Sittings · Document

DRAFT OPINION (COM(2023)0088 – C90025/2023 – 2023/0042(COD)) 2023-06-15

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

Committee on Industry, Research and Energy · Rapporteur: Miapetra KumpulaNatri

PA_Legam

SHORT JUSTIFICATION

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.

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.

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.

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.

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.

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.

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.

AMENDMENT

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:

Amendment 1

Proposal for a regulation

Recital 15

Text proposed by the Commission

Amendment

(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.

(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 of 10 percent in the 2040 target should be left to accommodate developments in technology yet to occur and take in to consideration of the safety and the geological challenges.

Or. en

Amendment 2

Proposal for a regulation

Recital 21 – paragraph 4

Text proposed by the Commission

Amendment

(21) 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.

(21) 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. Certain vocational vehicles, such as garbage trucks should also be included in the calculation of average specific CO2 emissions of manufacturers.

Or. en

Justification

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. Therefore they should be included under the targets.

Amendment 3

Proposal for a regulation

Recital 27 a (new)

Text proposed by the Commission

Amendment

(27 a) As CO2 emission targets should also be set for the specific group of vocational vehicles, such as garbage trucks, they should no longer be exempt from the calculation of average specific CO2 emissions of manufacturers.

Or. en

Justification

CO2 emissions from vocational vehicles, such as garbage trucks are already certified under VECTO, monitored and reported by vehicle manufacturers and Member States.As garbage trucks mostly operate in cities, they also significantly affect urban air quality and create unwanted noise pollution. Those vehicles should therefore be included under the CO2 reduction targets.

Amendment 4

Proposal for a regulation

Recital 27 b (new)

Text proposed by the Commission

Amendment

(27 b) Due to the technical readiness of the vehicle segment and the need to improve air quality in cities, small lorries with a maximum mass lower than 5t should also have to meet the CO2 targets set by this Regulation. As for these vehicle sub-groups, CO2 emissions cannot be determined yet for technical reasons under Regulation (EU) 2017/2400, their CO2 emissions as determined under type-approval under Regulation (EU) 715/2007 should be used for the purpose of calculating average specific CO2 emissions of manufacturers. While these vehicles do not fall under the monitoring and reporting obligations of vehicle manufacturers, their new registrations are reported by EU member states. For the purpose of determining the vehicle mileage and payload factor of those vehicles, they should be attributed to the sub-groups as laid out in Annex 1.1.4.

Or. en

Justification

CO2 emissions from small lorries with a maximum mass lower than 5t cannot yet be determined under VECTO, but their CO2 emissions are being determined under Regulation (EC) No 715/2007 and their new vehicle registrations are reported by Member States to the Commission.Vehicles with a maximum mass lower than 5t include many urban delivery trucks supplying stores like supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality.

Amendment 5

Proposal for a regulation

Recital 27 c (new)

Text proposed by the Commission

Amendment

(27 c) Zero-emission urban buses require a proper development of charging infrastructures. Furthermore, the important locations for tourist coaches in the setup of infrastructures should be considered among the provisions for the ramp-up of charging infrastructure. In order to ensure the availability of buses, both for public and for coach transport, and the related infrastructure, national and local authorities should plan the deployment of the available resources in the cohesion funds and in the national and recovery resilience plans towards reaching the targets set out in the Regulation.

Or. en

Amendment 6

Proposal for a regulation

Recital 42 a (new)

Text proposed by the Commission

Amendment

(42 a) The EU needs to promote reskilling and upskilling to boost the competitiveness of companies and realise the digital and green transitions. A special focus must be put on engaging more people, particularly women and young people, in the labour market. The ongoing digital and automation transition could be an opportunity for the road transport sector to improve its attractiveness among European workers and it is also a chance to launch an industry-wide effort of upskilling to meet current and future demand.

Or. en

Amendment 7

Proposal for a regulation

Article 1 – paragraph 1 – point 2 – subparagraph c – point 5

Regulation (EU) 2019/1242

Article 2 – paragraph 5 (new)

Text proposed by the Commission

Amendment

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.

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.

Or. en

Justification

The tractors of all the largest combinations exceeding 70 tonnes typically come in an 8x4 axle configuration and are classified in vehicle group 16. These combinations are used for long-haul distances in countries that have permitted larger dimensions and masses than the rest of Europe. However, this has not been taken into account in the emissions calculation, where their CO2 emissions are calculated according to the construction mission profile, which gives them significantly lower payload and incorrect driving cycle.

Amendment 8

Proposal for a regulation

Article 1 – paragraph 1 – point 3 – point g – subparagraph a

Regulation (EU) 2019/1242

Article 3 – point 11

Text proposed by the Commission

Amendment

(a) a heavy-duty motor vehicle with not more than 5 g/(t∙km) or 5 g/(p∙km) of CO2 emissions as determined in accordance with Article 9 of Regulation (EU) 2017/2400;

(a) a heavy-duty motor vehicle with not more than 1 g/(t∙km) or 1 g/(p∙km) of CO2 emissions as determined in accordance with Article 9 of Regulation (EU) 2017/2400;

Or. en

Justification

According to the proposal, a zero-emission vehicle would be allowed to emit up to 5gCO2/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 1GCO2/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.

Amendment 9

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3a – paragraph 1 (new)

Text proposed by the Commission

Amendment

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

1. The average CO2 emissions of the Union fleet of new heavy-duty motor vehicles, other than special purpose, off-road, 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:

Or. en

Justification

Amendment 10

Proposal for a regulation

Article 1 – paragraph 1 – point 4 – 1(c)

Regulation (EU) 2019/1242

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

Text proposed by the Commission

Amendment

Or. en

Amendment 11

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3a – paragraph 4 (new)

Text proposed by the Commission

Amendment

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.

