than a quarter of greenhouse gas emissions from road transport in the Union and for over 6% of Union's total greenhouse gas emissions.

~~Amendment 2~~

(6) The “Fit for 55” legislative package, proposed by the ▌Commission in 2021, aims to implement the 2030 greenhouse gas emissions reduction target. It covers a range of policy areas. The revision of Regulation (EU) 2019/1242 of the European Parliament and of the Council is an integral part of that legislative package.

~~Proposal for a regulation~~

(7) In its communication of 18 May 2022, entitled “REPowerEU Plan”, the Commission outlined a plan to make the Union independent from Russian fossil fuels well before the end of this decade. The Communication highlights the importance, among others, of further increasing the efficiency of and reducing fossil fuel consumption in the transport sector, where electrification can be combined with the use of fossil-free hydrogen to replace fossil fuels.

~~Recital 5~~

(8) In order to contribute to the reduction in net greenhouse gas emissions of at least 55 % below 1990 levels by 2030 and in conformity with the energy efficiency first principle, it is necessary to strengthen the CO2 emissions reduction requirements for heavy-duty vehicles set out in Regulation (EU) 2019/1242 ▌. A clear pathway also needs to be set for further emission reductions beyond 2030 for the heavy-duty sector to contribute to achieving the climate neutrality objective by 2050.

~~Text proposed by the Commission~~

(9) The strengthened CO2 emissions reduction requirements should incentivise an increasing share of zero-emission heavy-duty vehicles being deployed on the Union market whilst providing benefits to users and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain and the associated high-quality jobs can be maintained. Zero-emission heavy-duty vehicles currently include battery electric vehicles, fuel-cell and other hydrogen-powered vehicles, and technological innovation continues.

~~Amendment~~

(10) ▌New strengthened CO2 emissions reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission heavy-duty vehicles on the Union market, stimulate innovation in zero-emission technologies in a cost-efficient way, give the necessary signal to accelerate the deployment of charging and refuelling infrastructure across the Union, ensure the long-term competitiveness of the Union industry on a global market, and contribute to reduce the running costs for transport companies, while ensuring the Union fulfils its climate and air pollution objectives.

~~(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector.~~

(10a) Air pollution is a particularly acute problem in cities, affecting the health of millions of European citizens. Transport is one of the main sources of air pollution in cities. The accelerated roll-out of zero-emission vehicles, through strengthened CO2 emission reduction requirements, will contribute to alleviating the urban air pollution problem.

(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector, which is the only sector in the Union in which emissions have been increasing since the 1990s. Heavy duty transport in particular represents more than a quarter of greenhouse gas emissions from road transport in the EU and over 6% of total EU greenhouse gas emissions.

(11) The Commission Communication of 5 May 2021, entitled “Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery” aims to achieve the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The transition pathway pays particular attention to small and medium-sized enterprises in the automotive supply chain, and to the consultation of social partners including by Member States. It also builds on the European Skills Agenda with initiatives such as the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions, and builds on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at ▌European and national level to boost the affordability of zero-emission vehicles are also being addressed in the transition pathway. This could, for example, include the possibility for Member States to use the Social Climate Fund established by Regulation (EU) 2023/955 of the European Parliament and of the Council (the “Social Climate Fund”) to assist micro-enterprises in ▌purchasing ▌zero-emission trucks and lorries. Particular attention should be also given to the impact that this transition will have on SMEs along the supply chain.

~~Amendment 3~~

The Commission Communication of 1 February 2023, entitled “A Green Deal Industrial Plan for the Net-Zero Age” aims to enhance the competitiveness of Europe’s net-zero industry and to support the fast transition to climate neutrality. That plan aims to provide a more supportive environment for the scaling up of the Union’s manufacturing capacity for the net-zero technologies and products required to meet the Union’s ambitious climate targets.

~~Proposal for a regulation~~

Access to training and reskilling in numerous sectors that need to undergo fundamental changes, including the heavy-duty vehicles and the refuelling and recharging sectors, is crucial for a socially just and effective transition. Investments in the skills needed for an effective transition are a collective responsibility. Employees and jobseekers should have access to reskilling and upskilling opportunities, and should be supported to participate in these learning activities. Member States are encouraged to ramp up investments in re- and upskilling and map out and analyse the predicted changes in the job market.

~~Recital 8~~

(12) Together with initiatives to accelerate a modal shift towards more sustainable transport modes, the strengthening of the CO2 emission reduction requirements for heavy-duty vehicles and the rolling-out of the necessary recharging and refuelling infrastructure will play a key role in reducing the emissions of the heavy-duty vehicles sector. The Union fleet-wide CO2 emissions reduction targets laid out in this Regulation are complemented by the recharging and refuelling infrastructure requirements set out in Regulation (EU) 2023/…of the European Parliament and of the Council on the deployment of alternative fuel infrastructure.

~~Text proposed by the Commission~~

EU funding plays an important role in the infrastructure rollout at national level.

~~Amendment~~

The deployment of recharging infrastructure for heavy-duty electric vehicles is equally important in private locations that are not accessible to public, such as in private depots and at logistics centres to ensure overnight and destination charging. Public authorities should consider taking measures in the context of setting up their revised national policy frameworks to ensure that appropriate infrastructure is provided for overnight and destination charging for heavy-duty electric vehicles.

(8) In order to contribute to the reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 and in conformity with the energy efficiency first principle, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/1242 for heavy-duty vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050.

It is also appropriate to consider the impact of this Regulation on the possibility for EU registered new heavy-duty vehicles to operate outside the Union in view of possible infrastructural constraints in third countries.

(12a) The Sustainable Transport Forum was set up by the European Commission in 2015, following the adoption of Directive 2014/94/EU on the deployment of alternative fuels infrastructure. The Forum assists the Commission in implementing the Union’s activities and programmes aimed at fostering the deployment of sustainable alternative fuels infrastructure. Following the adoption of this Regulation, the Commission should ensure that the Forum supports the effective and cost-efficient roll-out of the recharging and refuelling infrastructure needed to meet the strengthened CO2 emission reduction requirements for heavy-duty vehicles, and that it informs the review referred to in Article 24(2) of Regulation (EU) 2023/1804 on the deployment of alternative fuels infrastructure, so that the targets set out in that Regulation are aligned with the ambition of this Regulation.

~~Amendment 4~~

(13) The transition to climate neutrality requires significant investment in the electricity grid including enhanced capacity, resilience and storage, as well as additional connections. In view of the CO2 emissions reduction targets for heavy-duty vehicles for the year 2030 established under this Regulation, the share of zero-emission heavy-duty vehicles in the total fleet of heavy-duty vehicles circulating on the road and electricity consumption in the sector will remain limited. Therefore the related impact on the electricity grid will remain limited as well.

~~Proposal for a regulation~~

(13a) While the strengthened CO2 reduction targets will accelerate the uptake of zero-emission vehicles, a significant part of the stock of heavy-duty vehicles on the roads will remain internal combustion engine vehicles. In order for this part of the fleet to contribute to the achievement of the Union’s climate targets, further innovation and an accelerated uptake of sustainable renewable fuels is essential. Existing Union policies and legal instruments, in particular the Renewable Energy Directive and the EU Emission Trading System, will promote the decarbonisation of transport fuels, with the aim of phasing out fossil fuels. The Commission should further develop a coherent framework of incentives for advanced biofuels and biogas and renewable fuels of non-biological origin. That framework should address barriers to the uptake and supply in a comprehensive way, taking into account the demand across economic sectors, in the context of the overall efforts to reach the Union's climate targets. Building on the objectives for biomethane in the RePowerEU plan, the Commission should also address how the scale-up of the production of biomethane in the Union can contribute to the decarbonisation of the economy including the transport sector.

~~Recital 8 a (new)~~

(13b) Following consultation with stakeholders, the Commission will, within a year from entry into force of this regulation, assess the role of a methodology for registering HDV exclusively running on CO2 neutral fuels, in conformity with Union law and with Union climate neutrality objective;

~~Text proposed by the Commission~~

(14) Manufacturers should be provided with sufficient flexibility in adapting their heavy-duty vehicle fleets over time in order to manage the transition towards zero-emission heavy-duty vehicles in a cost-efficient manner. It is therefore appropriate to maintain the approach of strengthening target levels in five-year steps.

~~Amendment~~

(15) Due to the heterogeneous structure of the entire truck fleet, it is not possible to fully predict whether ▌ technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice for all niche uses. This could include vehicles ▌for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. Such vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. The review should assess the possibility of applying measures to reduce CO2 emissions from such vehicles.

(8 a) Strengthening CO2 emission reduction requirements for heavy-duty vehicles and rolling-out the necessary recharging and refuelling infrastructure will play a key role in reducing the emissions of the entire heavy-duty vehicles fleet, but it should also be complemented by other initiatives aiming at accelerating a modal shift from road to rail and increasing rail freight.

▌

~~Amendment 5~~

(16a) For their public procurement procedures covered by article 3c, contracting authorities and contracting entities are strongly encouraged to use an award criterion or a technical specification that relates to the proportion of the products of tenders originating from non-GPA countries that have not concluded a free trade agreement including rules on public procurement with the Union. Such criteria will play an important role in fostering the supply of zero emission buses by the European industry, ensure sustainable and resilient supply chains for urban buses as well as reinforce security of supply within the Union.

~~Proposal for a regulation~~

(16b) Contracting authorities and contracting entities are encouraged to use an environmental sustainability criterion as awared or technical specification criterion for their public procurement procedures covered by article 3c. Without prejudice to Union legislation applicable to a specific technology, including under the [Ecodesign Regulation (EU) 2024/… of the European Parliament and of the Council of … establishing a framework for setting ecodesign requirements for sustainable products and repealing Directive 2009/125/EC] and Regulation (EU) 2023/1542 of the European Parliament and of the Council of 12 July 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC, and unless otherwise indicated therein, when evaluating the environmental sustainability of urban buses procured on the basis of this Regulation, contracting authorities and contracting entities may take into account various elements with an impact on the climate and the environment. These may include, for instance, the durability and reliability of the solution; the ease of repair and maintenance; the ease and quality of recycling; the use of substances; the consumption of energy, water and other resources in one or more life cycle stages of the product; the incorporation of used components; the environmental footprint of the product and its life cycle environmental impacts; the amounts of waste generated.

~~Recital 9 a (new)~~

(17) With the stricter Union fleet-wide CO2 emissions reduction targets from 2030 onwards, manufacturers are to deploy significantly more zero-emission heavy-duty vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission heavy-duty vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/1242. The ZLEV incentive mechanism should therefore be removed as from 2030.

~~Text proposed by the Commission~~

(18) The possibility to assign the revenues from the excess CO2 emissions premiums to a specific fund or a relevant programme has been evaluated as required pursuant to Article 15(4) of Regulation (EU) 2019/1242, with the conclusion that this would significantly increase the administrative burden, without directly benefitting the automotive sector in its transition. Revenues from the excess CO2 emissions premiums should therefore continue to be considered as revenue for the general budget of the European Union in accordance with Article 8(4) of Regulation (EU) 2019/1242.

~~Amendment~~

(19) The subject matter of Regulation (EU) 2019/1242 should be enlarged to also cover the monitoring and reporting obligations which are integrated into Regulation (EU) 2019/1242 by means of this Regulation.

(9 a) Battery electric, fuel-cell and other hydrogen-powered vehicles have a strong potential to decarbonise certain segments of the heavy duty transport sector and their development should be encouraged.

(20) Regulation (EU) 2019/1242 should be amended in order to cover the same scope as Regulation (EU) 2018/956 of the European Parliament and of the Council.

~~Amendment 6~~

(21) For heavy-duty vehicles that are not in the scope of the automotive type-approval legislation of the Union, such as agricultural and forestry tractors, heavy-duty vehicles designed and constructed for the use by national defence, including armed forces, and track-laying vehicles, the CO2 emissions are not determined and therefore those heavy-duty vehicles are not required to meet the CO2 emissions reduction targets set in this Regulation.

~~Proposal for a regulation~~

Heavy-duty vehicles that are designed and constructed or adapted for use by civil protection services, fire services and forces responsible for maintaining public order ▌ or urgent medical care services, and that are voluntarily type-approved should also be exempted from the obligation to meet the CO2 emissions reduction targets set in this Regulation in order not to create an incentive to no longer voluntarily type-approve such heavy-duty vehicles ▌, which would have negative safety and environmental implications, unless the manufacturer asks for those heavy-duty vehicles to be included.

~~Recital 10~~

Member States should also be entitled to exempt from the obligation to meet the CO2 emissions reduction targets set in this Regulation heavy-duty vehicles, not specifically designed, but registered, for use by civil protection services, fire services, forces responsible for maintaining the public order ▌or urgent medical care services, such as normal coaches used for the transport of police or army forces, by confirming that such exemption is in the public interest. Member States should also be entitled to exempt vehicles registered for the armed services from all provisions set in this Regulation.

~~Text proposed by the Commission~~

As for certain heavy-duty vehicle groups ▌which are type-approved, but for which CO2 emissions reduction are not determined yet for technical reasons, those heavy-duty vehicles are not required to meet the CO2 emissions reduction targets set in this Regulation. Those are, for example, special purpose vehicles, such as mobile cranes, carriers of hydraulic multi-equipment or exceptional load transport vehicles, off-road vehicles, such as certain heavy-duty vehicles used for mining, forestry and agricultural purposes, as well as other heavy-duty vehicles with non-standard axle configurations such as heavy-duty vehicles with more than 4 axles or more than 2 driven axles, small buses with a technically permissible maximum laden mass (TPMLM) ≤ 7,5 tonnes, and small lorries with a TPMLM ≤ 5 tonnes. The Commission should investigate the appropriateness of the determination of CO2 emissions of small lorries with a TPMLM ≤ 5 tonnes according to the provisions of Regulation 2017/2400 (VECTO simulations), also in consideration of Regulation 2017/1151.

~~Amendment~~

(22) Certain definitions should be introduced in order to harmonise the terminology of Regulation (EU) 2019/1242 with that of the vehicle type-approval legislation of the Union, in particular Regulation (EU) 2018/858 of the European Parliament and of the Council and Commission Regulation (EU) 2017/2400.

(23) For the purposes of the newly introduced transfer of heavy-duty vehicles between manufacturers and of establishing an exemption for manufacturers producing only few heavy-duty vehicles, a definition of the term of ‘group of connected entities’ should be added to Regulation (EU) 2019/1242, in substance following the terminology used in Regulation (EU) 2019/631 of the European Parliament and of the Council for light-duty vehicles.

(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and should be consistent with the availability of enabling conditions, namely sufficiently dense network of alternative fuels infrastructure, with the aim of promoting, innovation in zero-emission technologies in a cost-efficient way. This should ensure that European companies maintain a leading position on the global market, and contribute to reduce the running costs for transport companies, while ensuring the Union fulfil its climate and air pollution objectives.

(24) For defining the obligations of individual manufacturers, Union fleet-wide CO2 emissions reduction targets for the new heavy-duty vehicle fleet should be translated into specific emissions reduction targets for vehicle subgroups that should be defined by the technical characteristics of the heavy-duty vehicles they comprise.

~~Amendment 7~~

(25) Since the CO2 emissions related to trailers have a strong impact on the overall CO2 emissions and energy consumption of heavy-duty motor vehicles, respective CO2 emissions reduction targets should also be set for trailers.

~~Proposal for a regulation~~

(25a) CO2 emissions from vocational vehicles, such as garbage trucks, tipper trucks or concrete mixer trucks, are already certified under VECTO, monitored and reported by vehicle manufacturers and Member States. CO2 emissions from vocational vehicles represent around 2% of heavy-duty vehicles emissions and around 4% of sales. As they mostly operate in cities, vocational vehicles also impact urban air quality. CO2 emissions reduction targets should therefore also apply to those vehicles as follows. Until 2029 they should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. For the period 2030-2034 only zero-emission vocational vehicles should be accounted for these calculations and from 2035, all vocational vehicles should be accounted for these calculations.

~~Recital 10 a (new)~~

(25b) In order to facilitate the development and enable the widespread use of trailers equipped with CO2 emission reduction technology, it is imperative to promptly update and expand the approval framework for such technologies, in particular for electrified trailers, by adapting the Regulation (EU) 2018/858 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles.

~~Text proposed by the Commission~~

(26) In 2022, zero-emission buses already represented around a quarter of all buses sold in the Union, with some Member States reaching much higher shares. Due to the technical readiness of the sub-sector and the need to improve air quality in cities, a mandatory minimum share of new zero-emission urban buses should be set.

~~Amendment~~

(27) A mandatory minimum share of zero-emission urban buses should reflect the societal need for affordable public transport, including in rural areas. The increased supply of zero-emission urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of zero-emission urban buses, reflecting fossil fuel savings resulting from the operation of such urban buses. Joint procurement of urban buses building on the Clean Bus Platform can bring down the purchasing cost of such buses further ▌, and the ▌ Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. Finally, regional and long-distance buses and coaches, including for transport in rural areas, remain subject to the CO2 emissions reduction targets for heavy-duty vehicles. Support from the Social Climate Fund could address the specific needs of rural areas and prevent transport poverty, as defined in Article 2(2) of Regulation (EU) 2023/955, by securing access to affordable public transport.

(10 a) Exposure to air pollution, including from road transport, heavily affects urban population in the Union, and is associated with premature death. By accelerating the roll-out of zero-emission and low-emission vehicles, strengthened CO2 emission reduction requirements will also contribute to reducing air pollution from road transport.

The Commission should also consider further appropriate measures to increase the demand of zero emission vehicles by public authorities, to support the achievement of the Union’s climate neutrality objective.

~~Amendment 8~~

▌

~~Proposal for a regulation~~

(29) As commercial rather than legal entities should be considered for compliance, economically connected manufacturers should, within certain limits, be allowed to transfer heavy-duty vehicles between them for the purposes of accounting those heavy-duty vehicles under Regulation (EU) 2019/1242.

~~Recital 11 – paragraph 1~~

(30) Furthermore, in order to strengthen the development of new zero-emission technologies in specialised small- and medium-sized companies, it should also be possible to transfer zero-emission heavy-duty vehicles between non-connected entities.

~~Text proposed by the Commission~~

(30a) Retrofitting to zero-emission vehicles consists in converting an internal combustion engine or vehicle into a zero-emission one. It has environmental benefits stemming from the avoided production of new parts and associated material use. It also has economic benefits, associated with enhanced vehicle affordability and job creation potential. The market uptake of heavy-duty vehicles retrofitted to zero-emission vehicles is however hampered by the lack of harmonised technical and administrative rules for their approval . The Commission should therefore consider the need for possible initiatives to promote the development of such harmonised rules.

~~Amendment~~

(30b) Measures to increase the share of zero-emission heavy-duty vehicles owned or leased by large fleet operators would help increase the sales of zero-emission heavy-duty vehicles and accelerate the transition towards zero-emission road transport. Therefore, the Commission should analyse the potential need and impact of initiatives to increase the share of zero-emission heavy-duty motor vehicles owned or leased by large fleet operators.

The updated New Industrial Strategy14 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway takes particular heed of small and medium-sized enterprizes in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions and on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at the European and national level to boost the affordability of zero-emission vehicles are also being addressed in the pathway. This could, for example, include the possibility for Member States to use the proposed Social Climate Fund to assist micro-enterprises in the purchasing of zero-emission trucks and lorries.

(31) In order to avoid disproportionally high ▌compliance costs and in order to reduce the administrative burden, manufacturers that produce few heavy-duty vehicles fulfilling certain legal requirements should be exempt from the obligation to comply with CO2 emissions reduction targets. As they are required to comply with the reporting obligations of Regulation (EU) 2019/1242, there is an appropriate control mechanism for those manufacturers.

