Of the European Parliament and of the Council setting CO2 emission performance standards for new heavy-duty vehicles

EUROPAPARLAMENTET OCH EUROPEISKA UNIONENS RÅD HAR ANTAGIT DENNA FÖRORDNING

med beaktande av fördraget om Europeiska unionens funktionssätt, särskilt artikel 192.1,

med beaktande av Europeiska kommissionens förslag,

efter översändande av utkastet till lagstiftningsakt till de nationella parlamenten,

med beaktande av Europeiska ekonomiska och sociala kommitténs yttrande,

efter att ha hört Regionkommittén,

i enlighet med det ordinarie lagstiftningsförfarandet, och

Skälen nedan är grundrättsaktens. Ändringsrättsakternas skäl: förordning (EU) 2024/1610 · förordning (EU) 2025/1045 · förordning (EU) 2026/1046 · förordning (EU) 2026/1282.

(1) I Parisavtalet fastställs bland annat ett långsiktigt mål som ligger i linje med målet att hålla ökningen i den globala medeltemperaturen långt under 2 °C över förindustriell nivå samt göra ansträngningar för att begränsa temperaturökningen till 1,5 °C över förindustriell nivå. Klimatförändringarnas negativa effekter bekräftas entydigt av de senaste vetenskapliga rönen från Mellanstatliga panelen för klimatförändringar (IPCC) i dess särskilda rapport om effekterna av en global uppvärmning på 1,5 °C över förindustriell nivå och därmed sammanhängande globala utsläppsminskningsbanor för växthusgaser. I den särskilda rapporten dras slutsatsen att utsläppsminskningar i alla sektorer är avgörande för att begränsa den globala uppvärmningen.

(2) För att bidra till målen i Parisavtalet måste övergången av hela transportsektorn i riktning mot nollutsläpp påskyndas, med hänsyn till kommissionens meddelande av den 28 november 2018 med titeln En ren jord åt alla – En europeisk strategisk långsiktig vision för en stark, modern, konkurrenskraftig och klimatneutral ekonomi, som presenterar en vision om de nödvändiga ekonomiska och samhälleliga förändringarna, där alla delar av ekonomin och samhället medverkar, för att klara övergången till nettonollutsläpp av växthusgaser senast 2050. Transportsektorns utsläpp av luftföroreningar som allvarligt skadar vår hälsa och miljön måste också minskas kraftigt utan dröjsmål.

(3) Kommissionen antog mobilitetspaket den 31 maj 2017 (Europa på väg: En agenda för en socialt rättvis övergång till ren, konkurrenskraftig och uppkopplad rörlighet för alla) och den 8 november 2017 (Resultat för utsläppssnål rörlighet: Ett EU som skyddar vår planet, sätter konsumenterna i centrum och försvarar sina företag och sina arbetstagare). Dessa paket innehåller en positiv agenda som även syftar till att säkerställa en friktionsfri övergång till ren, konkurrenskraftig och uppkopplad rörlighet åt alla.

(4) Denna förordning är en del av kommissionens tredje mobilitetspaket av den 17 maj 2018 med titeln Europa på väg – Hållbar mobilitet i EU: säker, uppkopplad och ren, som följer upp kommissionens meddelande av den 13 september 2017 med titeln Investera i en smart, innovativ och hållbar industri – En förnyad strategi för EU:s industripolitik. Denna förordning är även utformad för att fullfölja processen för att unionen ska kunna dra full nytta av en moderniserad rörlighet med lägre koldioxidutsläpp. Målet för det tredje mobilitetspaketet är att göra rörligheten i Europa säkrare och mer tillgänglig, den europeiska industrin mer konkurrenskraftig och arbetstillfällena tryggare, och rörlighetssystemet renare och bättre anpassat till de nödvändiga insatserna mot klimatförändringarna. Det kommer att kräva ett fullständigt engagemang från unionen, medlemsstaterna och berörda parter, inte minst för att öka ansträngningarna för att minska koldioxidutsläpp och luftföroreningar.

(5) Denna förordning, tillsammans med Europaparlamentets och rådets förordning (EU) 2019/631, stakar ut en tydlig väg mot minskade koldioxidutsläpp från vägtransportsektorn, och bidrar till det bindande målet att senast 2030 minska växthusgasutsläppen från hela EU:s ekonomi med minst 40 % jämfört med 1990, vilket fick stöd i slutsatserna från Europeiska rådets möte den 23–24 oktober 2014 och godkändes av rådet den 6 mars 2015 i form av unionens planerade nationellt fastställda bidrag enligt Parisavtalet.