Or. en

Justification

Amendment 12

Proposal for a regulation

Article 1 – paragraph 1 – point 4

Regulation (EU) 2019/1242

Article 3c – paragraph 1 (new)

Text proposed by the Commission

Amendment

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 and social and environmental criteria, in compliance with relevant international law. With a view to an appropriate integration of environmental, social and labour requirements into public procurement procedures it is of particular importance to take all the relevant measures to ensure compliance with obligations in the fields of environmental, social and labour European law and where relevant laws, regulations, decrees and decisions, at both national and Union level, as well as from collective agreements, provided that such rules, and their application, comply with Union law.

Or. en

Amendment 13

Proposal for a regulation

Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/1242

Article 4 – point (c) new

Text proposed by the Commission

Amendment

(5 a) 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. The compensation factor shall be 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.

Or. en

Justification

The CO2 emissions calculation for heavy-duty vehicles does not take into account the better energy efficiency of extra heavy combinations, with maximum 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.

Amendment 14

Proposal for a regulation

Article 1 – paragraph 1 – point 18 (new)

Regulation (EU) 2019/1242

Article 15

Text proposed by the Commission

Amendment

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.

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

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.

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

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.

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:

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

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

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

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

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.

Or. en

Justification

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.

Amendment 15

Proposal for a regulation

Annex I – 1.1.1.

Regulation (EU) 2019/1242

Annex I – table 1

Text proposed by the Commission

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

Vocational vehicle according to Article 3(9) of this Regulation

Cab type

Engine power

Operational range (OR)

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

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

Sleeper cab

All

< 350 km

Sleeper cab

All

≥ 350 km

10-LH

All

Amendment

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

Vocational vehicle according to Article 3(9) of this Regulation

Cab type

Engine power

Operational range (OR)

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

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

Yes

All

Day cab

All

9-RD

Sleeper cab

All

< 350 km

Sleeper cab

All

≥ 350 km

9-LH

Yes

Day cab

All

5-RD

Sleeper cab

< 265 kW

Sleeper cab

≥ 265 kW

< 350 km

Sleeper cab

≥ 265 kW

≥ 350 km

5-LH

Yes

All

Day cab

All

10-RD

Sleeper cab

All

< 350 km

Sleeper cab

All

≥ 350 km

10-LH

Yes

All

10v

All

Or. en

Justification

CO2 emissions from vocational vehicles, such as garbage trucks are already certified under VECTO, monitored and reported by vehicle manufacturers and Member States.

As garbage trucks mostly operate in cities, they also significantly affect urban air quality and create unwanted noise pollution. Those vehicles should therefore be included under the CO2 reduction targets.

Amendment 16

Proposal for a regulation

Annex I – 1.1.4. (new)

Regulation (EU) 2019/1242

Annex I – table 2

Text proposed by the Commission

Amendment

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 according to Regulation (EU) 2017/2400 but according to Regulation (EC) No 715/2007 shall be attributed to the following sub-groups for the purposes of this Regulation:

Characteristics of vehicle

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

Category N; TPMLM* ≤ 5 t

Furthermore, they shall be considered as zero-emissions vehicles:

‒ if they have no internal combustion engine or

‒ have an internal combustion engine emitting less than 1 g CO2/km as determined in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council (16) and its implementing measures or UNECE Regulation (EC) No 154.

Or. en

Justification

Vehicles with a maximum mass lower than 5t 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.

Amendment 17

Proposal for a regulation

Annex I – 4.3.1.

Regulation (EU) 2019/1242

Annex I

Text proposed by the Commission

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 (rfsg)

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

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

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%

74%

90%

Heavy lorries > 7,4t

1s, 1, 2, 3

43%

74%

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%

74%

90%

Heavy lorries > 16 t with special axle configurations

4v, 5v, 9v, 10v, 11, 11v, 12, 12v, 16

25%

40%

90%

Coaches (rfsg)

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

43%

74%

90%

Primary vehicles of coaches (rfpsg)

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

43%

74%

90%

Trailers

7,5%

Semi-trailers

15%

Or. en

Justification

The CO2 emission targets proposed by the Commission will not be enough to achieve the Union's climate neutrality objective, taking into account the fair share that road transport should contribute to achieving that objective.

Annex I of the regulation includes specific targets for each vehicle sub-group that set out how each of them have to contribute to the global target. Together, the sub-group targets for trucks, buses and coaches add up to the global CO2 targets of -45% in 2030, -65% in 2035, and -90% in 2040. This means that the 100% ZEV target for urban buses from 2030, which is set out in Article 3b, does not come on top but is also aggregated under the global CO2 targets. To align the targets as laid out here in Annex I with the amended targets further above, they diverge slightly from them to account for the 100% zero emission vehicle target for urban buses.

Amendment 18

Proposal for a regulation

Annex IV – Part A – point q a (new)

Regulation (EU) 2019/1242

Annex IV – (new)

Text proposed by the Commission

Amendment

(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 trailers;

Or. en

Justification

This would require that N3 trucks used in over 70 tonne combinations are identified separately from other trucks authorised for use in the country of registration, in accordance with the maximum mass harmonised in the EU. For this reason, it is necessary to add the maximum combination mass for these vehicles to the information monitored by Member States in Appendix IV.