(32) The existing system of multi-annual emission credits and emission debts should be extended to 2039 as CO2 emissions reduction targets continue to be strengthened beyond 2030 until 2040 and require forward-looking technical developments of manufacturers during that period. Nevertheless, manufacturers should clear all remaining emission debts in the years 2029, 2034 and 2039. Emission credits that are not used within 7 years after they have been acquired should automatically expire.

~~__________________~~

(33) Regulation (EU) 2019/1242 should clearly stipulate for each vehicle category who is the manufacturer to whom a heavy-duty vehicle should be attributed, thereby specifically taking account of the different constellations for heavy-duty vehicles of category M.

~~__________________~~

(34) The rules on the verification of the monitoring data should also cover the potential ex post correction of errors in such reported data and how the Commission should handle such corrections for implementing the Union fleet-wide CO2 emissions reduction targets.

~~14 Commission Communication on Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021.~~

(35) The assessment of the reference CO2 emissions should be amended to also cover the vehicle subgroups newly included in the scope of Regulation 2019/1242.

~~14 Commission Communication on Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021.~~

(36) Monitoring and reporting by manufacturers and Member States is an essential precondition for the implementation of Regulation (EU) 2019/1242. Incorporating Regulation (EU) 2018/956 into Regulation (EU) 2019/1242 should produce synergies and allow for interpretation of the provisions taking into account the objectives of both Regulations.

~~Amendment 9~~

(37) When incorporating monitoring and reporting provisions of Regulation (EU) 2018/956 into Regulation (EU) 2019/1242, the opportunity should be seized to slightly amend those provisions in light of the experience gained from the first two reporting cycles under Regulation (EU) 2018/956.

~~Proposal for a regulation~~

(38) Taking account of the fact that the determination of CO2 emissions will no longer be carried out by manufacturers alone, the obligation to report CO2 emissions and other technical data of the heavy-duty vehicles should be extended beyond manufacturers to those entities which perform the determination of the heavy-duty vehicles under Regulation (EU) 2017/2400 and Commission Implementing Regulation (EU) 2022/1362. The data to be reported should comprise the manufacturer’s record file.

~~Recital 12~~

(39) The Commission should be allowed to take into account technical progress, the evolution of freight transport logistics, such as especially heavy vehicle combinations used in some Member States, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, to ensure that the data requirements and the monitoring and reporting procedure remain relevant over time for assessing the heavy-duty vehicle fleet’s contribution to CO2 emissions reduction targets, to ensure the availability of data on new and advanced CO2 reducing technologies and on the results of on-road verification tests, to ensure that the air drag value ranges remain relevant for information and comparability purposes, and to supplement the provisions on administrative fines.

~~Text proposed by the Commission~~

(40) For those reasons, 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 in respect of amending the criteria defining vehicles sub-groups including adding a sub-group for Extra Heavy Combination (EHC) lorry, defining vocational vehicles, for the operational ranges of different powertrain technologies, the list and weight of mission profiles, the payloads, passenger numbers, passenger masses, technically permissible maximum payloads, technically permissible maximum passenger number and cargo volumes of vehicle sub-groups and annual mileages values, amending the data requirements and the monitoring and reporting procedure laid down in the Annexes to this Regulation, in respect of specifying the data to be reported by the Member States for the monitoring of the results of on-road verification tests, of amending the air drag value ranges, and of defining the criteria, the calculation and the method of collection of administrative fines imposed on manufacturers. 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.

~~Amendment~~

(41) Regulation (EU) 2018/956 should be repealed with transitional provisions allowing the reporting period that is ongoing at the moment of entry into force of this Regulation be concluded under the rules applicable at the beginning of that reporting period, including all after-processing of the data collected. Accordingly, this Regulation should be applied from the beginning of the following reporting period.

(12) The Union fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16 .

(41a) Since the objectives of this Regulation, namely to promote reductions of greenhouse gas emissions in a cost-effective and economically efficient way in a manner commensurate with the economy-wide net greenhouse gas emission reduction target for 2030 through amended Union fleet-wide CO2 emissions reduction targets for heavy-duty vehicles, cannot be sufficiently achieved by the Member States but can rather, by reason of scale and effects, 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.

(12) Several Member States have already announced they will go beyond those minimum requirements, and several European truck manufacturers have created joint ventures to install and operate public charging networks across Europe. This regulation will also encourage further investment in recharging infrastructure by providing certainty for investors that there will be an increase in demand. Member States should also be encouraged to include in their revised national policy frameworks measures to support the deployment of recharging and refuelling infrastructure in depots, logistic centres and warehouses. All those initiatives will contribute to the necessary roll-out of recharging and refuelling infrastructure 16 .

(42) Regulation (EU) 2019/1242 should therefore be amended accordingly,

~~__________________~~

HAVE ADOPTED THIS REGULATION:

~~__________________~~

Article 1

16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.

Amendments to Regulation (EU) 2019/1242

Regulation (EU) 2019/1242 is amended as follows:

~~Amendment 10~~

(1) Article 1 is replaced by the following:

~~Proposal for a regulation~~

‘Article 1

~~Recital 12 a (new)~~

Subject matter and objective

~~Text proposed by the Commission~~

1. This Regulation sets CO2 emissions performance standards for new heavy-duty vehicles. Those standards contribute to achieving the Union’s climate-neutrality objective and the intermediate Union climate targets as laid down in Regulation (EU) 2021/1119, Member State’s targets of reducing their greenhouse gas emissions, as laid down in Regulation (EU) 2023/857, to the objectives of the Paris Agreement and to ensuring the proper functioning of the internal market.

~~Amendment~~

2. This Regulation also lays down ▌requirements for the reporting of CO2 emissions from and fuel consumption of new heavy-duty vehicles registered in the Union.’;

(12 a) Furthermore the deployment of recharging and refuelling infrastructure is equally important in private locations, such as in private depots and at logistic centres to ensure overnight and destination charging. It is imperative that no European region is left behind and that regional disparities in the deployment of alternative fuels infrastructure are duly addressed, particularly in less developed regions or regions with specific needs and circumstances, such as rural and sparsely populated, remote and outermost, island and mountainous regions. This public and private network of recharging and refuelling stations is an enabling condition for manufacturers to be able to reach the CO2 reduction targets.

(2) Article 2 is amended as follows:

~~Amendment 11~~

(a) paragraph 1 is replaced by the following:

~~Proposal for a regulation~~

‘1. This Regulation shall apply to new heavy-duty vehicles, which have either been type-approved or approved individually under Regulation (EU) 2018/858 or which are referred to in Article 2(3) of that Regulation, and that belong to any of the following vehicle categories:

~~Recital 12 b (new)~~

(a) M2 and M3;

~~Text proposed by the Commission~~

(b) N1, N2 and N3, provided that the vehicles do not fall under Regulation (EU) 2019/631 ▌;

~~Amendment~~

(12 b) To compete on a global scale, the European Industry must be ready to face the challenges and to provide the proper infrastructure. For these reasons, a widely available and reliable network of public charging points is required to support the ever-increasing number of electric vehicles on the road.

For the purposes of this Regulation, the vehicles referred to in the first subparagraph shall be referred to as heavy-duty vehicles. Vehicles falling under point (a) or (b) of the first subparagraph shall be referred to as heavy-duty motor vehicles.

~~Amendment 12~~

The vehicle categories referred to in this Regulation refer to the vehicle categories as defined in Article 4 of Regulation (EU) 2018/858 and in Annex I thereto.’;

~~Proposal for a regulation~~

(b) paragraph 2 is amended as follows:

~~Recital 12 c (new)~~

(i) the first subparagraph is replaced by the following:

~~Text proposed by the Commission~~

‘2. For the purposes of this Regulation, heavy-duty vehicles referred to in paragraph 1 shall ▌be considered as new heavy-duty vehicles in a given reporting period, if they are registered in the Union for the first time in that reporting period and have not been previously registered outside the Union.’;

~~Amendment~~

(ii) the following subparagraph is added:

(12 c) While more ambitious CO2 standards are necessary to increase the uptake of zero and low emissions vehicles by addressing the supply side, they must be complemented by additional enabling conditions on the demand side for more fuel-efficient vehicles, in particular effective carbon pricing measures.

‘Paragraph 1 shall not apply to heavy-duty vehicles first registered for a period not exceeding one month and registered for the sole purpose of transition to a country outside of the Union.’;

~~Amendment 13~~

▌

~~Proposal for a regulation~~

(3) Article 3 is amended as follows:

~~Recital 13~~

(a) point (1) is replaced by the following:

~~Text proposed by the Commission~~

‘(1) ‘reference CO2 emissions’ means the average of the specific CO2 emissions in the reference period of all new heavy-duty vehicles in each of the vehicle sub-groups, determined in accordance with point 3 of Annex I;’;

~~Amendment~~

(b) the following points ▌are inserted:

(13) The transition to climate neutrality requires significant investments in the electricity grids including enhanced capacity, resilience and storage, as well as additional connections. Concerning the heavy-duty vehicles, with the target levels proposed in Article 3a for the year 2030 the share of zero emission vehicles in the total fleet of vehicles circulating on the road as well as the electricity consumption in the sector will remain limited. Therefore the related impact on the electricity grid will remain limited as well.

‘(3a) ▌’reporting period’ means the period from 1 July of a given year ▌to 30 June of the following year;

(13) The deployment of battery electric, fuel-cell and other hydrogen-powered vehicles will undoubtedly require significant investments in the electricity grids including enhanced capacity, resilience and storage, as well as additional connections and behaviour adaptation so that peak demand hours are addressed without risks on security of supply.

(3b) ‘reference period’ means the reporting period of a certain year with respect to which the regulatory CO2 emissions reduction obligations for a certain vehicle sub-group are specified under this Regulation;’;

~~Amendment 14~~

~~Proposal for a regulation~~

‘(5) ‘specific CO2 emissions target’ means the CO2 emissions target of an individual manufacturer determined annually for the preceding reporting period in accordance with point 4 of Annex I;’;

~~Recital 14 a (new)~~

(d) point (9) is replaced by the following:

~~Text proposed by the Commission~~

‘(9) ‘vocational vehicle’ means a heavy-duty vehicle intended to be used for specific duties, which according to the information in its certificate of conformity, as reported by Member States, fulfills the criteria laid out in point 1.2. of Annex I;’;

~~Amendment~~

(e) point (10) is replaced by the following:

(14 a) Access to training and reskilling in numerous sectors, including the heavy-duty vehicles sector that needs to undergo fundamental changes, is crucial for a socially just transition. The heavy-duty vehicles industry needs to make sure employees have access to reskilling opportunities, and are encouraged to take these, at no cost of their own. To ensure a fair and effective transition, mapping and analysing the predicted changes to the job market of the heavy duty vehicles industry is crucial.

‘(10) ‘manufacturer’ means the person or body to which the vehicles registered in a given period have been attributed in accordance with Article 7a;’;

~~Amendment 15~~

(f) the following point is inserted:

~~Proposal for a regulation~~

‘(10a) ‘reporter’ means an entity which is responsible for the reporting of data to the Commission;

~~Recital 15~~

▌

~~Text proposed by the Commission~~

(g) point (11) is replaced by the following:

~~Amendment~~

‘(11) ‘zero-emission heavy-duty vehicle’ means the following vehicles:

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy-duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur.

(a) a heavy-duty motor vehicle without an internal combustion engine, or with an internal combustion engine that emits not more than 3gCO2/(t.km) or 1gCO2/(p.km) as determined in accordance with Article 9 of Regulation (EU) 2017/2400;

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This includes uses such as long-haul heavy-duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. Also due the national safety reasons and possible use of civil evacuations, coaches must be available. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur.

(b) a heavy-duty motor vehicle without an internal combustion engine or with an internal combustion engine emitting not more than 1 g/kWh of CO2 as determined in accordance with Regulation (EC) No 595/2009 and its implementing measures or emitting not more than 1 g/km of CO2 as determined in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council and its implementing measures provided that no CO2 emissions have been determined pursuant to Regulation (EU) 2017/2400;

~~Amendment 16~~

(c) a trailer equipped with a device that actively supports its propulsion and has no internal combustion engine or has an internal combustion engine emitting less than 1 g CO2/kWh as determined in accordance with Regulation (EC) No 595/2009 ▌and its implementing measures or in accordance with UNECE Regulation (EC) No 49.’;

~~Proposal for a regulation~~

(h) point (12) is replaced by the following:

~~Recital 15 a (new)~~

‘(12) ‘low-emission heavy-duty vehicle’ means a heavy-duty vehicle, other than a zero-emission heavy-duty vehicle, with specific CO₂ emissions of less than half of the reference CO₂ emissions of all vehicles in the vehicle sub-group to which the heavy-duty vehicle belongs, as determined in accordance with point 2.3.4 of Annex I;’;

~~Text proposed by the Commission~~

(i) the following points ▌are added:

~~Amendment~~

‘(15) ‘primary vehicle’ means a primary vehicle as defined in Article 3, point (22), of Regulation (EU) 2017/2400;

(15 a) European Union has to continue to accelerate the reduction of CO2 emissions and achieve reduction in emissions in every sector, every year. To reach the ambitious targets of this regulation, also biofuels and renewable fuels of non-biological origins (RFNBO) such as hydrogen derivatives, need to play an important role in the transition. To pave the way for electric or hydrogen zero emission vehicles and to create a steady clear regulation for market demand, it is important to set the ambitious goal of 90 per cent for 2040, as currently only 1-2% of heavy-duty trucks sold are battery electric vehicles.

(16) ‘primary vehicle of a heavy-duty vehicle’ means a primary vehicle ▌, for the simulation of which a generic body is allocated that corresponds to the actual body of the heavy-duty vehicle with regard to its floor (low/high) deck (single/double) configurations and any other parameters as applicable;

~~Amendment 17~~

(17) ‘completed vehicle’ means a completed vehicle as defined in Article 3, point (26), of Regulation (EU) 2018/858;

~~Proposal for a regulation~~

(18) ‘complete vehicle’ means a complete vehicle as defined in Article 3, point (27), of Regulation (EU) 2018/858;

~~Recital 15 b (new)~~

(19) ‘off-road vehicle’ means an off-road vehicle as defined in Part A, point 2.1., of Annex I to Regulation (EU) 2018/858;

~~Text proposed by the Commission~~

(20) ‘special purpose vehicle’ means a special purpose vehicle as defined in Article 3, point (31), of Regulation (EU) 2018/858;

~~Amendment~~

(21) ‘off road special purpose vehicle’ means an off road special purpose vehicle as specified in Part A, point 2.3.1., of Annex I to Regulation (EU) 2018/858;

(15 b) Following consultation with stakeholders, the Commission should publish a report for registering heavy-duty vehicles running exclusively on renewable fuels for compliance purposes in conformity with EU law and with the Union’s climate neutrality objective. The Commission should submit that report, including where appropriate proposals for follow-up measures, such as legislative proposals, to the European Parliament and the Council.

(22) ‘certificate of conformity’ means a certificate of conformity as defined in Article 3, point (5), of Regulation (EU) 2018/858;

~~Amendment 18~~

(23) ‘public contract’, in the context of public procurement procedures and unless otherwise specified, means a public contract as defined in Article 2(1), point (5) of Directive 2014/24/EU, ‘contracts’ as defined in Article 2, point (1) of Directive 2014/25/EU, and ‘concessions’ as defined in Article 5, point (1) of Directive 2014/23/EU’;

~~Proposal for a regulation~~

23b. ‘Extra Heavy Combination lorry’ or ‘EHC lorry’ means a category N3 vehicle suitable for usage in a vehicle combination and meeting all the following design and construction criteria:

~~Recital 21 – paragraph 1 a (new)~~

(a) having three axles or more;

~~Text proposed by the Commission~~

(b) with an engine rated power of at least 400 kW;

~~Amendment~~

Trucks of all the largest combinations exceeding 70 tonnes are typically used for long-haul distances and need to be classified in a specific sub-group, as their CO2 emission calculation needs to be adjusted to their specific characteristic, to take into account their actual payload and correct driving cycle.

(j) the following paragraph is added:

~~Amendment 19~~

‘For the purposes of this Regulation, ‘a group of connected manufacturers’ means a manufacturer and its connected undertakings.

~~Proposal for a regulation~~

‘Connected undertaking’ means:

~~Recital 21 – paragraph 4~~

(a) undertakings in which the manufacturer has, directly or indirectly:

~~Text proposed by the Commission~~

(i) the power to exercise more than half the voting rights; ▌

~~Amendment~~

(ii) the power to appoint more than half the members of the supervisory board, board of management or bodies legally representing the undertaking; or

As for certain vehicle groups, which are type-approved, CO2 emissions are not determined yet for technical reasons, these vehicles do not have to meet the CO2 targets set by this Regulation. These are for example special purpose vehicles, such as mobile cranes, carriers of hydraulic multi-equipment or exceptional load transport vehicles, off-road vehicles, such as certain vehicles used for mining, forestry and agricultural purposes, as well as other vehicles with non-standard axle configurations such as vehicles with more than 4 axles or more than 2 driven axles, small buses with a maximum mass lower than 7,5 t, and small lorries with a maximum mass lower than 5t.

(iii) the right to manage the undertaking’s affairs;

As for certain vehicle groups, which are type-approved, CO2 emissions are not determined yet for technical reasons, these vehicles do not have to meet the CO2 targets set by this Regulation. These are for example special purpose vehicles, such as mobile cranes, carriers of hydraulic multi-equipment or exceptional load transport vehicles, off-road vehicles, such as certain vehicles used for mining, forestry and agricultural purposes, as well as other vehicles with non-standard axle configurations such as vehicles with more than 4 axles or more than 2 driven axles, and small buses with a maximum mass lower than 7,5 t, and small lorries with a maximum mass lower than 5t.

(b) undertakings which have directly or indirectly ▌, over the manufacturer, the right or powers referred to in point (a);

~~Amendment 20~~

(c) undertakings in which an undertaking referred to in point (b) has, directly or indirectly, the right or powers referred to in point (a);

~~Proposal for a regulation~~

(d) undertakings in which the manufacturer together with one or more of the undertakings referred to in point (a), (b) or (c), or in which two or more of the latter undertakings, jointly have the right or powers referred to in point (a);

~~Recital 21 – paragraph 5~~

(e) undertakings in which the right or the powers referred to in point (a) are jointly held by the manufacturer or one or more of its connected undertakings referred to in points (a) to (d) and one or more third parties.’;

~~Text proposed by the Commission~~

(4) the following Articles ▌are inserted:

~~Amendment~~

‘Article 3a CO2 emissions reduction targets

~~Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers.~~

1. The average CO2 emissions of the Union fleet of new heavy-duty motor vehicles, other than special purpose vehicles, off-road vehicles and off-road special purpose ▌ vehicles shall be reduced by the following percentages compared to the average CO2 emissions of the reporting period of the year 2019:

~~Vocational vehicles, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers.~~

(a) for vehicle sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH for the reporting periods of the years 2025 to 2029 by 15 %,

~~Amendment 21~~

(b) for all vehicle sub-groups other than vocational vehicles for the reporting periods of the years 2030 to 2034 by 45 %,

~~Proposal for a regulation~~

~~Recital 30~~

(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 90 %.

~~Text proposed by the Commission~~

2. The vehicle sub-groups shall contribute to these CO2 emissions reduction targets referred to in paragraph 1, in accordance with point 4.3. of Annex I.

~~Amendment~~

3. The CO2 emissions related to the Union fleet of new trailers shall be reduced in accordance with point 4.3 of Annex I.