(6) I Europeiska rådets slutsatser av den 23–24 oktober 2014 finns stöd för en minskning av växthusgasutsläppen på 30 % senast 2030, jämfört med 2005, för de sektorer som inte omfattas av unionens utsläppshandelssystem. Växthusgasutsläpp från vägtransportsektorn utgör en stor del av utsläppen i dessa sektorer. Vägtransportsektorn svarade för omkring en fjärdedel av unionens sammanlagda utsläpp 2016. Utsläppen från vägtransportsektorn visar en uppåtgående trend och är fortfarande betydligt större än 1990. Om utsläppen från vägtransporter fortsätter att öka kommer de att motverka de utsläppsminskningar som åstadkoms i andra sektorer för att bekämpa klimatförändringarna.

(7) I Europeiska rådets slutsatser av den 23–24 oktober 2014 betonades vikten av att minska utsläppen av växthusgaser och riskerna med beroendet av fossila bränslen i transportsektorn genom ett heltäckande och teknikneutralt tillvägagångssätt för främjande av utsläppsminskning och energieffektivitet i transportsektorn, för eldrivna transporter och för förnybara energikällor i transportsektorn även efter 2020.

(8) För att ge unionens konsumenter säker, hållbar och konkurrenskraftig energi till ett överkomligt pris är energieffektivitet, som bidrar till en dämpad efterfrågan, en av de fem ömsesidigt förstärkande och tätt sammanflätade dimensioner som anges i kommissionens meddelande av den 25 februari 2015 med titeln En ramstrategi för en motståndskraftig energiunion med en framåtblickande klimatpolitik. I meddelandet framhålls att samtidigt som alla sektorer i ekonomin måste vidta åtgärder för öka effektiviteten i sin energianvändning så hartransportsektorn stor energieffektivitetspotential.

(9) Koldioxidutsläpp från tunga fordon, inbegripet lastbilar, bussar och långfärdsbussar, står för ungefär 6 % av unionens totala koldioxidutsläpp och för ungefär 25 % av de totala koldioxidutsläppen från vägtransporterna. Utan vidare åtgärder förväntas andelen koldioxidutsläpp från tunga fordon växa till cirka 9 % under perioden 2010–2030. I unionslagstiftningen finns för närvarande inga krav på minskade koldioxidutsläpp för tunga fordon, och därför behövs det genast särskilda åtgärder för sådana fordon.

(10) Mål för minskade koldioxidutsläpp från fordonsparkerna av nya tunga fordon i hela unionen bör därför fastställas för 2025 och för 2030, med hänsyn till att det tar tid för fordonsparken att förnyas samt till att vägtransportsektorn måste bidra till unionens klimat- och energimål för 2030 och därefter. Ett sådant successivt tillvägagångssätt ger också en tydlig och tidig signal till industrin om att påskynda lanseringen på marknaden av energieffektiv teknik och utsläppsfria och utsläppssnåla tunga fordon. Införandet av utsläppsfria tunga fordon torde också bidra till att åtgärda problem med rörlighet i städer. Det är avgörande att tillverkarna främjar sådana tunga fordon för att effektivt minska luftföroreningar och alltför höga bullernivåer i städer och stadsområden, samtidigt som de är viktiga för att minska koldioxidutsläppen från vägtransporterna.

(11) För att helt förverkliga energieffektivitetspotentialen och säkerställa att vägtransportsektorn som helhet bidrar till överenskomna minskningar av växthusgasutsläpp är det lämpligt att komplettera de normer för koldioxidutsläpp från nya personbilar och lätta nyttofordon som redan finns genom att fastställa utsläppsnormer för koldioxid från nya tunga fordon. Dessa normer för utsläpp kommer att utgöra en drivkraft för innovation inom teknik för bränsleeffektivitet och bidra till att stärka positionen som teknikledare för unionens tillverkare och leverantörer samt säkra högkvalificerade arbetstillfällen på lång sikt.

(12) Med tanke på att klimatförändringar är ett gränsöverskridande problem och att en väl fungerande gemensam marknad behöver säkerställas för både vägtransporttjänster och tunga fordon, samtidigt som marknadsfragmentering undviks, är det lämpligt att fastställa normer för koldioxidutsläpp från tunga fordon på unionsnivå. Dessa normer för utsläpp bör inte påverka unionens konkurrensrätt.