4. Notwithstanding Article 2(3) of Regulation (EU) 2017/2400, approved heavy-duty vehicles falling under Article 2(3), first subparagraph, point (b), of Regulation (EU) 2018/858 shall not be subject to the CO2 emissions reduction targets set out in paragraphs 1 to 3 of this Article, unless the manufacturer chooses to include those heavy-duty vehicles in the calculation of its specific CO₂ emissions and targets when reporting the heavy-duty vehicle in accordance with Part B of Annex IV to this Regulation.

(30) Furthermore, in order to strengthen the development of new zero-emission technologies in specialized small- and medium-sized companies, it should also be possible to transfer zero-emission vehicles between non-connected entities and to transfer existing vehicles retrofitted to zero-emission vehicles. Retrofitting existing vehicles represents a great opportunity to accelerate the transition towards zero-emission mobility in a cost-efficient and resource-efficient way.

5. Heavy-duty vehicles other than those referred to in paragraph 4 of this Article registered for use by civil protection services, fire services, forces responsible for maintaining the public order or urgent medical care services shall not be subject to the CO2 emissions reduction targets set out in paragraphs 1 to 3 of this Article, if a Member State so indicates in the registration and reporting process, thereby confirming in the data reported in accordance with Part A of Annex IV that the purpose of the heavy-duty vehicle cannot be equally served by a zero-emission heavy-duty vehicle and it is thus in the public interest to register a heavy-duty vehicle with a combustion engine to fulfil that purpose.

~~Amendment 22~~

Heavy-duty vehicles registered for use by armed services shall not be subject to the requirements of this Regulation, if a Member State decides not to report them in accordance with Part A of Annex IV.

~~Proposal for a regulation~~

Article 3aa

~~Article 1 – paragraph 1 – point 1~~

Additional measures to support the transition to zero-emission vehicles in the Union market

~~Regulation (EU) 2019/1242~~

By 30 June 2025, the Commission shall submit to the European Parliament and Council a report considering the need to facilitate the market uptake of heavy-duty vehicles, which are retrofitted into zero-emission vehicles, in the Unon's market including through harmonised rules. This report shall include an analysis of the options and their impacts. Where appropriate, the analysis shall be accompanied with a legislative initiative or other action.;

~~Article 1 – paragraph 1~~

Article 3ab

~~Text proposed by the Commission~~

Additional measures to support the demand for zero-emission heavy-duty vehicles in the Union market

~~Amendment~~

By 30 June 2027, the Commission shall submit to the European Parliament and Council a report with an analysis of the potential need and impact of initiatives to increase the share of zero-emission heavy-duty motor vehicles owned or leased by large fleet operators and consider possible options to increase the deployment of zero-emission heavy-duty vehicles owned or leased by large fleet operators.;

1. This Regulation establishes CO2 emissions performance requirements for new heavy-duty vehicles that contribute to achieving the Union's target of reducing its greenhouse gas emissions, as laid down in Regulation (EU) 2018/84223 , and the objectives of the Paris Agreement24 and to ensure the proper functioning of the internal market.

Article 3b

1. This Regulation establishes CO2 emissions performance requirements for new heavy-duty vehicles that contribute to achieving the Union's climate-neutrality objective and its intermediate Union climate targets, as laid down in Regulation (EU) 2018/842 23 , and the objectives of the Paris Agreement24 and to ensure the proper functioning of the internal market.

Zero-emission heavy-duty vehicle target for urban buses

~~__________________~~

1. For heavy-duty vehicles referred to in the fourth column of the table in point 4.2 of Annex I (urban buses), manufacturers shall comply with the 90% and 100% minimum shares of zero-emission heavy-duty vehicles in their fleet of new heavy-duty vehicles in accordance with point 4.3.2 of Annex I ▌.;

~~__________________~~

▌

23 Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 16, 19.6.2018, p. 26.

2a. The Commission shall specify, by means of implementing acts, the common technical specifications, including standards, regarding the technical and open interoperability between the recharging and refuelling infrastructure and heavy-duty vehicles referred to in this Article, in terms of physical connections and communication exchange.

Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2).

~~24 OJ L 282, 19.10.2016, p.4.~~

2b. The Commission is empowered to adopt delegated acts in accordance with Article 17 to supplement this Regulation with common technical specifications, including standards, regarding the safe and secure sharing and use of the data generated in relation to the use of heavy-duty vehicles referred to in this Article.;

~~24 OJ L 282, 19.10.2016, p.4.~~

Article 3c

~~Amendment 23~~

Ensuring sustainable and resilient supply chains for urban buses through public procurement procedures

~~Proposal for a regulation~~

1. Contracting authorities or contracting entities shall base the award of public supply contracts for the purchase, lease, rent or hire-purchase of urban buses referred to in Article 3b as well as public services contracts having as their main subject matter the use of such vehicles on the most economically advantageous tender which shall include the best price-quality ratio.

~~Article 1 – paragraph 1 – point 2 – point c~~

2. Contracting authorities or contracting entities shall use at least two of the following criteria as technical specifications or as award criteria, including at least one relating to the tender’s contribution to the security of supply as set out in the letters a to d, depending on the market situation and in compliance with Directives 2014/23/EU, 2014/24/EU or 2014/25/EU and applicable sectoral legislation, as well as with the Union’s international commitments, including the GPA and other international agreements by which the Union is bound:

~~Regulation (EU) 2019/1242~~

(a) the proportion of the products of tenders originating in third countries, as determined in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council. This criterion shall only apply to products of tenders originating in non-GPA countries that have not concluded a free trade agreement including rules on public procurement with the EU;

~~Article 1 – paragraph 5~~

▌

~~Text proposed by the Commission~~

(b) the current and estimated availability of essential spare parts for the functioning of the equipment subject to the tender;

~~Amendment~~

(c) a commitment by the tenderer that possible changes in its supply chain during the execution of the contract will not ▌adversely affect the execution of the contract;

5. Vehicles other than those referred to in paragraph 4 registered for use by civil protection, fire services, forces responsible for maintaining the public order, armed services or urgent medical care shall not be subject to the CO2 emission targets under Article 3a, if a Member State so indicates in the registration and reporting process, thereby confirming in the data reported in accordance with Part A of Annex IV that the purpose of the vehicle cannot be equally served by a ZEV and it is thus in the public interest to register a vehicle with a combustion engine to fulfil that purpose.

(d) ▌certification or documentation demonstrating that the organisation of the tenderer’s supply chain allows it to comply with the security of supply requirement.

5. Vehicles other than those referred to in paragraph 4 registered for use by civil protection, fire services, forces responsible for maintaining the public order, armed services or urgent medical care or category N3 trucks in group 11, 12 or 16 permitted to be used in their state of registration for towing combinations with a maximum permissible mass exceeding 70 tonnes, shall not be subject to the CO2 emission targets under Article 3a, if a Member State so indicates in the registration and reporting process, thereby confirming in the data reported in accordance with Part A of Annex IV that the purpose of the vehicle cannot be equally served by a ZEV and it is thus in the public interest to register a vehicle with a combustion engine to fulfil that purpose.

(e) environmental sustainability going beyond the minimum requirements provided for in applicable EU legislation.

~~Amendment 24~~

This shall not preclude contracting authorities and contracting entities from using additional criteria.

~~Proposal for a regulation~~

3. If the tender’s contribution to security of supply is used as an award criterion, it shall be given a weighting of between 15 to 40 % of the award criteria.’;

~~Article 1 – paragraph 1 – point 3 – point i~~

(5) in Article 4, first paragraph, point (a) is replaced by the following:

~~Regulation (EU) 2019/1242~~

‘(a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period; and;’;

~~Article 3 – point 23 a (new)~~

(5a) in Article 4, first paragraph, the following point (c) is added:

~~Text proposed by the Commission~~

‘(c) in the reporting period of the years between 2030 and 2034 new zero-emission vocational vehicles in accordance with point 1.1.1 of Annex 1.’;

~~Amendment~~

(6) Article 5 is amended as follows:

(23 a) 'Fuels eligible for CCF' means biogas as defined in Article 2, point (28) of (EU) 2018/2001, advanced biofuels as defined in Article 2, point (34 )of (EU) 2018/2001 and renewable fuels of non-biological origin as defined in Article 2, point (36) of (EU) 2018/2001, that meet the sustainability and greenhouse gas emissions saving criteria set out in Article 29 of Directive (EU) 2018/2001.

(a) paragraph 1 is replaced by the following:

~~Amendment 25~~

‘1. Starting from 1 July 2020 and for each subsequent reporting period until the reporting period of the year 2029, the Commission shall determine for each manufacturer the zero- and low-emission factor for the preceding reporting period.

~~Proposal for a regulation~~

The zero- and low-emission factor shall take into account the number and the CO2 emissions of all zero- and low-emission heavy-duty vehicles of category N in the manufacturer’s fleet.’;

~~Article 1 – paragraph 1 – point 3 – point i~~

(b) paragraph 3 is replaced by the following:

~~Regulation (EU) 2019/1242~~

‘3. For the reporting periods from 2025 to 2029 the zero- and low-emission factor shall be determined on the basis of a 2 % benchmark in accordance with point 2.3.2 of Annex I.’;

~~Article 3 – point 23 b (new)~~

~~Text proposed by the Commission~~

‘4. The zero- and low-emission factor shall reduce the average specific CO2 emissions of a manufacturer by a maximum of 3 %. The contribution to that factor of the zero-emission heavy-duty vehicles of category N, other than those in vehicle sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH, shall reduce the average specific CO2 emissions of a manufacturer by a maximum of 1,5 %.’;

~~Amendment~~

(7) Article 6 is replaced by the following:

(23 b) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the tailpipe CO2 emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of fuels eligible for CCF, as defined in Article 3 (24) of this Regulation.

‘Article 6

~~Amendment 26~~

Specific CO2 emissions targets of a manufacturer

~~Proposal for a regulation~~

For the reporting period of the year 2025 and for each subsequent reporting period, the Commission shall determine for each manufacturer a specific CO2 emissions target for the preceding reporting period. That target shall be determined in accordance with point 4.1 of Annex I.’;

~~Article 1 – paragraph 1 – point 3 – point i~~

(8) the following Articles ▌are inserted:

~~Regulation (EU) 2019/1242~~

‘Article 6a Transfer of heavy-duty vehicles between manufacturers

~~Article 3 – point 23 c (new)~~

1. For the purpose of calculating the average specific CO2 emissions of manufacturers in accordance with Article 4 and point 2.2 of Annex I, individual heavy-duty vehicles may be transferred between manufacturers, subject to the following conditions:

~~Text proposed by the Commission~~

(a) for all transfers: the request must be jointly submitted by the transferring and the receiving manufacturer;

~~Amendment~~

(b) for the transfer of heavy-duty vehicles other than zero-emission heavy-duty vehicles, the transferring and the receiving manufacturer shall belong to a group of connected manufacturers;

(23 c) Extra Heavy Combinations (EHC) means vehicles with a maximum permissible mass over 60 tonnes, compared to the EU-average of 40 tonnes. As the formula for calculating CO2 emissions assumes the same payload as for significantly smaller heavy-duty vehicles, the formula should be modified to take into account the increased energy efficiency of these extra heavy combinations to better reflect the real life emissions.

(c) for the transfer of zero-emission heavy-duty vehicles between manufacturers not belonging to a group of connected manufacturers, the number of zero-emission heavy-duty vehicles transferred to a manufacturer shall not exceed 5 % of all its new heavy-duty vehicles registered in a given reporting period.

~~Amendment 27~~

The manufacturers shall communicate the transfer requests to the Commission using the electronic tools provided by the Commission.

~~Proposal for a regulation~~

2. Where the Commission considers that the conditions for a transfer are fulfilled, it shall not take the transferred heavy-duty vehicle into account for the calculation of relevant values for the transferring manufacturer, but will take it into account for the calculation of relevant values for the receiving manufacturer.

~~Article 1 – paragraph 1 – point 4~~

Article 6b Exemption for manufacturers producing few heavy-duty vehicles

~~Regulation (EU) 2019/1242~~

1. If less than 100 new heavy-duty vehicles of a manufacturer were registered in a given reporting period, the average specific CO2 emissions as provided for in Article 4 and in point 2.7 of Annex I and the specific CO2 emissions targets as provided for in Article 6 and in point 4.1 of Annex I shall be set at “0” in that reporting period.

~~Article 3a – paragraph 1 – point 3 a (new)~~

2. The values of the average specific CO2 emissions and of the specific CO2 emissions targets shall not be included in the publication of data under Article 11 for the manufacturers and reporting periods concerned.

~~Text proposed by the Commission~~

3. The exemption laid down in paragraph 1 shall not apply in a given reporting period in any of the following cases:

~~Amendment~~

(a) upon request of the manufacturer;

3 a. In accordance with point 1.1.4 of Annex I, heavy-duty vehicles that are not attributed to one of the sub-groups in point 1.1 of Annex I shall be taken into account for assessing the compliance of manufacturers with the provisions of the reduction targets set out in paragraph 1.

(b) if the manufacturer requests a transfer of heavy-duty vehicles in accordance with Article 6a;

~~Amendment 28~~

(c) if the manufacturer is part of a group of connected manufacturers that collectively registered more than 100 heavy-duty vehicles in that reporting period or is part of a group of connected manufacturers including a manufacturer to which points (a) or (b) apply.

~~Proposal for a regulation~~

4. Manufacturers, which are not part of a group within the meaning of paragraph 3, point (c), shall inform the Commission if they registered less than 100 heavy-duty vehicles in a given reporting period.

~~Article 1 – paragraph 1 – point 4~~

5. Manufacturers ▌to which the exemption laid down in paragraph 1 does not apply ▌shall inform the Commission in each reporting period about all their connected undertakings that fulfil the conditions of that exemption laid down in paragraph 1.

~~Regulation (EU) 2019/1242~~

6. ▌Manufacturers shall inform the Commission under paragraphs 4 and 5 using the electronic tools provided by the Commission.’;

~~Article 3b – paragraph 1~~

(9) Article 7 is amended as follows:

~~Text proposed by the Commission~~

(a) in paragraph 1, first subparagraph, the introductory wording is replaced by the following:

~~Amendment~~

‘For the purpose of determining a manufacturer’s compliance with its specific CO₂ emissions targets in the reporting periods of the years 2025 to 2039, account shall be taken of its emission credits or emission debts determined in accordance with point 5 of Annex I, which correspond to the number of new heavy-duty vehicles of the manufacturer in a reporting period, multiplied by:’;

1. For vehicles referred to in point 4.2 of Annex I, manufacturers shall comply with the minimum shares of zero-emission vehicles in their fleet of new heavy-duty vehicles as laid down in point 4.3 of Annex I. For new urban buses the share of zero-emissions vehicles shall be 100% as from the reporting period of the year 2030.;

(b) in paragraph 1, second subparagraph, ‘2029’ is replaced by ‘2039’;

1. For vehicles referred to in point 4.2 of Annex I, manufacturers shall comply with the minimum shares of zero-emission vehicles in their fleet of new heavy-duty vehicles as laid down in point 4.3 of Annex I. For new urban buses the share of zero-emissions vehicles shall be 90% as from the reporting period of the year 2030 and 100% as from the reporting period of the year 2035.

~~Amendment 29~~

‘Emission debts shall be acquired in the reporting periods of the years 2025 to 2039. However, the total emission debt of a manufacturer shall not exceed 5 % of the manufacturer’s specific CO₂ emissions target multiplied by the number of heavy-duty vehicles of the manufacturer in that period (‘emission debt limit’).’;

~~Proposal for a regulation~~

(d) in paragraph 1, the fourth subparagraph is replaced by the following:

~~Article 1 – paragraph 1 – point 4~~

‘Emission credits and emission debts acquired in the reporting periods of the years 2025 to 2039 shall, where applicable, be carried-over from one reporting period to the next reporting period. However, any remaining emission debts shall be cleared in the reporting periods of the year 2029, 2034 and 2039. Emission credits shall be taken into account for the purpose of determining the manufacturer’s compliance with its specific CO2 emissions target only in any of the reporting periods of the 7 years following the reporting period during which they have been acquired.’;

~~Regulation (EU) 2019/1242~~

(e) paragraph 2 is replaced by the following:

~~Article 3b – paragraph 2~~

‘2. The CO₂ emissions reduction trajectories shall be set for each manufacturer in accordance with point 5.1.2 of Annex I, based on the following linear trajectories:

~~Text proposed by the Commission~~

(a) between the reference CO₂ emissions and the CO₂ emissions target for the reporting period of the year 2025 or 2030 as specified in Article 3a(1), points (a) and (b),

~~Amendment~~

(b) between the CO₂ emissions target for the reporting period of the year 2025 and the CO₂ emissions target for the reporting period of the year 2030 as specified in Article 3a(1), point (b),

Member States may decide to exclude from the obligation under this Article a limited share of the urban buses registered in each reporting period, confirming that the purpose of the vehicle cannot be equally served by a zero-emission vehicle and it is thus in the public interest to register a non-zero emission vehicle to fulfil that purpose, due to socio-economic cost-benefit in view of specific territorial morphology or meteorological circumstances.

(c) between the CO₂ emissions target for the reporting period of the year 2030 and the CO₂ emissions target for the reporting period of the year 2035 as specified in Article 3a(1), point (c), and

Member States may decide to exclude from the obligation under this Article a limited share of the urban buses registered in each reporting period, for public interest, due to socio-economic cost-benefit in view of specific territorial morphology or meteorological circumstances and for national security reasons and to face natural disaster.

(d) between the CO₂ emissions target for the reporting period of the year 2035 and the CO₂ emissions target for the reporting period of the year 2040 as specified in Article 3a(1), point (d).’;

~~Amendment 30~~

(10) the following Articles ▌are inserted:

~~Proposal for a regulation~~

‘Article 7a

~~Article 1 – paragraph 1 – point 4~~

Attribution of heavy-duty vehicles to a manufacturer

~~Regulation (EU) 2019/1242~~

When calculating the average specific CO₂ emissions referred to in Article 4 and the specific CO₂ emissions targets referred to in Article 6, the heavy-duty vehicles registered in a given reporting period shall be attributed to the following manufacturers:

~~Article 3c – paragraph 1~~

(a) for heavy-duty vehicles of category N, to the vehicle manufacturer as defined in Article 3, point (4a), of Regulation (EU) 2017/2400;

~~Text proposed by the Commission~~

(b) for heavy-duty vehicles of category M, to the primary vehicle manufacturer as defined in Article 3, point (29), of Regulation (EU) 2017/2400;

~~Amendment~~

(c) for heavy-duty vehicles of category O, to the vehicle manufacturer as defined in Article 2, point (5), of Commission Implementing Regulation (EU) 2022/1362.

1. Contracting authorities or contracting entities shall base the award of public contracts for the purchase or the use of vehicles referred to in Article 3b on the most economically advantageous tender which shall include the best price-quality ratio and the security of supply contribution of the tender, in compliance with relevant international law.

Article 7b Calculation of average specific CO₂ emissions of heavy-duty vehicles of category M

For vehicles of category M, the following shall apply:

~~Amendment 31~~

(a) for the calculation of the average specific CO2 emissions in a vehicle sub-group of a manufacturer, a new heavy-duty vehicle of category M shall be considered with its specific CO2 emissions as a complete or completed vehicle in point 2.2.2 of Annex I and shall not be taken into account in point 2.2.3 of that Annex.

~~Proposal for a regulation~~

(b) by way of derogation from point (a) of this Article, upon request of the manufacturer as referred to in Article 7a, point (b), to the Commission and subject to the condition set out in point (c), a new heavy-duty vehicle of category M shall be considered with the specific CO2 emissions of its primary vehicle in point 2.2.3 of Annex I and shall not be considered in point 2.2.2 of that Annex ▌.

~~Article 1 – paragraph 1 – point 5~~

(c) a request referred to in point (b) for a new heavy-duty vehicle of category M shall not be admissible if that manufacturer ▌and the ▌vehicle manufacturer as defined in Article 3(4a) of Regulation (EU) 2017/2400, of its complete or completed vehicle are connected undertakings or parts of the same legal entity. By making such a request, a manufacturer declares that this condition is met. It shall provide supporting information to the Commission upon demand.

~~Regulation (EU) 2019/1242~~

(d) the Commission, with support of the European Environment Agency, shall make available without delay in electronic format the tools and procedural guidance necessary for manufacturers to submit such requests referred to in point (b) to the Commission.’;

~~Article 4 – paragraph 1 – point a a (new)~~

(11) Article 8 is amended as follows:

~~Text proposed by the Commission~~

(a) in point (a) of paragraph 1, “from 2025 to 2029” is replaced by “from 2025 onwards”;

~~Amendment~~

(b) point (b) of paragraph 1 is deleted;

~~(a a) in Article 4, first paragraph, the following point (c) is inserted:~~

~~‘(c) the application of the Carbon Correction Factor (CCF) from 2030 onwards determined in accordance with point 2.1. of Annex I.~~

‘2. A manufacturer shall be deemed to have excess CO₂ emissions in any of the following cases:

The effect of the CCF shall be limited so that what are taken into account are only additional amounts of fuels exceeding the binding combined sub-target for advanced biofuels and renewable fuels of non-biological origin in the share of renewable energies supplied to the transport sector, as defined in Directive (EU) 2018/2001 of the European Parliament and of the Council.

(a) where, in any of the reporting periods of the years 2025 to 2028, 2030 to 2033 or 2035 to 2038, the sum of the emission debts reduced by the sum of the emission credits exceeds the emission debt limit referred to in Article 7(1), third subparagraph;

A cap shall be set to ensure that no more than 10 percentage points of the CO2 emission reduction targets for the years 2030, 2035 and for 2040 could be achieved through the effect of the carbon correction factor. Therefore, a cap shall be set for years 2030-2034 so that a share of up to 12.5% of fuels eligible for CCF, as defined in Article 3 of this regulation, shall be taken into account in the factor. For years 2035-2039 the share shall be up to 17% and from 2040 onwards up to 40%.’

(b) where, in the reporting periods of the years 2029, 2034, 2039 and 2040, the sum of the emission debts reduced by the sum of the emission credits is positive;

~~Amendment 32~~

(c) where, from the reporting period of the year 2041 onwards, the manufacturer’s average specific CO₂ emissions exceed its specific CO₂ emissions target.’;

~~Proposal for a regulation~~

The excess CO2 emissions in a given reporting period shall be calculated in accordance with point 6 of Annex I.

~~Article 1 – paragraph 1 – point 6 – point b a (new)~~

(12) Article 9 is amended as follows:

~~Regulation (EU) 2019/1242~~

(a) paragraph 1 is replaced by the following:

~~Article 5 – paragraph 3 – point 3 a (new)~~

‘1. Type-approval authorities and manufacturers shall, without delay, report to the Commission any of the following deviations from the data reported:

~~Text proposed by the Commission~~

(a) where the CO₂ emission values of heavy-duty vehicles in service as a result of verifications performed in accordance with the procedure referred to in Article 13 of this Regulation deviate from the values that are indicated in certificates of conformity or in the customer information file referred to in Article 9(4) of Regulation (EU) 2017/2400;

~~Amendment~~

(b) where errors due to incorrect input data or other causes in the execution of the CO₂ emissions determination were identified;

~~(b a) in Article 5, third paragraph, the following point (3a) is inserted:~~

‘(3a) Compensation factor allocated to those N3 trucks first registered during the reporting period and that have been allowed to be used in the Member States with the higher combined masses applicable to extra heavy combination transports, which is over 60 tonnes. Regarding the compensation factor referred to in this Article, the Commission shall, by 31 December 2024, adopt a delegated act in accordance with Article 17 to make amendments to the calculation formula the of the average specific CO2 emissions of manufacturers in Annex I point 2.7, in order to compensate for the higher energy efficiency of extra heavy combinations and correct the distortions in their calculated emissions.’

(d) any other deviations than those mentioned in points (a), (b) and (c).’;

~~Amendment 33~~

(b) paragraph 2 is replaced by the following:

~~Proposal for a regulation~~

‘2. The Commission shall take the deviations referred to in paragraph 1 into account for the purpose of calculating the average specific CO₂ emissions of a manufacturer and the reference CO₂ emissions. It shall consider modifying the list referred to in Article 11(1). The Commission shall not be obliged to take deviations into account if the recalculation of the average specific CO₂ emissions of a manufacturer or the reference CO₂ emissions results in a deviation of less than 0,1 %.’;

~~Article 1 – paragraph 1 – point 9 – point d~~

(13) Article 10 is replaced by the following:

~~Regulation (EU) 2019/1242~~

‘Article 10

~~Article 7 – paragraph 1 – sub–paragraph 4~~

Assessment of reference CO₂ emissions

~~Text proposed by the Commission~~

1. In order to ensure the robustness and representativeness of the reference CO2 emissions of vehicle sub-groups, to which a reporting period of the year 2024 or later applies as reference period according to point 3.2 of Annex I, the Commission shall assess the application of the conditions under which the reference CO2 emissions have been determined and determine whether those emissions have been unduly increased and, if so, how they are to be corrected.

~~Amendment~~

2. If the Commission concludes that all or some of the CO2 reference emissions are to be corrected, it shall adopt an implementing act in accordance with the examination procedure referred to in Article 16(2) performing those corrections.’;

Emission credits and emission debts acquired in the reporting periods of the years 2025 to 2039 shall, where applicable, be carried over from one reporting period to the next reporting period. However, any remaining emission debts shall be cleared in the reporting periods of the year 2029, 2034 and 2039.;

(14) Article 11 is amended as follows:

(-a) In paragraph 1, first subparagraph, point (d) is replaced by the following:

~~Amendment 34~~

‘(d) from 1 July 2020 until 30 June 2041, for each manufacturer, its CO₂ emissions reduction trajectory, its emission credits and, from 1 July 2026 until 30 June 2041, its emission debts in the preceding reporting period, as referred to in Article 7;’;

~~Proposal for a regulation~~

(-b) In paragraph 1, first subparagraph, point (e) is replaced by the following:

~~Article 1 – paragraph 1 – point 18~~

‘(e) from 1 July 2026, for each manufacturer, its excess CO₂ emissions in the preceding reporting period, as referred to in Article 8(2);’;

~~Regulation (EU) 2019/1242~~

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

~~Article 15 – paragraph 1 – sub–paragraph 1~~

‘The list to be published by 30 April of the year following a year in which a reference period has ended, shall include the reference CO₂ emissions determined in that reference period.’;

~~Text proposed by the Commission~~

(b) paragraph 2 is replaced by the following:

~~Amendment~~

‘2. The Commission shall adopt implementing acts to amend the list set out in paragraph 1:

~~The Commission shall, in 2028, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.~~

(a) where the type-approval procedures referred to in Regulation (EC) No 595/2009 are amended, other than the amendments related to the payload and passenger number values used for the determination of CO₂ emissions, in such a way that the level of the CO₂ emissions of the representative heavy-duty vehicles specified pursuant to paragraph 3 of this Article increase or decrease by more than 5 g CO₂/km:

~~The Commission shall, in 2027, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.~~

(i) adjusted reference emissions shall be calculated in accordance with point 1 of Annex II;

~~Amendment 35~~

(ii) ▌new values shall be published as a complement to previous values, indicating the reporting period when they apply the first time;

~~Proposal for a regulation~~

(b) where the Annexes have been amended in accordance with Article 14 (1), points (a) to (f):

~~Article 1 – paragraph 1 – point 18~~

(i) previously published reference CO₂ emissions shall be recalculated in accordance with Annex I, taking into account the parameters amended in accordance with Article 14 (1), point (a) to (f);

~~Regulation (EU) 2019/1242~~

(ii) the recalculated set of reference CO₂ emissions shall be published and shall replace the previous ▌reference emissions as from the reporting period in which the parameters amended in accordance with Article 14 (1), point (a) to (f), apply for the first time.’;

~~Article 15 – paragraph 1 – sub–paragraph 3 (new)~~

~~Text proposed by the Commission~~

‘3. In case of amendments of the type-approval procedures referred to in paragraph 2, first subparagraph, point (a), of this Article, the implementing acts referred to in paragraph 2 of this Article shall either specify or establish a methodology for defining one or more representative vehicles of a vehicle sub-group, including their statistical weightings and the payload and passenger number values to be used for the determination of CO₂ emissions, on the basis of which the adjustment referred to in paragraph 2, first subparagraph, point (a)(i), of this Article shall be determined, taking into account the monitoring data reported pursuant to this Regulation and the technical characteristics referred to in Article 12(1) of Regulation (EU) 2017/2400. Those implementing acts shall be adopted in accordance with the examination procedure set out in Article 16(2) of this Regulation.’;

~~Amendment~~

(15) in Article 13, paragraph 3, the following sentence is added:

The report should assess the possibility to include in the scope the N3 category trucks in groups 11, 12 and 16 which are permitted to be used in their state of registration for towing combinations with a maximum permissible mass exceeding 70 tonnes, provided that the emissions calculation of these vehicles has been developed to account for their specific characteristics as tractors of heavy combinations.

‘Where the data in the customer information files, the certificates of conformity and the individual approval certificates may not be corrected under Regulation (EU) 2018/858, the responsible type-approval authority shall issue a statement of correction with the corrected data. It shall transmit that statement to the Commission and the parties concerned.’;

By 31 December 2025, and every year thereafter, the Commission shall report to the European Parliament and to the Council, on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements:

(16) the following Articles ▌are inserted:

~~(a) registrations of zero-emission heavy-duty vehicles in Member States,~~

‘Article 13a

~~(b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States,~~

Monitoring and reporting by Member States

~~(c) the implementation of road user charges differentiated by CO2 emissions in Member States,~~

1. Starting from the reporting period of the year [OJ: please insert year: if this amending Regulation enters into force before 1 July, insert the year of its entry into force minus 1; if this amending Regulation enters into force after 30 June, insert the following year], Member States shall monitor the data specified in Annex IV, Part A relating to new heavy-duty vehicles registered for the first time in the Union.

~~(d) the level of the average price of allowances under the new the emissions trading system covering road transport,~~

By 30 September of each year, starting in 2020, the competent authorities of the Member States shall report those data for the previous reporting period of 1 July to 30 June to the Commission in accordance with the reporting procedure set out in Annex V.

~~(e) other measures that support the uptake of zero-emission heavy-duty vehicles.~~

2. The competent authorities responsible for the monitoring and reporting of data in accordance with this Regulation shall be those designated by the Member States in accordance with Article 7(6) of Regulation (EU) 2019/631.

If the report concludes that enabling conditions, especially under paragraphs (b), (c) or (d) are found to be not in line with the targets for vehicle manufacturers in Art. 3a and b of this Regulation, the findings of the report shall be taken into account for future revisions of the Directive 2014/94/EU of the European Parliament and of the Council, the Directive (EU) 2022/362 of the European Parliament and of the Council, and the Directive 2003/87/EC of the European Parliament and of the Council.

3. Heavy-duty vehicles designed and constructed or adapted for the use by civil protection services, fire services and forces responsible for maintaining public order shall be subject to ▌this Article ▌.

The Commission shall no later than 31 December 2026 publish a report setting out a methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission shall submit that report, including where appropriate proposals for follow-up measures, such as legislative proposals, to the European Parliament and the Council.

4. Heavy-duty vehicles registered for ▌use by civil protection services, fire services, medical urgency care services and forces responsible for maintaining public order ▌shall be subject to ▌ this Article, regardless of whether they are exempted from Article 3a.

~~Amendment 36~~

Article 13b

~~Proposal for a regulation~~

Reporting by manufacturers or other entities responsible for the determination of CO2 emissions of a heavy-duty vehicle ▌

~~Annex I – 1.1.4. (new)~~

1. Manufacturers or other entities responsible for the determination of the CO2 emissions of a heavy-duty vehicle ▌which are subject to Article 9 of Regulation (EU) 2017/2400 or Article 8 of Implementing Regulation (EU) 2022/1362 ▌ shall report the data of the new heavy-duty vehicle in accordance with part B of Annex IV to this Regulation.

~~Regulation (EU) 2019/1242~~

By 30 September of each year, they shall report those data to the Commission for each new heavy-duty vehicle with a date of determination or of assessment falling within the reporting period ending on 30 June ▌ in accordance with the reporting procedure set out in Annex V.

~~Annex I – table 1~~

This paragraph shall not apply to vehicles exempted in accordance with Article 6b.

~~Text proposed by the Commission~~

2. Each manufacturer or other entity within the meaning of paragraph 1 shall appoint a contact point for the purpose of reporting data in accordance with this Regulation.

~~Amendment~~

3. The reporting obligations under Article 13a(3) and (4) shall apply to manufacturers and other entities within the meaning of paragraph 1 of this Article.

1.1.4. New small lorries of category N2, which do not belong to one of the sub-groups set out in points 1.1.1 and 1.1.2, and for which no CO2 emissions have been determined yet for technical reasons in accordance with Regulation (EU) 2017/2400, but in accordance with Regulation (EC) No 595/2009 and its implementing measures or Regulation (EC) No 715/2007 of the European Parliament and of the Council and its implementing measures, shall be attributed to the following sub-groups for the purposes of this Regulation:

Article 13c Central register for data on heavy-duty vehicles

~~Characteristics of vehicle~~

1. The Commission shall keep a central register for the data on heavy-duty vehicles (‘the central register’) reported in accordance with Articles 13a and 13b.

~~Vehicle sub-group (sg) attributed for the purposes of this Regulation~~

The central register shall be publicly available with the exception of data entries listed in point 3.2. of Annex V.

~~Category N; TPMLM* ≤ 5 t~~

The air drag value shall be made publicly available in a range format as set out in Part C of Annex IV.

2. The central register shall be managed by the European Environment Agency on behalf of the Commission.

Article 13d Monitoring of the results of on-road verification tests

1. The Commission shall monitor, where available, the results of on-road tests performed within the framework of Regulation (EC) No 595/2009 to verify the CO₂ emissions and fuel consumption of new heavy-duty vehicles.

2. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to supplement this Regulation by specifying the data to be reported by the competent authorities of the Member States for the purposes of paragraph 1 of this Article.

Article 13e Data quality

1. The competent authorities and manufacturers shall be responsible for the correctness and quality of the data they report pursuant to Articles 13a and 13b. They shall inform the Commission without delay of any errors detected in the data reported.

2. The Commission shall carry out its own verification of the quality of the data reported pursuant to Articles 13a and 13b.

3. Where the Commission is informed of errors in the data reported pursuant to paragraph 1, or finds, after its own verification pursuant to paragraph 2, discrepancies in the dataset, it shall, where appropriate, take the necessary measures to correct the data published in the central register.

4. The Commission may, by means of implementing acts, determine the verification and correction measures referred to in paragraphs 2 and 3 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16.

Article 13f Administrative fines

1. The Commission may impose an administrative fine in each of the following cases:

(a) where it finds that the data reported by the manufacturer pursuant to Article 13b of this Regulation deviate from the data resulting from the manufacturer’s records file or the engine type-approval certificate issued within the framework of Regulation (EC) No 595/2009, and the deviation is intentional or due to serious negligence;

(b) where the data are not submitted within the deadline applicable pursuant to Article 13b and the delay cannot be duly justified.

The Commission shall, for the purposes of verifying the data referred to in point (a), consult with the relevant type-approval authorities.

The administrative fines shall be effective, proportional and dissuasive and shall not exceed EUR 30 000 per heavy-duty vehicle concerned by deviating or delayed data as referred to in points (a) and (b).

2. The Commission shall on the basis of the principles set out in paragraph 3 of this Article, adopt delegated acts in accordance with Article 17 to supplement this Regulation by laying down the procedure, and methods for the calculation and collection of the administrative fines referred to in paragraph 1 of this Article.

3. The delegated acts referred to in paragraph 2 shall respect the following principles:

(a) the procedure established by the Commission shall respect the right to good administration, and in particular the right to be heard and the right to have access to the file, while respecting the legitimate interests of confidentiality and of commercial secrets;

(b) in calculating the appropriate administrative fines, the Commission shall be guided by the principles of effectiveness, proportionality and dissuasiveness, taking into consideration, where relevant, the seriousness and effects of the deviation or delay, the number of heavy-duty vehicles concerned by the deviating or delayed data, the good faith of the manufacturer, the degree of diligence and cooperation of the manufacturer, the repetition, frequency and duration of the deviation or ▌delay, as well as prior sanctions imposed on the same manufacturer;

(c) administrative fines shall be collected without undue delay by fixing deadlines for the payment and by including, as appropriate, ▌the possibility of splitting payments into several instalments and phases.

4. The amounts of the administrative fines shall be considered as revenue for the general budget of the European Union.’

(17) Article 14 is replaced by the following:

‘Article 14 Amendments to the Annexes

1. The Commission is empowered to adopt delegated acts in accordance with Article 17 of this Regulation with a view to amending the following elements in Annex I to this Regulation to take into account technical progress, the evolution of freight transport logistics, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EC) No 595/2009:

(a) the criteria defining vehicle sub-groups set out in point 1.1, including adding separate subgroups for EHC lorries;

(b) the criteria defining vocational vehicles set out in point 1.2;

(d) the list of mission profiles set out in point 1.4;

(e) the weight of mission profiles set out in points 2.1.1 to 2.1.3;

(f) the payloads, passenger numbers, passenger masses, technically permissible maximum payloads, technically permissible maximum passenger number and cargo volumes of vehicle sub-groups ▌set out in point 2.5;

(g) the annual mileage values set out in points 2.6.1 to 2.6.3.

2. The Commission is empowered to adopt delegated acts in accordance with Article 17 with a view to amending the following elements in Annex IV:

(a) the data requirements specified in Parts A and ▌B to take into account technical progress, necessary adjustments based on the application of this Regulation and amendments of the underlying type-approval legislation, in particular Regulations (EU) 2018/858 and (EC) No 595/2009;

(b) updating or adjusting the air drag value ranges set out in Part C to take into account changes in the design of heavy-duty vehicles and to ensure that those ranges remain relevant for information and comparability purposes;

3. The Commission is empowered to adopt delegated acts in accordance with Article 17 with a view to amending the following elements in Annex V:

(a) adjusting the ▌reporting procedure set out in Annex V in order to take into account the experience gained from the application of this Regulation and in order to adapt it to technical progress;

(b) amending point 3.2 by adding data entries which have been newly added to the central register.’

(18) Article 15 is replaced by the following:

‘Article 15 Review

In 2027, the Commission shall ▌review the effectiveness and impact of this Regulation, notably in regard to the objective of climate neutrality at the latest by 2050, and submit a report to the European Parliament and to the Council with the results of that review.