(13) Vid fastställandet av de nivåer för minskade koldioxidutsläpp som bör uppnås av unionens fordonspark av tunga fordon, bör hänsyn tas till dessa nivåers ändamålsenlighet för att ge ett kostnadseffektivt bidrag till minskade utsläpp senast 2030 från de sektorer som omfattas av Europaparlamentets och rådets förordning (EU) 2018/842, till kostnader och besparingar för samhället, tillverkare, transportörer och konsumenter samt till deras direkta eller indirekta följder för sysselsättning, innovation och sidovinster i form av minskade luftföroreningar och förbättrad energitrygghet.

(14) En socialt godtagbar och rättvis övergång till utsläppsfri rörlighet bör säkerställas. Därför är det viktigt att beakta övergångens sociala effekter genom bilindustrins hela värdekedja och proaktivt ta itu med konsekvenserna för sysselsättningen. Det bör därför övervägas riktade program på unionsnivå, nationell nivå och regional nivå för omskolning, kompetensutveckling och omplacering av arbetstagare, samt initiativ för utbildning och arbetssökande bland grupper och i regioner som påverkas negativt, i nära dialog med arbetsmarknadens parter och behöriga myndigheter. Som ett led i den övergången bör kvinnors sysselsättning och lika möjligheter i denna sektor stärkas.

(15) En framgångsrik övergång till utsläppsfri rörlighet kräver en samordnad strategi och ett gynnsamt klimat för att stimulera innovation och behålla unionens tekniska ledarskap i vägtransportsektorn. Det innebär bl.a. offentliga och privata investeringar i forskning och innovation, ett ökat utbud av utsläppsfria och utsläppssnåla tunga fordon, utbyggnad av laddnings- och tankningsinfrastruktur, integrering i energisystemen samt hållbar materialförsörjning och hållbar tillverkning, återanvändning och materialåtervinning av batterier i Europa. Det kräver samstämda åtgärder, såväl på unionsnivå som på nationell, regional och lokal nivå, också i form av incitament till stöd för att utsläppsfria och utsläppssnåla tunga fordon vinner spridning.

(16) Ett nytt förfarande för att fastställa koldioxidutsläppen och bränsleförbrukningen för enskilda tunga fordon har införts som en del av genomförandet av Europaparlamentets och rådets förordning (EG) nr 595/2009. I kommissionens förordning (EU) 2017/2400 föreskrivs en metod, baserad på verktyget Vecto, med vars hjälp koldioxidutsläppen och bränsleförbrukningen för kompletta tunga fordon kan simuleras. Metoden ger möjlighet att ta hänsyn till variationen inom sektorn för tunga fordon och den höga graden av kundanpassning av enskilda tunga fordon. I ett första steg, från och med den 1 juli 2019, fastställs koldioxidutsläppen för fyra grupper av tunga fordon som står för cirka 65–70 % av de totala koldioxidutsläppen från unionens fordonspark av tunga fordon.

(17) Med tanke på innovation, och för att beakta införandet av ny teknik som förbättrar tunga fordons bränsleeffektivitet, kommer både simuleringsverktyget Vecto och förordning (EU) 2017/2400 att fortlöpande uppdateras så att de hålls aktuella.

(18) De uppgifter om koldioxidutsläpp som fastställs i enlighet med förordning (EU) 2017/2400 ska övervakas inom ramen för Europaparlamentets och rådets förordning (EU) 2018/956. Dessa uppgifter bör utgöra grunden för att fastställa de mål för minskade koldioxidutsläpp som ska uppnås av de fyra grupperna av tunga fordon i unionen som står för de största utsläppen, samt för att fastställa en tillverkares genomsnittliga specifika koldioxidutsläpp för en given rapporteringsperiod.

(19) Ett mål för minskade koldioxidutsläpp för 2025 bör fastställas som en relativ minskning, baserad på de genomsnittliga koldioxidutsläppen från de tunga fordon som nyregistreras mellan den 1 juli 2019 och den 30 juni 2020, för att återspegla den utökade användningen av direkt tillgänglig kostnadseffektiv teknik för konventionella fordon. Ett mål för minskade koldioxidutsläpp bör också fastställas för 2030 och framåt. Det målet bör gälla såvida inget annat beslutas i enlighet med den översyn som ska utföras 2022. Målet för 2030 bör bedömas utgående från Europeiska unionens åtaganden enligt Parisavtalet.