In that report, the Commission shall in particular assess:

-the number of registrations of zero-emission heavy-duty vehicles in Member States;

-the progress in the deployment of public and private alternative fuels recharging and refuelling infrastructure for vehicles covered by this Regulation, as well as the existence of infrastructural constraints in third countries for newly EU registered heavy-duty vehicles operating outside the Union;

-impacts on employment, especially on micro, small and medium-sized enterprises (SMEs), the effectiveness of measures to support retraining and upskilling of the workforce, and the importance of an economically viable and socially fair transition towards zero-emission road mobility. Special emphasis shall be placed on the impacts on peripheral Member States and transport of perishable goods;

-whether the continuation of the exemption for manufacturers producing few vehicles set out in Article 6b of this Regulation is still justified;

-the impacts of establishing minimum energy efficiency thresholds for new zero-emission heavy-duty vehicles placed on the Union market;

-an assessment of the level of the excess CO2 emissions premium to ensure that it exceeds the average marginal costs of the technologies needed to meet the CO2 emissions targets;

-the inclusion of the following heavy-duty vehicles, which are currently not in the scope of Commission Regulation (EU) 2017/2400, in the CO2 emission reduction targets:

i) small lorries with a TPMLM ≤ 5 tonnes, following an investigation of the appropriateness of the determination of CO2 emissions for such vehicles, according to the provisions of Regulation 2017/2400 (VECTO simulations), also in consideration of Regulation 2017/1151, and

ii) special purpose, off-road and off-road special purpose vehicles;

-any specific constraints to comply with Article 3b, paragraph 1, due to socio-economic cost benefits in view of specific territorial morphology or meteorological circumstances as well as recent investments in biomethane already made by public authorities;

-an assessment of the role of a carbon correction factor in the transition towards zero-emission mobility in the heavy-duty vehicles sector;

-an assessment of the role of a methodology for registering HDV exclusively running on CO2 neutral fuels, in conformity with Union law and with Union climate neutrality objective;

-whether the creation of new sub-groups for EHC lorries has led to unduly increase of the engine rated power;

-the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full lifecycle CO2 emissions of new heavy-duty vehicles that are placed on the Union market;

-an analysis of options to consider zero-emission vehicles, which have been retrofitted from conventional vehicles previously already registered, for the purposes of compliance assessment under this Regulation.

That report shall, where appropriate, be accompanied by a legislative proposal for amending this Regulation.

2c. The Commission shall assess the role of sustainable renewable fuels in the transition towards climate neutrality, including in the heavy-duty vehicles sector. Separately from the review referred to in paragraph 1, and as part of a broader strategy for the deployment of such fuels, the Commission shall by 31 December 2025 present a report to the European Parliament and to the Council with a comprehensive analysis of the need to further incentivise the uptake of advanced biofuels and biogas and renewable fuels of non-biological origin in the sector and the appropriate framework of measures, including financial incentives, to achieve this. Based on that analysis, the Commission shall, if appropriate, make additional legislative proposals or shall make recommendations to the Member States.

▌’

(19) Article 17 is amended as follows:

(a) in paragraph 2, the first sentence is replaced by the following:

‘The power to adopt delegated acts referred to in Article 3b(2b), Article 13(4) second subparagraph, Article 13d(2), Article 13f(2), Article 14(1), Article 14(2) and Article 14(3) shall be conferred on the Commission for a period of five years from [OP, please insert the date of entry into force of this Regulation].’;

(b) in paragraph 3, the first sentence is replaced by the following:

‘The delegation of power referred to in Article 3b(2b), Article 13(4) second subparagraph, Article 13d(2), Article 13f(2), Article 14(1), Article 14(2) and Article 14(3) may be revoked at any time by the European Parliament or by the Council.’;

(c) in paragraph (6), “Article 11(2), the second subparagraph of Article 13(4) and Article 14(1)” is replaced by the following: “Article 3b(2b), Article 13(4) second subparagraph, Article 13d(2), Article 13f(2), Article 14(1), Article 14(2) and Article 14(3)”;

(20) Annexes I and II to Regulation (EU) 2019/1242 are replaced by the text in Annex I to this Regulation;

(21) the text in Annex II to this Regulation is added as Annexes III, IV, V and VI to Regulation (EU) 2019/1242;

Article 2 Repeal of Regulation (EU) 2018/956

Regulation (EU) 2018/956 is repealed with effect from [OJ, please insert the date of application of this amending Regulation].

References to Regulation (EU) 2018/956 shall be construed as references to this Regulation and be read in accordance with the correlation table set out in Annex VI included in Annex II to this Regulation.

Article 2a Amendments to Regulation (EU) 2018/858

Regulation (EU) 2018/858 is amended as follows:

(1) Article 3 is amended as follows:

(a) In point (33) the term ‘towed vehicle’ is replaced by ‘trailer’;

(b) The following point (59) is added:

(59) ’e-trailer’ means any kind of trailer that is able to contribute to the propulsion of the vehicle combination by using its own electric powertrain and which is not able to be used on public roads without being actively towed by a motor vehicle;

(2) In Annex I, part B, point 6.1.1(d) the following sub-point (iii) is added:

(iii) the design and construction of the essential constituent elements forming the propulsion and energy storage system in the case of e-trailers;

Article 3 Transitional provisions

Notwithstanding Article 2, in respect of reporting periods prior to… [OJ: please insert the = date of application of this amending Regulation], Regulation (EU) 2019/1242 as applicable on 30 June… [OJ: please insert the year of the first 1 July after the date of entry into force of this amending Regulation] and Regulation (EU) 2018/956 as applicable on 30 June… [OJ: please insert the year of July after the date of entry into force of this amending Regulation shall continue to apply.

Article 4 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.

It shall apply from 1 July … [OJ: please insert the year of July after the date of entry into force of this amending Regulation].

▌

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

Done at ...,

For the European Parliament For the Council

The President The President

ANNEX I

Average specific emissions, average specific emission targets and excess emissions

1. vehicle sub-groups

1.1. For the purposes of this Regulation a sub-group sg is defined for each new heavy-duty vehicle.

1.1.1. For vehicles of category N the sub-group sg is defined as follows:

Vehicle group according to Annex I to Regulation (EU) 2017/2400

Cab type

Engine power

Operational range (OR)

Vehicle sub-group (sg) attributed for the purposes of this Regulation*

Vehicles other than vocational

Vocational vehicles

53 and zero-emission vehicles in 51

All

~~Amendment 37~~

53v

~~Proposal for a regulation~~

54 and zero-emission vehicles in 52

~~Annex I – point 1.2~~

All

~~Text proposed by the Commission~~

~~1.2. Vocational vehicles are defined by the following criteria:~~

~~Vehicle category~~

~~Chassis configuration~~

All

~~Criteria for vocational vehicles~~

1sv

~~Rigid~~

~~One of the following digits, as listed in Appendix 2 of Annex I to Regulation (EU) 2018/858, is used to supplement the code for bodywork indicated in entry 38 of the certificate of conformity:~~

All

~~09, 10, 15, 16, 18, 19, 20, 23, 24, 25, 26, 27, 28, 31~~

~~Tractor~~

~~Maximum speed not exceeding 79 km/h~~

~~Amendment~~

All

<170 kW

All

4-UD

Day cab

≥170 kW

All

4-RD

Sleeper cab

≥170 kW and <265 kW

Sleeper cab

≥265 kW

< 350 km

Sleeper cab

≥265 kW

≥ 350 km

4-LH

Day cab

All

9-RD

Sleeper cab

All

< 350 km

Sleeper cab

All

≥ 350 km

9-LH

Day cab

All

5-RD

Sleeper cab

< 265 kW

Sleeper cab

≥ 265 kW

< 350 km

Sleeper cab

≥ 265 kW

≥ 350 km

5-LH

Day cab

All

10-RD

10v

Sleeper cab

All

< 350 km

Sleeper cab

All

≥ 350 km

10-LH

All

11v

All

12v

All

16v

* For the calculation of vehicle shares and average specific CO2 emissions of manufacturers of reporting periods of years between 2030 and 2034 ▌according to points 2.4 and 2.7, zero-emission vocational heavy-duty vehicles of category N shall be attributed as follows:

Zero-emission vocational heavy-duty vehicle in sub-group

Attributed to sub-group

53v

1sv

4-UD

5-RD

9-RD

10v

10-RD

11v

12v

16v

‘Sleeper cab’ means a type of cab that has a compartment behind the driver's seat intended to be used for sleeping as reported in accordance with Articles 13a and 13b.

’Day cab’ means a type of cab that is not a sleeper cab.

Where a new heavy-duty vehicle is attributed to sub-group 4-UD, but data on the CO2 emissions in g/km are not available for the UDL or UDR mission profiles as defined in point 1.4. the new heavy-duty vehicle shall be attributed to the sub-group 4-RD

’Operational range’ means the distance a vehicle can travel under long haul transport conditions without being re-charged or re-filled, as provided for in point 1.3.

1.1.2. For vehicles of category M the sub-group sg is defined as follows:

Vehicle group pursuant to Annex I to Regulation (EU) 2017/2400

Vehicle sub-group (sg) attributed for the purposes of this Regulation

31a, 31d

31-LF

31b1

31-L1

31b2

31-L2

31c, 31e

31-DD

32a, 32b

32-C2

32c, 32d

32-C3

32e, 32f

32-DD

33a, 33d, 37a, 37d

33-LF

33b1, 37b1

33-L1

33b2, 37b2

33-L2

33c, 33e, 37c, 37e

33-DD

34a, 34b, 36a, 36b, 38a, 38b, 40a, 40b

34-C2

34c, 34d, 36c, 36d, 38c, 38d, 40c, 40d

34-C3

34e, 34f, 36e, 36f, 38e, 38f, 40e, 40f

34-DD

35a, 35b1, 35b2, 35c

35-FE

39a, 39b1, 39b2, 39c

39-FE

1.1.3. For vehicles of category O the sub-group sg is defined as follows:

Vehicle groups defined in Annex I of Regulation (EU) 2022/1362

Vehicle sub-group (sg) attributed for the purposes of this Regulation

All groups provided in Table 1 with 1, 2, 3 axles

Same as provided in column “vehicle group” of the tables in Annex I to Regulation (EU) 2022/1362.

All groups provided in Table 4 with ▌2, or 3 axles

All groups provided in Table 6

1.2. Vocational vehicles are defined by the following criteria:

One of the following digits, as listed in Appendix 2 of Annex I to Regulation (EU) 2018/858, is used to supplement the code for bodywork indicated in entry 38 of the certificate of conformity:

09, 10, 15, 16, 18, 19, 20, 23, 24, 25, 26, 27, 28, 3131;

Tractor

Maximum speed not exceeding 79 km/h

~~Amendment 38~~

1.3. Operational ranges for the purposes of this Regulation are set as follows:

~~Proposal for a regulation~~

Powertrain technology

~~ANNEX I –2 –2.1.~~

Operational range (OR)

~~Regulation (EU) 2019/1242~~

Vehicles drawing energy for the purpose of mechanical propulsion only from an electrical energy or power storage device

~~Annex I – point 2.1.~~

OR = actual charge depleting range as provided for by point 2.4.1 of part I of Annex IV to Regulation (EU) 2017/2400 for the LHR mission profile

~~Text proposed by the Commission~~

Other technologies

OR > 350 km

1.4. Definitions of mission profiles

RDL

Regional delivery payload low

RDR

Regional delivery payload representative

LHL

Long haul payload low

LHR

Long haul payload representative

UDL

Urban delivery payload low

UDR

Urban delivery payload representative

REL

Regional delivery (EMS) payload low

RER

Regional delivery (EMS) payload representative

LEL

Long haul (EMS) payload low

LER

Long haul (EMS) payload representative

MUL

Municipal utility payload low

MUR

Municipal utility payload representative

COL

Construction payload low

COR

Construction payload representative

HPL

Heavy urban, passenger transport, low load

HPR

Heavy urban, passenger transport, representative load

UPL

Urban, passenger transport, low load

UPR

Urban, passenger transport, representative load

SPL

Sub-urban, passenger transport, low load

SPR

Sub-urban, passenger transport, representative load

IPL

Inter-urban, passenger transport, low load

IPR

Inter-uban, passenger transport, representative load

CPL

Coach, passenger transport, low load

CPR

Coach, passenger transport, representative load

2. Calculation of the average specific emissions of a manufacturer

2.1. Calculation of the specific CO2 emissions of a new heavy-duty vehicle

The specific emissions in g/km of a new heavy-duty vehicle v attributed to a sub-group sg or of its primary vehicle shall be calculated in accordance with the following formula:

~~where:~~

Where,

is the sum over all mission profiles mp listed in ~~Table~~point 2;1.4;

sg is the sub-group to which the new heavy-duty vehicle v has been attributed according to Section 1 of this Annex;

~~W sg,mp~~Wsg,mp, is the mission profile weight specified in points 2.1.1 to 2.1.3;

~~CO2 v,mp~~CO2v,mp is the CO2 emissions in g/km of athe new heavy-duty vehicle v determined for a mission profile mp, reported in accordance with Articles 13a and 13b and normalised pursuant to Annex III;

CO2pv,mp is the CO2 emissions in g/km of the primary vehicle of the new heavy-duty vehicle v, determined for a mission profile mp, and for the chassis configuration (low/high floor, number of decks) applicable to its sub-group sg, reported in accordance with Articles 13a and ~~13b.~~13b and normalised pursuant to Annex III;

For zero-emissions motor vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0.

~~Amendment~~

2.1.1. Mission profile weights (Wsg,mp) for vehicles of category N

~~2.1. Calculation of the specific CO2 emissions of a new heavy-duty vehicle~~

Vehicle sub-group

~~The specific emissions in g/km of a new heavy-duty vehicle v attributed to a sub-group sg or of its primary vehicle shall be calculated in accordance with the following formula:~~

(sg)*

Mission profile (mp)**

RDL

RDR

LHL

LHR

UDL

UDR

REL, RER, LEL, LER

MUL

MUR

COL

COR

53, 53v

0,25

1s, 1sv

0,1

0,3

0,18

0,42

1, 1v

0,1

0,3

0,18

0,42

2, 2v

0,125

0,375

0,15

0,35

3, 3v

0,125

0,375

0,15

0,35

4-UD

0,5

4-RD

0,45

0,05

4-LH

0,05

0,45

0,25

5-RD

0,27

0,63

0,03

0,07

5-LH

0,03

0,07

0,27

0,63

0,5

9-RD

0,27

0,63

0,03

0,07

9-LH

0,03

0,07

0,27

0,63

0,25

10-RD

0,27

0,63

0,03

0,07

10-LH

0,03

0,07

0,27

0,63

10v

0,5

0,3

0,7

11v

0,1

0,23

0,3

0,37

0,3

0,7

12v

0,3

0,7

16, 16v

0,3

0,7

* See definitions in point 1.1

** See definitions in point 1.4

2.1.2. Mission profile weights (Wsg,mp) for vehicles of category M

Vehicle sub-group

(sg)*

Mission profile (mp)**

HPL

HPR

UPL

UPR

SPL

SPR

IPL

IPR

CPL

CPR

31-LF

0,27

0,23

0,15

0,13

0,11

31-L1

0,05

0,16

0,14

0,32

0,28

31-L2

0,05

0,09

0,08

0,15

0,13

0,24

0,21

31-DD

0,20

0,31

0,12

0,18

0,07

0,12

32-C2

0,47

0,43

0,04

0,06

32-C3

0,05

0,30

0,60

32-DD

0,05

0,35

0,55

33-LF

0,27

0,23

0,15

0,13

0,11

33-L1

0,05

0,16

0,14

0,32

0,28

33-L2

0,05

0,09

0,08

0,15

0,13

0,24

0,21

33-DD

0,20

0,31

0,12

0,18

0,07

0,12

34-C2

0,47

0,43

0,04

0,06

34-C3

0,05

0,30

0,60

34-DD

0,05

0,35

0,55

35-FE

0,27

0,23

0,15

0,13

0,11

39-FE

0,27

0,23

0,15

0,13

0,11

* See definitions in point 1.1

** See definitions in poit 1.4

2.1.3. Mission profile weights (Wsg,mp) for vehicles of category O

Vehicle sub-group

(sg)*

Mission profile (mp)**

RDL

RDR

LHL

LHR

UDL

UDR

REL, RER, LEL, LER

111, 111V,112, 112V, 113

0,27

0,63

0,03

0,07

121, 121V, 122, 122V, 123, 123V, 124, 124V, 125, 126

0,03

0,07

0,27

0,63

131, 131v, 132, 132v, 133

0,03

0,07

0,27

0,63

421, 421v, 422, 422v, 423

0,03

0,07

0,27

0,63

431, 431v, 432, 432v, 433

0,03

0,07

0,27

0,63

611, 612

0,27

0,63

0,03

0,07

611v, 612v

0,03

0,07

0,27

0,63

621, 623

0,27

0,63

0,03

0,07

621V, 622, 622V, 623V, 624, 624V, 625

0,03

0,07

0,27

0,63

631, 631v, 632, 632v, 633

0,03

0,07

0,27

0,63

* See definitions in point 1.1

** See definitions in point 1.4

2.2. Average specific CO2 emissions of all new heavy-duty vehicles in a sub-group for a manufacturer

For each manufacturer and each reporting period, the average specific CO2 emissions of all new heavy-duty vehicles in a sub-group sg or their primary vehicles, if applicable, shall be calculated as follows:

2.2.1. For category N and O vehicles:

(in g/tkm)

2.2.2. For category M complete or completed vehicles:

n g/pkm)

2.2.3. For category M primary vehicles of heavy-duty vehicles:

(in g/pkm)

Where,

is the sum over all new heavy-duty vehicles of the manufacturer in the sub-group sg, subject to the provisions of Article 7b;

CO2v is the specific CO2 emissions of the new heavy-duty vehicle v determined in accordance with point 2.1;

CO2pv is the specific CO2 emissions of the primary vehicle of the new heavy-duty vehicle v determined in accordance with point 2.1;

Vsg is the number of new heavy-duty vehicles of the manufacturer in subgroup sg;

Vpvsg the number of new heavy-duty vehicles within the sub-group sg, which pursuant to Article 7b shall be accounted for with the CO2 emissions of their primary vehicles in the calculation of the average specific CO2 emissions of point 2.2.3.;

PLsg is the average payload of vehicles in the sub-group sg as determined in point 2.5.

PNsg is the average passenger number of vehicles in the sub-group sg as determined in point 2.5.

2.3. Calculation of the zero- and low-emission factor as referred to in Article 5

2.3.1 Reporting periods 2019 to 2024

For each manufacturer and reporting period from 2019 to 2024, the zero- and low-emission factor (ZLEV) referred to in Article 5 shall be calculated as follows:

ZLEV = Vall / (Vconv + Vzlev) with a minimum of 0,97

where:

~~is the sum over all mission profiles mp listed in Table 2;~~

Vall is the number of new heavy-duty vehicles of the manufacturer in the sub-groups sg = 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH;

~~sg is the sub-group to which the new heavy-duty vehicle v has been attributed according to Section 1 of this Annex;~~

Vconv is the number of new heavy-duty vehicles of the manufacturer in the sub-groups sg = 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH excluding zero- and low-emission heavy-duty vehicles;

~~W sg,mp is the mission profile weight specified in points 2.1.1 to 2.1.3;~~

Vzlev is the sum of Vin and Vout,

~~CO2 v,mp is the CO2 emissions in g/km of a new heavy-duty vehicle v determined for a mission profile mp, reported in accordance with Articles 13a and 13b and normalised pursuant to Annex III;~~

where,

~~CO2pv,mp is the CO2 emissions in g/km of the primary vehicle of the new heavy-duty vehicle v, determined for a mission profile mp, reported in accordance with Articles 13a and 13b.~~

Vin is ∑ v (1+ (1 – CO2v/LETsg))

~~CCFi is the Carbon Correction Factor for the fuel or blend of fuels in use, as defined in Article 3 point (25) and calculated according to paragraph 7 of this Annex, to be applied from 2030 onwards.~~

with ∑ v being the sum over all new zero- and low-emission heavy-duty vehicles in the sub-groups sg = 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH;

~~For zero-emissions motor vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0.~~

CO2v is the specific CO2 emissions in g/km of a zero- and low-emission heavy-duty vehicle v determined in accordance with point 2.1.;

~~Amendment 39~~

LETsg is the low-emission threshold of the sub-group sg to which the vehicle v belongs as defined in point 2.3.4;

~~Proposal for a regulation~~

Vout is the total number of zero-emission heavy-duty vehicles of category N, which are not in the sub-groups referred to by the definition of Vin , and with a maximum of 1,5 % of Vconv .

~~Annex I – point 2.7.2~~

2.3.2 Reporting periods from 2025 to 2029

~~Text proposed by the Commission~~

For each manufacturer and reporting period, the zero- and low-emission factor (ZLEV) referred to in Article 5 shall be calculated as follows:

~~2.7.2. For the reporting peridods as from 2025:~~

ZLEV = 1 - (y - x) unless this sum is larger than 1 or lower than 0.97 in which case the ZLEV factor shall be set to 1 or 0.97 respectively

Where:

x is 0,02

y is the sum of Vin and Vout, divided by Vtotal, where:

Vin is the total number of newly registered low- and zero-emission heavy-duty vehicles in the sub-groups sg = 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH, where each of them is counted as ZLEVspecifi in accordance with the formula below:

ZLEVspecific = 1 – (CO2v / LETsg )

Where:

CO2v is the specific CO2 emissions in g/km of a zero- and low-emission heavy-duty vehicle v determined in accordance with point 2.1,

LETsg is the low-emission threshold of the sub-group sg to which the vehicle v belongs as defined in point 2.3.4;

Vout is the total number of newly registered zero-emission heavy-duty vehicles in category N, which are not in the sub-groups referred to by the definition of Vin , and with a maximum of 0,035 of Vtotal;

Vtotal is the total number of newly registered heavy-duty vehicles in category N of the manufacturer in that reporting period.

Where Vin/Vtotal is lower than 0,0075, the ZLEV factor shall be set to 1.

2.3.3 Reporting periods as from 2030

ZLEV = 1

2.3.4 Calculation of the low-emission threshold

The low-emission threshold LET sg of the sub-group sg is defined as follows:

LETsg = (rCO2sg x PLsg) / 2

Where:

rCO2sg is the reference CO2 emissions of the sub-group sg, as determined in point 3;

PLsg is the average payload of vehicles in the sub-group sg as determined in point 2.5.

2.4. Calculation of vehicle shares

For each manufacturer and each reporting period, the share of new heavy-duty vehicles in a sub-group sharesg shall be calculated as follows:

For each manufacturer and each reporting period, the share of new zero-emissions heavy-duty vehicles in a sub-group zevsg shall be calculated as follows:

For each manufacturer and each reporting period, the share of new heavy-duty vehicles within the sub-group sg, which pursuant to Article 7b shall be accounted for with the CO2 emissions of their primary vehicles in the calculation of the average specific CO2 emissions of point 2.2., shall be calculated as follows:

Where,

Vzevsg is the number of new zero-emissions heavy-duty vehicles of the manufacturer in a subgroup sg;

Vsg is the number of new heavy-duty vehicles of the manufacturer in a subgroup sg;

V is the number of new heavy-duty vehicles of the manufacturer.

2.5. Payload values, passenger numbers and cargo volumes

The average payload value PLsg of a vehicle of category N or O in a sub-group sg shall be calculated as follows:

The average passenger number PNsg of a vehicle of category M in a sub-group sg shall be calculated as follows:

Where,

is the sum over all mission profiles mp

Wsg,mp, is the mission profile weight specified in points 2.1.1 to 2.1.3

PLsg,mp is the payload value attributed to the vehicles of category N and O in the sub-group sg for the mission profile mp, as defined in points 2.5.1 and 2.5.3.

PNsg,mp is the passenger number attributed to the vehicles of category M in the sub-group sg for the mission profile mp, as defined in point 2.5.2.

2.5.1. Vehicles of category N.

Payload values PL sg, mp (in tons) are determined as follows:

Vehicle sub-group sg*

Mission profile mp**

RDL

RDR

LHL

LHR

UDL

UDR

REL

RER

LEL

LER

MUL

MUR

COL

COR

As determined in point 3.1.1

Not applicable

As determined in point 3.1.1

Not applicable

53v

1sv

As determined in point 3.1.1

Not applicable

4-UD

0,9

4,4

1,9

0,9

4,4

3,5

17,5

3,5

26,5

0,6

3,0

0,9

4,4

4-RD

4-LH

5-RD

2,6

12,9

2,6

19,3

2,6

12,9

3,5

17,5

3,5

26,5

n.a.

2,6

12,9

5-LH

9-RD

1,4

7,1

2,6

19,3

1,4

7,1

3,5

17,5

3,5

26,5

1,2

6,0

1,4

7,1

9-LH

10-RD

2,6

12,9

2,6

19,3

2,6

12,9

3,5

17,5

3,5

26,5

n.a.

2,6

12,9

10-LH

10v

1,4

7,1

2,6

19,3

1,4

7,1

3,5

17,5

3,5

26,5

1,2

6,0

1,4

7,1

11v

2,6

12,9

2,6

19,3

2,6

12,9

3,5

17,5

3,5

26,5

n.a.

2,6

12,9

12v

Not applicable

2,6

12,9

16v

* See definitions in point 1.1

** See definitions in point 1.4

Technically permissible maximum payload values and cargo volumes CVsg are determined according to point 3.1.1.

2.5.2. Vehicles of category M.

Passenger numbers PNsg,mp, passenger masses PMsg,mp and technically permissible maximum passenger numbers for sub-group sg and mission profile mp are determined according to point 3.1.1.

2.5.3. Vehicles of category O.

Payload values PL sg, mp (in tons) are determined as follows:

Vehicle sub-group

(sg)*

Mission profile (mp)**

RDL

RDR

LHL

LHR

UDL

UDR

REL, RER, LEL, LER

111, 111V,112, 112V, 113

1,5

7,5

1,5

11,2

n.a.

121, 121V, 123, 123V, 125

2,2

11,2

2,2

16,8

n.a.

122, 122V, 124, 124V, 126

2,4

12,2

2,4

18,3

n.a.

131, 131v, 132, 132v, 133

2,6

12,9

2,6

19,3

n.a.

421, 421v, 422, 422v, 423

2,6

12,9

2,6

19,3

n.a.

431, 431v, 432, 432v, 433

2,6

12,9

2,6

19,3

n.a.

611, 612

1,2

6,1

1,2

9,2

n.a.

611v, 612v

1,2

6,1

1,2

9,2

n.a.

621, 621v, 623, 623v

1,3

6,3

1,3

9,5

n.a.

622, 622V, 624, 624V, 625

2,6

12,9

2,6

19,3

n.a.

631, 631v, 632, 632v, 633

2,6

12,9

2,6

19,3

n.a.

* See definitions in point 1.1

** See definitions in point 1.4

Technically permissible maximum payload values and cargo volumes CVsg are determined according to point 3.1.1.

2.6. Calculation of the mileage and payload or passenger-number weighting factor

The mileage and payload (passenger) weighting factor (MPWsg) of a sub-group sg is defined as the product of the annual mileage specified in point 2.6.1 and the payload and passenger-number values for the sub-group specified in points 2.5.1, 2.5.2 and 2.5.3 for vehicle categories N, M and O, respectively, normalised to the respective value for sub-group 5-LH, and shall be calculated as follows:

(for category N and O vehicles)

(for category M vehicles)

Where,

AMsg is the annual mileage specified in point 2.6.1, 2.6.2 and 2.6.3 for the vehicles in the respective sub-group;

AM5-LH is the annual mileage specified for the sub-group 5-LH in 2.6.1;

PLsg is as determined in points 2.5.1 and 2.5.3;

PNsg is as determined in point 2.5.2;

PL5-LH is the average payload value for the sub-group 5-LH as determined in point 2.5.1.

2.6.1. Annual mileages for vehicles of category N

Vehicle sub-group

(sg)*

Annual mileage AMsg (in km)

53, 53v

58 000

1s, 1sv

58 000

1, 1v

58 000

2, 2v

60 000

3, 3v

60 000

4-UD

60 000

4-RD

78 000

4-LH

98 000

60 000

5-RD

78 000

5-LH

116 000

60 000

9-RD

73 000

9-LH

108 000

60 000

10-RD

68 000

10-LH

107 000

10v

60 000

65 000

11v

60 000

67 000

12v

60 000

16, 16v

60 000

* See definitions in point 1.1

2.6.2. Annual mileages for vehicles of category M

Vehicle sub-group

(sg)*

Annual mileage AMsg (in km)

31-LF

60 000

31-L1

60 000

31-L2

60 000

31-DD

60 000

32-C2

96 000

32-C3

96 000

32-DD

96 000

33-LF

60 000

33-L1

60 000

33-L2

60 000

33-DD

60 000

34-C2

96 000

34-C3

96 000

34-DD

96 000

35-FE

60 000

39-FE

60 000

* See definitions in point 1.1

2.6.3. Annual mileages for vehicles of category O

Vehicle sub-group

(sg)*

Annual mileage AMsg (in km)

111, 111V,112, 112V, 113

52 000

121, 121V, 122, 122V, 123, 123V, 124, 124V, 125, 126, 131, 131v, 132, 132v, 133

77 000

421, 421v, 422, 422v, 423, 431, 431v, 432, 432v, 433

68 000

611, 612, 611v, 612v, 621, 623, 621v, 623v

40 000

622, 622V, 624, 624V, 625, 631, 631v, 632, 632v, 633

68 000

* See definitions in point 1.1

2.7. Average specific CO2 emissions of manufacturers, as referred to in Article 4

For each manufacturer the following average specific CO2 emissions shall be calculated:

2.7.1. For the reporting periods 2019 to 2029:

CO2(2025) = ZLEV × ∑ sg sharesg × MPWsg × avgCO2sg

2.7.2. For the reporting periods as from 2025:

CO2(NO) = ∑sg sharesg × MPWsg × avgCO2sg

rCO2sg is as determined in point 3.1.2.

~~Amendment~~

3. Calculation of the reference values

~~2.7.2. For the reporting peridods as from 2025:~~

3.1. Reference values

~~CO2(NO) = ∑sg sharesg × MPWsg × (avgCO2sg × (1 - sharesgEHC) + αsg x avgCO2sg × sharesgEHC)~~

The following reference values shall be calculated on the basis of all new heavy-duty vehicles of all manufacturers for the reference period applicable to the sub-group sg according to point 3.2.

~~CO2(MCO2) = ∑sg sharesg × MPWsg × [avgCO2sg × (1 - pvsg ) + avgCO2psg × pvsg]~~

3.1.1. For each vehicle sub-group sg, payload PLsg,mp, passenger number PNsg,mp, passenger mass PMsg,mp, technically permissible maximum payload maxPLsg, technically permissible maximum passenger number maxPNsg and cargo volume CVsg values shall be cacluclated as follows:

~~CO2(MZE) = ∑sg sharesg × MPWsg × (1 - zevsg) × rCO2sg~~

(for vehicles of category N)*

~~CO2(M) = CO2(MCO2) + CO2(MZE)~~

(for vehicles of category M)*

(for vehicles of category N)

(for vehicles of category M)

(for vehicles of category O)

(*only for vehicle sub-groups, for which no explicit values for or are provided in point 2.5)

3.1.2. Reference CO2 emissions referred to in Article 3 shall be caclulated as follows:

(for vehicles of category N and O)

(for vehicles of category M)

Where,

~~∑ sg~~ is the sum is over ~~those sub-groups~~all ~~that~~new ~~are~~heavy-duty ~~included~~vehicles in the ~~calculation~~sub-group ofsg registered in the ~~particular~~reference ~~average~~period ~~specific~~applicable ~~CO2~~to ~~emissions~~sg ~~according~~acording to point ~~4.2;~~3.2;

~~ZLEV is as determined in point 2.3;~~

CO2v are the specific CO2 emissions of the new heavy-duty vehicle v as determined in accordance with point 2.1, if applicable adjusted pursuant to Annex II;

~~sharesg is as determined in point 2.4;~~

CO2pv are the specific CO2 emissions of the primary vehicle of the new-heavy duty vehicle v as determined in accordance with point 2.1, if applicable adjusted pursuant to Annex II;;

~~zevsg is as determined in point 2.4;~~

rVsg is the number of all new heavy-duty vehicles in the sub-group sg registered in the reference period applicable to sg according to point 3.2;

~~pvsg~~PLsg is the average payload of vehicles in the sub-group sg as determined in point ~~2.4;~~2.5;

~~MPWsg~~PNsg is the average passenger number of vehicles in the sub-group sg as determined in point ~~2.6;~~2.5;

~~avgCO2sg is as determined in point 2.2;~~

PLv,mp is the payload of vehicle v in the mission profile mp, as determined from the data reported according to Articles 13a and 13b ;

~~avgCO2psg is as determined in point 2.2;~~

PNv,mp is the passenger number of vehicle v in the mission profile mp as determined from the data reported according to Articles 13a and 13b;

~~rCO2sg is as determined in point 3.1.2.~~

PMv,mp is the passenger mass of vehicle v in the mission profile mp as determined from the data reported according to Articles 13a and 13b;

~~sharesgEHC is the share in subgroup sg of the manufacturer's new heavy duty category N3 vehicles that are permitted to be used in an EHC~~

maxPLv is the technically permissible maximum payload of vehicle v as determined from the data reported according to Articles 13a and 13b;

αsg is the compensation factor to adjust the effect of the higher payload of a EHC on the manufacturer's trucks, depending on the average in service maximum permissible combination mass, using the weighted value of the result of the following formulas:

maxPNv is the technically permissible maximum passenger number of vehicle v as determined from the data reported according to Articles 13a and 13b;

~~αsg = 1 + (-3/5*avgGVWsg comb 8x4-30)/100, for 8x4 EHC trucks~~

CVv is the cargo volume of vehicle v as determined from the data reported according to Articles 13a and 13b.

~~αsg = 1 + (-3/5*avgGVWsg comb other+19)/100, for other EHC trucks~~

3.2. Reference periods applicable to sub-groups

avgGVWsg comb is the manufacturer-specific average in the country of registration for the in service maximum permissible combination mass (tonnes) for EHC trucks in question in the subgroup sg, when the following condition is met:

The following reporting periods shall be applied as reference periods to vehicle sub-groups:

For the purposes of the calculation of CO2 emissions, a truck covered by this Regulation shall be considered part of an EHC if the truck is in category N3 and the in service maximum permissible mass of the vehicle combination in the country of registration is over 60 tonnes and has been reported in accordance with point (qa) of Part A of Annex IV.

Vehicle sub-group sg

~~Amendment 40~~

Reporting period of the year applicable as reference period

~~Proposal for a regulation~~

~~ANNEX I – 4 – 4.1. – Table 4.2.~~

~~Regulation (EU) 2019/1242~~

~~Annex I – table 4.2~~

~~Text proposed by the Commission~~

~~4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers~~

~~X = 2025~~

~~X= NO~~

~~X = MCO2~~

~~X= MZE~~

~~vehicle sub-groups, subject to CO2 emissions targets according to Article 3a paragraph 1 (a)~~

~~sub-groups of transport of goods vehicles, subject to CO2 emissions targets according to Article 3a paragraphs 1(b), 1(c) and 1(d) and paragraph 3~~

~~sub-groups of transport of persons vehicles, subject to CO2 emissions targets according to Article 3a paragraphs 1(b), 1(c) and 1(d)~~

~~sub-groups of transport of persons vehicles, subject to zero-emissions vehicle targets according to Article 3b~~

4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH

~~All vehicle sub-groups referred to in points 1.1.1 and 1.1.3.~~

2019

~~32-C2, 32-C3, 32-DD, 34-C2, 34-C3, 34-DD,~~

1, 2, 3, 11, 12, 16

~~31-LF, 31-L1, 31-L2, 31-DD, 33-LF, 33-L1, 33-L2, 33-DD, 35-FE, 39-FE~~

2021

~~Amendment~~

All others

2025

3.2.1. If in the reference period as specified in point 3.2 in a sub-group sg the number of new heavy-duty vehicles of all manufacturers is less than 50 the following rules shall apply:

The average specific CO2 emissions and as provided for in point 2.2 and the reference CO2 emissions and as provided for in point 3.1.2 shall be set to “0” for all manufacturers in the sub-group sg for the purpose of calculating the average specific CO2 emissions according to point 2.7 and the specific CO2 emissions targets according to point 4.1 for the reporting periods of the years < Y + 5. Here Y is the year of the first reporting period in which the number of new heavy-duty vehicles of all manufacturers in the sub-group sg is at least 50.

To obtain the reference CO2 emissions and for the purpose of calculating the specific emissions target according to point 4, first the corresponding values provided for in point 3.1.2 shall be calculated for the reporting period of the year Y instead of for the reference period applicable to the sub-group sg according to point 3.2.

The resulting values shall then be divided by

‒ the target factor RETsg,Y, as defined in point 5.1.1, for obtaining reference CO2 emissions ,

‒ the target factor RETpsg,Y, as defined in point 5.1.1, for obtaining reference CO2 emissions .

4. Calculation of the specific emission target of a manufacturer referred to in Article 6

4.1. Specific emission targets

For each manufacturer the following specific emission targets T shall be calculated as follows:

4.1.1. For the reporting periods of the years from 2025 to 2029:

T(2025) = ∑ sg sharesg × MPWsg × (1 - rfsg) × rCO2sg

4.1.2. For the reporting periods of the years as from 2030:

T(NO)= ∑ sg sharesg × MPWsg × (1 - rfsg) × rCO2sg

T(MCO2) = ∑ sg sharesg × MPWsg × [(1- pvsg) × (1 - rfsg) × rCO2sg + pvsg × (1 - rfpsg) × rCO2psg]

T(MZE) = ∑sg sharesg × MPWsg × (1 - zevMsg) x rCO2sg

T(M) = T(MCO2) + T(MZE)

Where,

∑ sg is the sum over those sub-groups that are inclued in the calculation of the particular specific emissions target according to point 4.2;

sharesg is as determined in point 2.4;

MPWsg is as determined point 2.6;

rfsg is the CO2 reduction target applicable in the specific reporting period to new heavy duty vehicles in sub-group sg as provided for in point 4.3;

rfpsg is the CO2 reduction target applicable in the specific reporting period to primary vehicles of new heavy-duty vehicles in sub-group sg as provided for in point 4.3;

zevMsg is the zero-emission vehicles mandate applicable in the specific reporting period to vehicles in sub-group sg as provided for in point 4.3;

rCO2sg is as determined in point 3.1.2;

rCO2psg is as determined in point 3.1.2;

pvsg is as determined in point 2.4.

4.2. Vehicle sub-groups included in the calculation of average specific CO2 emissions and specific emissions targets of manufacturers

The following sub-groups sg shall be included in the calculation of the specific CO2 emissions CO2(X),, specific emissions targets T(X) and CO2 emissions trajectory ET(X)Y:

X = 2025

sub-groups of transport of goods vehicles, subject to CO2 emissions targets according to Article 3a paragraphs 1(b), 1(c) and 1(d) and paragraph 3

sub-groups of transport of ~~persons~~passengers vehicles, subject to CO2 emissions targets according to Article 3a paragraphs 1(b), 1(c) and 1(d) (Coaches and Class II Low Entry Buses)

sub-groups of transport of ~~persons~~passengers vehicles, subject to zero-emissions vehicle targets according to Article 3b

(Urban buses)

4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH

All vehicle sub-groups referred to in points 1.1.1 and 1.1.3. However, in reporting periods of years prior to 2035, vocational vehicle sub-groups shall not be included.