(20) För att säkerställa gedigna referensvärden för koldioxidutsläpp mot bakgrund av att koldioxidutsläpp från tunga fordon ökar på grund av oegentliga förfaranden, så att de inte längre är representativa för en situation där det redan lagstiftats om koldioxidutsläppen, bör vid behov en metod för korrigering av referensvärdena för koldioxidutsläppen tillhandahållas.

(21) LNG (kondenserad naturgas) är ett tillgängligt alternativt bränsle i stället för diesel för tunga fordon. Utbyggnaden av nuvarande och kommande mer innovativ LNG-baserad teknik kommer att bidra till att målen för minskade koldioxidutsläpp uppnås på kort och medellång sikt eftersom användningen av LNG-teknik leder till lägre koldioxidutsläpp i jämförelse med dieselfordon. LNG-fordonens potential till minskade koldioxidutsläpp återspeglas redan helt och hållet i Vecto. Nuvarande LNG-teknik säkerställer också en låg nivå av luftförorenande utsläpp i form av t.ex. NOx och partiklar. En tillräcklig minimitankningsinfrastruktur finns också, och den utvidgas ytterligare som en del av nationella handlingsprogram för infrastruktur för alternativa bränslen.

(22) Vid beräkningen av de referensvärden för koldioxidutsläpp som ska ligga till grund för fastställandet av specifika koldioxidutsläppsmål för 2025 och 2030 bör hänsyn tas till den tunga fordonsparkens förväntade koldioxidminskningspotential. Det är därför lämpligt att utesluta arbetsfordon för t.ex. sophämtning eller anläggningsarbeten från den beräkningen. Dessa fordon har en relativt kort körsträcka, och på grund av deras särskilda körmönster förefaller tekniska åtgärder för minskade koldioxidutsläpp och lägre bränsleförbrukning inte vara kostnadseffektiva på samma sätt som de är för tunga fordon som används för transport av varor.

(23) Kraven på minskade koldioxidutsläpp bör uttryckas i gram koldioxid per tonkilometer för att återspegla de tunga fordonens transportnytta.

(24) En rättvis fördelning av de totala kraven på minskade koldioxidutsläpp bland tillverkarna behöver säkerställas, med beaktande av att tunga fordon har olika konstruktion, körmönster, årlig körsträcka, nyttolast och släpvagnskonfiguration. Det är därför lämpligt att särskilja mellan tunga fordon i olika undergrupper av fordon som återspeglar fordonens typiska användningsmönster och särskilda tekniska egenskaper. Genom att årliga tillverkarspecifika mål fastställs som ett viktat medelvärde av koldioxidutsläppsmålen för varje sådan undergrupp av fordon får tillverkarna också möjlighet att i praktiken balansera en underprestation från fordon i vissa undergrupper av fordon med en överprestation i andra undergrupper av fordon, med beaktande av de genomsnittliga koldioxidutsläppen från fordon i de olika undergrupperna av fordon under fordonens hela livstid.

(25) En tillverkares uppfyllelse av sina årliga specifika koldioxidutsläppsmål bör bedömas på grundval av tillverkarens genomsnittliga koldioxidutsläpp. Vid fastställandet av de genomsnittliga specifika koldioxidutsläppen bör man också beakta de särdrag som framgår av de olika undergrupperna av fordon. En tillverkares genomsnittliga specifika koldioxidutsläpp bör därför baseras på de genomsnittliga utsläpp som fastställs för varje undergrupp av fordon, inbegripet en viktning på grundval av fordonens antagna årliga körsträcka och genomsnittliga nyttolast som återspeglar de totala koldioxidutsläppen under fordonens hela livstid. På grund av den begränsade potentialen att minska koldioxidutsläppen hos arbetsfordon bör dessa fordon inte beaktas vid beräkningen av de genomsnittliga specifika koldioxidutsläppen.

(26) För att säkerställa en smidig övergång i riktning mot utsläppsfri rörlighet och ge incitament till utveckling och genomslag på unionsmarknaden för utsläppsfria och utsläppssnåla tunga fordon som kan komplettera instrument på efterfrågesidan, t.ex. Europaparlamentets och rådets direktiv 2009/33/EG bör det införas en särskild mekanism i form av superkrediter för rapporteringsperioderna före 2025, och det bör fastställas ett riktmärke för andelen utsläppsfria och utsläppssnåla tunga fordon i en tillverkares fordonspark för rapporteringsperioderna från och med 2025.