~~31-L2,~~ 32-C2, 32-C3, 32-DD, ~~33-L2,~~ 34-C2, 34-C3, 34-DD, 31-L2, 33-L2

~~31-LF, 31-L1, 31-DD, 33-LF, 33-L1, 33-DD, 35-FE, 39-FE~~

▌31-L1,

~~Amendment 41~~

31-L2, 31-DD, ▌33-L1,

~~Proposal for a regulation~~

33-L2, 33-DD, 35-FE, 39-FE

~~ANNEX I – 4 – 4.3. – Table 4.3.1.~~

4.3. CO2 reduction targets and zero-emissions vehicle mandates

~~Regulation (EU) 2019/1242~~

~~Annex I – table 4.3.1~~

~~Text proposed by the Commission~~

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods:

90%

~~Coaches (rfsg)~~

Vocational vehicles

~~32-C2, 32-C3, 32-DD, 34-C2, 34-C3, 34-DD~~

53v, 1sv, 1v, 2v, 3v, 4v, 5v, 9v, 10v, 11v, 12v, 16v

~~43%~~

~~64%~~

~~90%~~

~~Primary vehicles of coaches (rfpsg)~~

~~32-C2, 32-C3, 32-DD, 34-C2, 34-C3, 34-DD~~

~~43%~~

~~64%~~

~~90%~~

~~Trailers~~

~~7,5%~~

~~Semi-trailers~~

~~15%~~

~~Amendment~~

~~4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods:~~

~~CO2 reduction targets rfsg and rfpsg~~

~~Sub-groups sg~~

~~Reporting period of the years~~

~~2025 – 2029~~

~~2030 – 2034~~

~~2035 – 2039~~

~~As from 2040~~

~~Medium lorries~~

~~53, 54~~

~~43%~~

~~64%~~

~~90%~~

~~Heavy lorries > 7,4t~~

~~1s, 1, 2, 3~~

~~43%~~

~~64%~~

~~90%~~

~~Heavy lorries > 16 t with 4x2 and 6x4 axle configurations~~

~~4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH~~

~~15%~~

~~43%~~

~~64%~~

~~90%~~

~~Heavy lorries > 16 t with special axle configurations~~

~~11, 12, 16~~

~~43%~~

64%

90%

Coaches and ~~Interurban~~interurban ~~Buses~~buses (rfsg)

~~31-L2,~~ 32-C2, 32-C3, 32-DD, ~~33-L2,~~ 34-C2, 34-C3, ~~34-DD~~34-DD, 31-L2, 33-L2

90%

Primary vehicles of coaches and ~~Interurban~~interurban ~~Buses~~buses (rfpsg)

~~31-L2,~~ 32-C2, 32-C3, 32-DD, ~~33-L2,~~ 34-C2, 34-C3, ~~34-DD~~34-DD, 31-L2, 33-L2

Trailers

~~421, 421v, 422, 422v, 423, 431, 431v, 432, 432v, 433, 611, 612, 611v, 612v, 621, 623, 621V, 622, 622V, 623V, 624, 624V, 625, 631, 631v, 632, 632v, 633~~

111, 111V, 112, 112V, 113, 121, 121V, 122, 122V, 123, 123V, 124, 124V, 125, 126, 131, 131V, 132, 132V, 133

~~5,0 %~~

~~Semi-trailers~~

~~111, 111V, 112, 112V, 113, 121, 121V, 122, 122V, 123, 123V, 124, 124V, 125, 126~~

~~5,0 %~~

~~Semi-trailers~~

~~131, 131V, 132, 132V, 133~~

~~5,0%~~

7,5%

~~Amendment 42~~

7,5%

~~Proposal for a regulation~~

Semi-trailers

~~Annex I – point 4.3.2.~~

421, 421v, 422, 422v, 423, 431, 431v, 432, 432v, 433, 611, 612, 611V, 612V, 621, 623, 621V, 622, 622V, 623V, 624, 624V, 625, 631, 631v, 632, 632v, 633

~~Text proposed by the Commission~~

~~4.3.2. The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods:~~

~~Zero-emission vehicle mandates zevMsg~~

~~Sub-groups sg~~

~~Reporting period of the years~~

~~before 2030~~

~~2030 – 2034~~

~~2035 – 2039~~

~~As from 2040~~

~~Urban heavy buses~~

~~31-LF, 31-L1, 31-DD, 33-LF, 33-L1, 33-DD, 35-FE, 39-FE, 31-L2, 33-L2~~

~~100%~~

10%

~~100%~~

10%

~~100%~~

10%

~~Amendment~~

For reporting periods of the years before 2025, all CO2 reduction targets rfsg and rfpsg shall be 0.

4.3.2. The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods:

As from 2040

Urban ~~heavy~~▌ buses

31-LF, 31-L1, 31-DD, 33-LF, 33-L1, 33-DD, 35-FE, ~~39-FE~~39-FE,

▌

~~100%~~

90%

100%

~~Amendment 43~~

5. Emission credits and debts referred to in Article 7

~~Proposal for a regulation~~

5.1. CO2 emissions reduction trajectories

~~Annex I – point 6 a (new)~~

5.1.1. Target factors

~~Regulation (EU) 2019/1242~~

For each vehicle sub-group sg and reporting period of a year Y target factors shall be defined as follows:

~~Annex I – point 7 (new)~~

RETsg,Y = (1-rfsg,uY)+( rfsg,uY - rfsg,lY )× (uY – Y)/(uY – lY)

~~Text proposed by the Commission~~

RETpsg,Y = (1-rfpsg,uY)+( rfpsg,uY - rfpsg,lY )× (uY – Y)/(uY – lY)

~~Amendment~~

ZETsg,Y = (1-zevMsg,uY)+( zevMsg,uY - zevMsg,lY )× (uY – Y)/(uY – lY)

~~7. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF)~~

Where,

~~For each fuel or blend of fuels i, the CCF shall be calculated according to the following method:~~

lY, uY are the values for the lower year and upper year in the set for the sub-groups indicated in the column X = 2025 in the table of point 4.2,

~~For 'Fuels eligible for CCF', as defined in article 3 point (25), CCFi = 1.~~

- in the set for all other sub-groups sg, defining the smallest intervall for which the condition lY ≤ Y < uY holds;

~~For conventional and fossil fuels, CCFi = 0~~

rY is the year of the reference period applicable to the vehicle sub-group sg according to point 3.2;

~~For blends of conventional fuels and fuels eligible for CCF, the CCF shall be calculated according to the following formula:~~

rfsg,lY, rfsg,uY are the CO2 reduction targets of the sub-group sg for new heavy duty vehiches of the years lY and uY according to point 4.3;

rfpsg,lY, rfpsg,uY are the CO2 reduction targets of the sub-group sg for primary vehicles of new heavy duty vehiches of the years lY and uY according to point 4.3;

zevMsg,lY, zevMsg,uY are the zero emissions vehicle mandates for new heavy duty vehiches of the years lY and uY according to point 4.3;

For reporting years Y < rY, the values of RETsg,Y, RETpsg,Y and ZETsg,Y shall be set to 1 such that there is no contribution of the vehicle sub-group sg to the CO2 emissions trajectory.

5.1.2. CO2 emissions reduction trajectories

5.1.2.1. Then for each vehicle sub-group sg and reporting period of a year Y the following CO2 emissions reduction trajectories shall be defined:

ETsg,Y = RETsg,Y × rCO2sg

ETpsg,Y = RETpsg,Y × rCO2psg

ETzsg,Y = ZETsg,Y × rCO2sg

5.1.2.2. For each manufacturer and reporting periods of a year Y between 2019 and 2024 the following CO2 emissions reduction trajectories shall be defined:

ET(2025)Y = ∑ sg sharesg × MPWsg × ETsg,Y

5.1.2.3. For each manufacturer and reporting periods of a year Y between 2025 and 2040 the following CO2 emissions reduction trajectories shall be defined:

ET(NO)Y = ∑ sg sharesg × MPWsg × ETsg,Y

ET(MCO2)Y = ∑ sg sharesg × MPWsg × [(1- pvsg) × ETsg,Y + pvsg × ETpsg,Y ]

ET(MZE)Y = ∑sg sharesg × MPWsg × ETzsg,Y

ET(M)Y = ET(MCO2)Y + ET(MZE)Y

Where,

∑ sg is the sum over those sub-groups that are inclued in the calculation of the particular CO2 emissions trajectory according to point 4.2;

sharesg is the share of new heavy-duty vehicles of the manufacturer in the sub-group sg, as determined in point 2.4;

MPWsg is as determined point 2.6;

rCO2sg is as determined in point 3.1.2;

rCO2psg is as determined in point 3.1.2;

pvsg is the share of new heavy-duty vehicles of the manufacturer within the sub-group sg, which pursuant to Article 7b shall be accounted for with the CO2 emissions of their primary vehicles in the calculation of the average specific CO2 emissions of point 2.2

5.2. Calculation of the emission credits and debts in each reporting period

For each manufacturer and each reporting period of the years Y from 2019 to 2040 the emission credits cCO2(X)Y and emission debts dCO2(X)Y, (X = NO, M), shall be the maximum of the following values and 0 (i.e. emission credits and debts cannot be negative):

2019 ≤ Y< 2025

2025 ≤ Y< 2030

2030 ≤ Y< 2040

cCO2(NO)Y

[ET(2025)Y – CO2(2025)Y ]× Vy

[ET(NO)Y – CO2(NO)Y ]× Vy

dCO2(NO)Y

[CO2(2025)Y – T(2025)Y]× Vy

[CO2(NO)Y – T(NO)Y]× Vy

cCO2(M)Y

[ET(M)Y – CO2(M)Y ]× Vy

dCO2(M)Y

[CO2(M)Y – T(M)Y]× Vy

Where,

ET(X)Y is the manufacturer’s emission trajectory in the reporting period of the year Y determined in accordance with point 5.1 (X = 2025, NO, M);

CO2(X)Y is the manufacturer’s average specific emissions in the reporting period of the year Y determined in accordance with point 2.7 (X = 2025, NO, M);

T(X)Y is the manufacturer’s specific emission target in the reporting period of the year Y determined in accordance with point 4 (X = 2025, NO, M);

VY is the number of new heavy-duty vehicles of the manufacturer in the reporting period of the year Y.

5.3. Emission debt limit

For each manufacturer the emission debt limits limCO2(X)Y in a reporting period of the year Y are defined as follows:

limCO2(NO)Y = T(2025)Y × 0,05 × V(2025)Y for the reporting periods of the year Y < 2030;

limCO2(NO)Y = T(NO)Y × 0,05 × V(NO)Y for the reporting periods of the year Y ≥ 2030;

limCO2(M)Y = T(M)Y × 0,05 × V(M)Y for the reporting periods of the year Y ≥ 2030.

Where

T(X)Y is the manufacturer’s specific emission target in the reporting period of the year Y determined in accordance with point 4 (X = 2025, NO, M);

V(X)Y is the number of new heavy-duty vehicles of the manufacturer in the reporting period of the year Y in the vehicle sub-groups, which are included in the calculation of the specific CO2 emissions CO2(X) according to point 4.2 (X = 2025, NO, M).

5.4. Early emission credits

Emission debts acquired for the reporting periods of the year 2025 shall be reduced by an amount corresponding to the emission credits acquired prior to this reporting period, which is determined for each manufacturer as follows:

redCO2 = min(dCO2(NO)2025 ; cCO2(NO)Y)

Where,

min is the minimum of the two values mentioned between the brackets;

is the sum over the reporting periods of the years Y from 2019 to 2024;

dCO2(NO)Y is the emission debts for reporting period of the year Y as determined in accordance with point 5.2;

cCO2(NO)Y is the emission credits for the reporting period of the year Y as determined in accordance with point 5.2;.

6. Determination of a manufacturer’s excess CO2 emissions referred to in Article 8(2)

For each manufacturer and each reporting period of the year Y from the year 2025 onwards the value of the vehicle category specific excess CO2 emissions exeCO2(X)Y shall be determined as follows. if the value is positive (X = NO, M).

For the reporting period of the year 2025:

exeCO2(NO)2025 = dCO2(NO)2025 - cCO2(NO)Y - limCO2(NO)2025

For the reporting periods of the years Y from 2026 to 2028, from 2030 to 2033 and from 2035 to 2038:

exeCO2(NO)y = (dCO2(NO)I - ccCO2(NO)I,Y) -

exeCO2(NO)J - redCO2 - limCO2(NO)Y

For the reporting periods of the years Y from from 2030 to 2033 and from 2035 to 2038:

exeCO2(M)y = (dCO2(M)I - ccCO2(M)I,Y) -

exeCO2(M)J - limCO2(M)Y

For the reporting period of the years Y = 2029, 2034 and 2039:

exeCO2(NO)Y = (dCO2(NO)I - ccCO2(NO)I,Y) - exeCO2(NO)J - redCO2

For the reporting period of the years Y = 2034 and 2039:

exeCO2(M)Y = (dCO2(M)I - ccCO2(M)I,Y) - exeCO2(M)J

For the reporting periods of the year 2040:

exeCO2(NO)2040 = (CO2(NO)2040 – T(NO) 2040) × V2040 +

(dCO2(NO)I - ccCO2(NO)I,Y) - exeCO2(NO)J - redCO

exeCO2(M)2040 = (CO2(M)2040 – T(M)2040 ) × V2040 +

(dCO2(M)I - ccCO2(M)I,Y) - exeCO2(M)J

For the reporting periods of the years Y > 2040:

exeCO2(NO)Y = (CO2(NO)Y – T(NO)Y) × VY

exeCO2(M)Y = (CO2(M)Y – T(M)Y) × VY

If the previous calculations result in a negative value for exeCO2(X)Y, the latter shall be set to 0.

Where,

is the sum over the reporting periods of the years Y from 2019 to 2024;

is the sum over the reporting periods of the years I from 2025 to the year Y;

is the sum over the reporting periods of the years J from 2025 to the year (Y-1);

is the sum over the reporting periods of the years I from 2025 to 2039;

is the sum over the reporting periods of the years J from 2030 to the year (Y-1);

dCO2(X)Y is the emission debts for the reporting period of the year Y as determined in accordance with point 5.2 (X = NO, M);

cCO2(X)Y is the emission credits for the reporting period of the year Y as determined in accordance with point 5.2 (X = NO, M);

ccCO2(X)I,Y are the emission credits for the reporting period of the year I corrected for the part that has expired after 7 year, as determined in accordance with point 6.1 (X = NO, M);

limCO2(X)Y is the emission debt limit as determined in accordance with point 5.3 (X = NO, M);

redCO2(X) is the reduction of emission debts of the reporting period of the year 2025 as determined in accordance with 5.4 (X = NO, M).

In all other cases the value of the excess emissions exeCO2(X)Y shall be set to 0 (X = NO, M).

The excess CO2 emissions of the reporting period of the year Y as referred to in Article 8(2) shall be:

exeCO2Y = exeCO2(NO)Y + exeCO2(M)Y

6.1. Determination of ccCO2(X)Y,I

ccCO2(X)I,Y = cCO2(X)I for Y ≤ I + 7;

ccCO2(X)I,Y = min(cCO2(X)I ;

dCO2(X)K - ccCO2(X)K,Y) for Y > I + 7;

ANNEX II

Adjustment procedures referred to in Article 11

1. Adjustment of reference CO2 emissions following an amendment of the type approval procedures referred to in Article 11(2)

Following an amendment of the type approval procedures referred to in Article 11(2), the reference CO2 emissions referred to in Point 3.1.2 of Annex I shall be recalculated.

For this purpose the CO2 emissions in g/km of new heavy-duty vehicles v of the reference period and of their primary vehicles determined for a mission profile mp, as referred to in point 2.1 of Annex I, shall be adjusted as follows:

CO2v,mp = CO2(RP)v,mp ∙ (∑ r sr,sg ∙ CO2r,mp )/ (∑ r sr,sg ∙ CO2(RP)r,mp )

CO2pv,mp = CO2p(RP)v,mp ∙ (∑ r sr,sg ∙ CO2pr,mp )/ (∑ r sr,sg ∙ CO2p(RP)r,mp )

Where

∑ r is the sum over all representative vehicles r for the sub-group sg;

sg is the sub-group to which the vehicle v belongs;

sr,sg is the statistical weight of the representative vehicle r in the sub-group sg;

CO2(RP)v,mp is the specific CO2 emissions of vehicle v in g/km, as determined on mission profile mp and based on the monitoring data of the reference period;

CO2(RP)r,mp is the specific CO2 emissions of the representative vehicle r in g/km, as determined on mission profile mp in accordance with Regulation (EC) No 595/2009 and its implementing measures as it was applied in the reference period;

CO2r,mp is the specific CO2 emissions of the representative vehicle r, as determined on mission profile mp in accordance with Regulation (EC) No 595/2009 and its implementing measures according to the amendments referred to in Article 11(3)(a);

CO2p(RP)v,mp is the specific CO2 emissions of the primary vehicle of the heavy-duty vehicle v in g/km, as determined on mission profile mp and based on the monitoring data of the reference period;

CO2p(RP)r,mp is the specific CO2 emissions of the primary vehicle of the representative vehicle r in g/km, as determined in accordance with Regulation (EC) No 595/2009 and its implementing measures as it was applied in the reference period;

CO2pr,mp is the specific CO2 emissions of the primary vehicle of the representative vehicle r, as determined on mission profile mp in accordance with Regulation (EC) No 595/2009 and its implementing measures according to the amendments referred to in Article 11(3)(a).

The specific CO2 emissions shall be normalised pursuant to Annex III using those values for the parameters referred to in Article 14(1), point (f), that are applicable in the reporting period referred to in Article 11(2), point (a).

The representative vehicles shall be defined in accordance with the methodology referred to in Article 11(3).

2. Application of the adjusted reference CO2 emissions according to Article 11(2)

If in the reporting period of the year Y the specific CO2 emissions of some new heavy-duty vehicles of a manufacturer have been determined with amendments referred to in Article 11(2), the reference CO2 emissions rCOsg of the vehicle sub-group sg used in points 4 and 5.1 of Annex I shall be calculated as follows:

rCO2sg = ∑,i Vsg,i/Vsg x rCO2sg,,i

where:

∑,i is the sum over

- for i = 0: the non-amended procedure for determining the CO2 emissions, for which the initial reference CO2 emissions without adjustments are applicable and

- for i ≥ 1: all subsequent amendments referred to in Article 11(2).

Vsg is the number of new heavy-duty vehicles of the manufacturer in the reporting period of the year Y and the vehicle sub-group sg;

Vsg,i is the number of new heavy-duty vehicles of the manufacturer in the reporting period of the year Y and in the vehicle sub-group sg, the specific CO2 emissions of which have been determined with the amendment i;

rCO2sg,i are:

- for i = 0: the non-adjusted reference CO2 emissions

- for i ≥ 1: the reference CO2 emissions that have been determined for the vehicle sub-group sg with the amendment i.

ANNEX III

Normalisation of specific CO2 emissions of new heavy-duty vehicles referred to in Article 4

1. Normalisation of specific CO2 emissions

For the purposes of the caclulation in point 2.1 of Annex I, , the values of CO2 emissions of vehicles are normalised as follow:

= + +

m = - PLv,mp + cCWv (for vehicles of categories N and O)

m = - PMv,mp + cCWv (for vehicles of category M)

The values of CO2 emissions 〖CO2p〗_(v,mp)of primary vehicles are normalised according to the same methodology, using the parameters for primary vehicles.

Where

are the normalised CO2 emissions of the vehicle v determined for a mission profile mp that are to be considered in the calculation of Annex I point 2.1;

are the CO2 emissions in g/km of a new heavy-duty vehicle v determined for a mission profile mp and reported in accordance with Articles 13a and 13b;

is to be determined in accordance with point 3;

is to be determined in accordance with point 4;

PLv,mp is the payload of vehicle v in the mission profile mp, as determined from the data reported according to Articles 13a and 13b ;

is the payload for sub-group sg and mission profile mp as provided for in point 2.5 of Annex I;

PMv,mp is the passenger mass of vehicle v in the mission profile mp, as determined from the data reported according to Articles 13a and 13b;

is the passenger mass for sub-group sg and mission profile mp as provided for in point 2.5 of Annex I;

cCWv is the correction of the curb weight of the vehicle v according to point 2.

2. Curb Weight normalisation

Since the transport utility of a vehicle increases with its technically permissible maximum payload or passenger number, but for technical reasons higher values for these parameters are correlated with higher curb weights and therefore higher CO2 emissions, the following correction of the curb weight of a vehicle v in sub-group sg for the purpose of the normalisation of its specific CO2 emissions according to point 1 shall be applied:

cCWv = asg · (maxPLsg - maxPLv) for vehicles of category N ▌;

cCWv = 0 for vehicles of category O;

cCWv = asg · (maxPNsg - maxPNv) for vehicles of category M;

Where

asg is a linear coefficient determined according to point 2.1 for the reporting period of the vehicle v;

maxPLv is the technically permissible maximum payload of vehicle v as determined from the data reported according to Articles 13a and 13b;

maxPNv is the technically permissible maximum passenger number of vehicle v as determined from the data reported according to Articles 13a and 13b;

maxPLsg is the technically permissible maximum payload of vehicle sub-group sg determined according to point 2.5 of Annex I;

maxPNsg is the technically permissible maximum passenger number of vehicle sub-group sg determined according to point 2.5 of Annex I.

2.1. Determination of normalisation parameters

For each reporting period the parameters asg and bsg shall be determined with a linear regression analysis of the correlation of the values of CWv with the values of maxPLv (category N ▌vehicles) and maxPNv (category M vehicles), considering all newly registered vehicles v in the sub-group sg:

CWv asg · maxPLv + bsg for vehicles of category N ▌;

CWv asg · maxPNv + bsg for vehicles of category M.

Where

CWv is the curb weight of vehicle v, as determined from the data reported according to Articles 13a and 13b; if no precise value is available it may be approximated by the corrected actual mass of the vehicle v

maxPLv is the technically permissible maximum payload of vehicle v as determined from the data reported according to Articles 13a and 13b;

maxPNv is the technically permissible maximum passenger number of vehicle v as determined from the data reported according to Articles 13a and 13b;.

3. Change of CO2 emissions for change in total vehicle mass

The ex-post change of CO2 emissions of a vehicle v to be determined for a mission profile mp due to an ex-post change in the total mass to be attributed to the vehicle for the determination of CO2 emissions is defined by the following linear approximation:

= m · ( - ) / (Mr – Ml)

Where:

~~CCFi is the Carbon Correction Factor for a specific blend of conventional fuel i and all fuels eligible for CCF that can be used to replace it~~

m is the change of total mass attributed to the vehicle v for the determination of its CO2 emissions;

~~SHARESn,i is the percentage of renewable fuels reported in the Shares database, referred in the last available reporting period n and calculated as the average share over all EU member states.~~

are the CO2 emissions of the vehicle v in g/km, without the change of mass, determined for the same mission profile mp, representative loading conditions;

~~SHARESn - 1,i is the percentage of renewable fuels reported in Shares database, referred in the second last available reporting period n and calculated as the average share over all EU member states.~~

are the CO2 emissions of the vehicle v in g/km, without the change of mass, determined for the same mission profile mp, low loading conditions;

SHARESn - 2,i is the percentage of renewable fuels reported in the Shares database, referred in the third last available reporting period n and calculated as the average share over all EU Member States.

Mr is the total vehicle mass in simulation, without the change of mass, for the same mission profile mp, representative loading conditions;

~~The Shares database is accessible at:~~

Ml is the total vehicle mass in simulation, without the change of mass, for the same mission profile mp, low loading conditions.

~~https://ec.europa.eu/eurostat/web/energy/database/additional-data~~

4. Normalisation for different cargo volumes

~~Amendment 44~~

Category O vehicles within the same sub-group have different cargo volumes. Since the transport utility of a vehicle increases with the cargo volume, but for technical reasons such increase is also correlated with higher CO2 emissions, the following correction of the CO2 emissions of a vehicle v in sub-group sg shall be applied:

~~Proposal for a regulation~~

= asg,mp · (CVsg - CVv)

~~Annex IV – Part A – point q a (new)~~

Where

~~Regulation (EU) 2019/1242~~

asg,mp is a linear coefficient determined according to point 4.1 for the reporting period of the vehicle v;

~~Annex IV – (new)~~

CVv is the cargo volume of vehicle v as determined from the data reported according to Articles 13a and 13b;

~~Text proposed by the Commission~~

CVsg is the cargo volume of vehicle sub-group sg determined according to point 2.5 of Annex I.

~~Amendment~~

For vehicle of categories N and M the correction of CO2 emissions shall be 0.

(q a) maximum mass for a category N3 truck in an EHC referred to in Annex I, paragraph 2.7.2. in the truck’s country of registration when the truck is coupled to one or more semi-trailers/drawbar trail-ers.

4.1. Determination of normalisation parameters

~~PROCEDURE – COMMITTEE ASKED FOR OPINION~~

For each reporting period and mission profile the parameters asg,mp and bsg,mp shall be determined with a linear regression analysis of the correlation of the values of [ + ] with the values of CVv, considering all newly registered vehicles v in the sub-group sg:

~~Title~~

+ asg,mp · CVv + bsg,mp

Amending Regulation (EU) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956

Where

~~References~~

CVv is the cargo volume of vehicle v as determined from the data reported according to Articles 13a and 13b;

~~COM(2023)0088 – C9-0025/2023 – 2023/0042(COD)~~

, are as defined in point 1.’

~~Committee responsible~~

‘ANNEX IV

~~Date announced in plenary~~

Rules on data to be monitored and reported as referred to in Articles 13a and 13b

~~ENVI~~

PART A: DATA TO BE MONITORED AND REPORTED BY MEMBER STATES

~~29.3.2023~~

(a) vehicle identification numbers of all new heavy-duty vehicles as referred to in Article 2 that are registered in the Member State territory;

~~Opinion by~~

(b) manufacturer name;

~~Date announced in plenary~~

~~ITRE~~

(d) the code for the bodywork as specified in entry 38 of the certificate of conformity, including, where applicable, the supplementing digits referred to in Annex I Appendix 2 to Regulation (EU) 2018/858;

~~29.3.2023~~

(e) in the case of the heavy-duty vehicles referred to in Article 2, first paragraph, point (a) or (b), the information on the powerplant specified in entries 23, 23.1 and 26 of the certificate of conformity;

~~Rapporteur for the opinion~~

(f) the maximum speed of the vehicle as specified in entry 29 of the certificate of conformity;

~~Date appointed~~

(g) the stage of completion, as indicated in the chosen model of the certificate of conformity in accordance with Annex VIII, point 2 to Commission Implementing Regulation (EU) 2020/683;

~~Miapetra Kumpula-Natri~~

(h) the vehicle category as specified in entry 0.4 of the certificate of conformity;

~~19.4.2023~~

(i) the number of axles, as specified in entry 1 of the certificate of conformity;

~~Discussed in committee~~

(j) the technically permissible maximum laden mass, as specified in entry 16.1 of the certificate of conformity;

~~29.6.2023~~

(k) the imprint of the cryptographic hash of the manufacturer’s records file as specified in entry 49.1 of the certificate of conformity; for vehicles registered until 30 June 2025 Member States may report only the first 8 characters of the cryptographic hash;

~~Date adopted~~

(l) the specific CO2 emissions as specified in entry 49.5 of the certificate of conformity;

~~12.10.2023~~

(m) the average payload value as specified in entry 49.6 of the certificate of conformity;

~~Result of final vote~~

(n) the date of registration;

(na) the technically permissible maximum mass of the combination for a category N3 truck in an extra heavy combination (EHC) referred to in Article 3, point (24), as specified in entry 16.4 of the certificate of conformity or individual vehicle approval certificate;

–:

(o) for special purpose vehicles their designation as specified in entry 51 of the certificate of conformity;

(oa) the number of powered axles, as specified in entry 3 of the certificate of conformity

(p) for vehicles approved under Article 2(3)(b) of Regulation 2018/858, the information that the vehicle was designed and constructed or adapted for use by civil protection fire services and forces responsible for maintaining public order;

(q) for vehicles registered for use by civil protection, fire services or forces responsible for maintaining public order ▌, the confirmation that the vehicle is registered for use by civil protection, fire services or forces responsible for maintaining public order ▌and that it fulfils the conditions set out in Article 2 paragraph 5 of this Regulation. For all vehicles including individually approved vehicles, the corresponding information shall be the information as to be provided in the EU certificate of conformity or EU individual vehicle approval certificate or the national individual approval certificate in accordance with the templates laid down in Commission Implementing Regulation (EU) 2020/683 regardless of any national exemptions applicable under Article 45(1) of Regulation (EU) 2018/858.

PART B: DATA TO BE REPORTED BY MANUFACTURERS AND OTHER ENTITIES

~~Members present for the final vote~~

In accordance with Article 13b, each reporter shall report the following data for those vehicles, for which it is obliged to produce a Manufacturer’s Records File (MRF) or Vehicle Information File (VIF) according to the provisions of Regulations 2017/2400 (EU) and Commission Implementing Regulation (EU) 2022/1362.

François-Xavier Bellamy, Hildegard Bentele, Tom Berendsen, Vasile Blaga, Paolo Borchia, Beatrice Covassi, Josianne Cutajar, Nicola Danti, Pilar del Castillo Vera, Christian Ehler, Valter Flego, Lina Gálvez Muñoz, Jens Geier, Christophe Grudler, Henrike Hahn, Ivo Hristov, Ivars Ijabs, Seán Kelly, Miapetra Kumpula-Natri, Iskra Mihaylova, Angelika Niebler, Johan Nissinen, Mauri Pekkarinen, Tsvetelina Penkova, Morten Petersen, Markus Pieper, Clara Ponsatí Obiols, Sara Skyttedal, Riho Terras, Isabella Tovaglieri, Henna Virkkunen, Pernille Weiss

For vehicles referred to in Part A, points (p) and (q) of Annex IV the manufacturer referred to in Article 7a shall also inform the Commission in accordance with Article 2(4) and (5), if the vehicle which would otherwise be exempted from the obligations laid down in Article 3a, shall not be exempted from those obligations.

~~Substitutes present for the final vote~~

Vehicle categories / sub-groups

~~Francesca Donato, Klemen Grošelj, Elena Lizzi~~

Reporters

~~Substitutes under Rule 209(7) present for the final vote~~

Primary vehicle manufacturer(1)

~~Asim Ademov, Maria Grapini, Pierre Larrouturou~~

Interim vehicle manufacturer(2)

~~FINAL VOTE BY ROLL CALL IN COMMITTEE ASKED FOR OPINION~~

Vehicle manufacturer

~~Key to symbols:~~

Designated technical service(8)

N / all

Not applicable

‒ MRF(4)

‒ Additional information*

Not applicable

M / all

‒ VIF(4) (5)

‒ MRF(4) (6)

‒ Additional information*

of the primary vehicle.

Not applicable

‒ VIF(4) (7)

‒ MRF(4) (7)

‒ Additional information*

of the complete or completed vehicle.

Not applicable

O / all

Not applicable

‒ MRF(9)

‒ Additional information*

‒ MRF(9)

‒ Additional information*

(1) Article 3(29) of Commission Regulation (EU) 2017/2400.

(2) Article 3(31) of Commission Regulation (EU) 2017/2400

(3) Article 3(4a) of Commission Regulation (EU) 2017/2400

(4) Article 9(2) of Commission Regulation (EU) 2017/2400

(5) Point 2.3 of Annex I to Commission Regulation (EU) 2017/2400

(6) Point 2.4 of Annex I to Commission Regulation (EU) 2017/2400

(7) Point 2.7.5 of Annex I to Commission Regulation (EU) 2017/2400

(8) Article 8(6) of Commission Implementing Regulation (EU) 2022/1362

(9) Article 8(7) of Commission Implementing Regulation (EU) 2022/1362

*Additional Information:

Monitoring parameter

Source

Applicable to vehicles

Make (trade name of manufacturer)

All

Name and address of transmission manufacturer

Point 0.4 of the model of a certificate of a component, separate technical unit or system of Appendix 1 to Annex VI to Regulation (EU) 2017/2400

Category N;

Category M: primary vehicle only;

Make (trade name of transmission manufacturer

Point 0.1 of the model of a certificate of a component, separate technical unit or system of Appendix 1 to Annex VI to Regulation (EU) 2017/2400

Category N;

Category M: primary vehicle only;

Name and address of axle manufacturer

Point 0.4 of the model of a certificate of a component, separate technical unit or system of Appendix 1 to Annex VII to Regulation (EU) 2017/2400

Category N;

Category M: primary vehicle only;

Category O;

Make (trade name of axle manufacturer)

Point 0.1 of the model of a certificate of a component, separate technical unit or system of Appendix 1 to Annex VII to Regulation (EU) 2017/2400

Category N;

Category M: primary vehicle only;

Category O;

Name and address of tyre manufacturer

Point 1 of the model of a certificate of a component, separate technical unit or system of Appendix 1 to Annex X to Regulation (EU) 2017/2400

Category N;

Category M: primary vehicle only;

Category O;

Make (trade name of tyre manufacturer)

Point 3 of the model of a certificate of a component, separate technical unit or system of Appendix 1 to Annex X to Regulation (EU) 2017/2400

Category N;

Category M: primary vehicle only;

Category O;

Number of license to operate the simulation tool

All

CO2 mass emission of the engine over WHTC (8) (g/kWh)

Point 1.4.2 of the addendum to Appendix 5, or point 1.4.2 of the addendum to Appendix 7, to Annex I to Regulation (EU) No 582/2011, whichever is applicable

Category N;

Category M: primary vehicle only;

Fuel consumption of the engine over WHTC (g/kWh)

Point 1.4.2 of the addendum to Appendix 5, or point 1.4.2 of the addendum to Appendix 7, to Annex I to Regulation (EU) No 582/2011, whichever is applicable

Category N;

Category M: primary vehicle only;

CO2 mass emission of the engine over WHSC (9) (g/kWh)

Point 1.4.1 of the addendum to Appendix 5, or point 1.4.1 of the addendum to Appendix 7, to Annex I to Regulation (EU) No 582/2011, whichever is applicable

Category N;

Category M: primary vehicle only;

Fuel consumption of the engine over WHSC (g/kWh)

Point 1.4.1 of the addendum to Appendix 5, or point 1.4.1 of the addendum to Appendix 7, to Annex I to Regulation (EU) No 582/2011, whichever is applicable

Category N;

Category M: primary vehicle only;

101

For vehicles with a date of simulation as of 1 July 2020, the type-approval number of the engine

Point 1.2.1. of addendum to Appendix 5, 6 or 7 to Annex I to Regulation (EU) No 582/ 2011, whichever is applicable

Category N;

Category M: primary vehicle only;

102

For vehicles with a date of simulation as of 1 July 2021, the comma separated values file of the same name as the job file and with an extension.vsum comprising aggregated results per simulated mission profile and payload condition

File generated by the simulation tool referred to in Article 5(1)(a) of Regulation (EU) 2017/2400 in its graphical user interface (GUI) version

all

PART C: AIR DRAG VALUE (CDXA) RANGES FOR THE PURPOSE OF PUBLICATION IN ACCORDANCE WITH ARTICLE 13c

For the purpose of making publicly available the CdxA value specified in data entry 23 in accordance with Article 13c, the Commission shall use the ranges defined in the following table containing the corresponding range for each CdxA value:

Range

CdxA value [m2]

Min CdxA (CdxA ≥ min CdxA)

Max CdxA (CdxA < MaxCdxA)

0,00

3,00

3,15

3,31

3,48

3,65

3,83

4,02

4,22

4,43

A10

4,43

4,65

A11

4,65

4,88

A12

4,88

5,12

A13

5,12

5,38

A14

5,38

5,65

A15

5,65

5,93

A16

5,93

6,23

A17

6,23

6,54

A18

6,54

6,87

A19

6,87

7,21

A20

7,21

7,57

A21

7,57

7,95

A22

7,95

8,35

A23

8,35

8,77

A24

8,77

9,21

ANNEX V

Data reporting and management referred to in Articles 13a to 13c

1. REPORTING BY MEMBER STATES

1.1. The data specified in Part A of Annex IV shall be transmitted in accordance with Article 13a by the contact point of the competent authority via electronic data transfer to the Agency.

The contact point shall notify the Commission and the Agency when the data are transmitted by email to the following addresses:

EC-CO2-HDV-IMPLEMENTATION@ec.europa.eu

and

HDV-monitoring@eea.europa.eu

2. REPORTING BY MANUFACTURERS

2.1. Manufacturers shall notify the Commission without delay the following information:

(a) the manufacturer name indicated in the certificate of conformity or individual approval certificate;

(b) the World Manufacturer Identifier code (WMI code) as defined in Commission Regulation (EU) No 19/2011 to be used in the vehicle identification numbers of new heavy-duty vehicles to be placed on the market;

They shall notify the Commission without delay of any changes to that information.

The notifications shall be sent to the addresses referred to in point 1.1.

2.2. The data specified in Part B, point 2 of Annex I shall be transmitted in accordance with Article 13b by the contact point of the manufacturer via electronic data transfer to the Agency.

The contact point shall notify the Commission and the Agency when the data are transmitted by email to the addresses referred to in point 1.1.

3. DATA PROCESSING

3.1. The Agency shall process the data transmitted in accordance with points 1.1 and 2.2 and shall record the processed data in the register.

3.2. The data relating to heavy-duty vehicles registered in the preceding reporting period and recorded in the register shall be made public by 30 April each year, with the exception of the following data entries:

3.2.1. vehicle identification number;

3.2.2. name and address of the transmission manufacturer;

3.2.3. make (trade name of transmission manufacturer;

3.2.4. name and address of axle manufacturer;

3.2.5. make (trade name of axle manufacturer;

3.2.6. name and address of tyre manufacturer;

3.2.7. make (trade name of tyre manufacturer;

3.2.8. engine model;

3.2.9. transmission model;

3.2.10. retarder model;

3.2.11. torque converter model;

3.2.12. angle drive model;

3.2.13. axel model;

3.2.14. air drag model;

3.2.15 comma separated values file of the same name as the job file and with an extension.vsum comprising aggregated results per simulated mission profile and payload condition.

3.3. Where a competent authority or manufacturers identify errors in the data submitted, they shall without delay notify those to the Commission and the Agency by submitting an error notification report to the Agency and by email sent to the addresses referred to in point 1.1.

3.4. The Commission shall with the support of the Agency verify the notified errors and, where appropriate, correct the data in the register.

3.5. The Commission, with the support of the Agency, shall make available electronic formats for the data transmissions referred to in points 1.1 and 2.2 in due time before the transmission deadlines.

ANNEX VI

CORRELATION TABLE

Regulation (EU) 2018/956

This Regulation

Article 1

Article 2

Article 3

Article 4

Article 5

Article 6

Article 7

Article 8

Article 9

Article 10

Article 11

Article 12

Article 13

Article 14

Annex I

Annex II

Article 1(2)

Article 2

Article 3

Article 13a

Article 13b

Article 13c

Article 13d

Article 13e

Article 13f

Article 14

Article 16

Article 17

Annex IV

Annex V’