(27) Incitamentssystemet bör utformas för att säkerställa investeringssäkerheten för leverantörer och tillverkare av laddningsinfrastruktur i syfte att främja ett snabbt genomslag på unionsmarknaden för utsläppsfria och utsläppssnåla tunga fordon, samtidigt som tillverkarna får viss flexibilitet för att hinna fatta beslut om sina tidsplaner för investeringar.

(28) Vid beräkningen av en tillverkares genomsnittliga specifika koldioxidutsläpp under rapporteringsperioderna före 2025 bör alla utsläppsfria och utsläppssnåla tunga fordon räknas in flera gånger. För rapporteringsperioderna från och med 2025 bör man vid beräkningen av en tillverkares genomsnittliga specifika koldioxidutsläpp ta hänsyn till vilka resultat tillverkaren uppnått och därvid ha utsläppsfria och utsläppssnåla tunga fordon som riktmärke. Incitamentsnivån bör variera i enlighet med fordonets faktiska koldioxidutsläpp. Den resulterande minskningen av koldioxidutsläpp bör ha en övre gräns, för att miljömålen inte ska försvagas.

(29) Utsläppssnåla tunga fordon bör få incitament endast om deras koldioxidutsläpp är lägre än hälften av referensvärdet för koldioxidutsläppen från alla fordon i den undergrupp av fordon som det tunga fordonet tillhör. Det kan ge incitament till innovation inom detta område.

(30) Vid utformningen av incitamentsmekanismen för ökad användning av utsläppsfria tunga fordon bör även mindre lastbilar ingå, trots att de inte omfattas av målen för minskade koldioxidutsläpp inom ramen för denna förordning. Dessa fordon erbjuder också väsentliga fördelar när det gäller att ta itu med luftföroreningsproblem i städer. För att säkerställa att incitamenten är välbalanserade mellan de olika fordonstyperna bör därför även minskningen av en tillverkares genomsnittliga specifika koldioxidutsläpp till följd av utsläppsfria mindre lastbilar ha ett tak.

(31) För att främja ett kostnadseffektivt genomförande av kraven på minskade koldioxidutsläpp, samtidigt som hänsyn tas till den tunga fordonsparkens sammansättning och dess koldioxidutsläpp under årens gång, bör tillverkare ha möjlighet att balansera sin överprestation avseende sitt specifika utsläppsmål för ett år med en underprestation för ett annat år.

(32) För att skapa incitament för snabba minskningar av koldioxidutsläpp bör en tillverkare, vars genomsnittliga specifika koldioxidutsläpp ligger under den kurva för minskade koldioxidutsläpp som definieras av referensvärdet för koldioxidutsläpp och koldioxidutsläppsmålet för 2025, kunna spara dessa utsläppskrediter för att uppfylla målet för 2025. På liknande sätt bör en tillverkare, vars genomsnittliga specifika koldioxidutsläpp ligger under kurvan för minskade koldioxidutsläpp mellan målet för 2025 och det mål som är tillämpligt från och med 2030, kunna spara dessa utsläppskrediter för att uppfylla koldioxidutsläppsmålet från och med den 1 juli 2025 till och med den 30 juni 2030.

(33) En tillverkare som inte uppfyller sina specifika koldioxidutsläppsmål under en rapporteringsperiod på tolv månader som inleds från den 1 juli 2025 till och med den 30 juni 2030 bör också kunna ådra sig en begränsad utsläppsskuld. Tillverkare bör dock reglera eventuella återstående utsläppsskulder under rapporteringsperioden för 2029 senast den 30 juni 2030.

(34) Utsläppskrediter och utsläppsskulder bör beaktas enbart för att fastställa om en tillverkare uppfyller sina specifika koldioxidutsläppsmål, och bör inte betraktas som tillgångar som kan överlåtas eller beskattas.

(35) Kommissionen bör påföra en ekonomisk sanktion i form av en avgift för överskridande koldioxidutsläpp om överskridande koldioxidutsläpp konstateras för en tillverkare, med hänsyn tagen till utsläppskrediter och utsläppsskulder. Uppgifter om tillverkares överskridande koldioxidutsläpp bör göras offentligt tillgängliga. För att ge tillverkare tillräckligt med incitament för att vidta åtgärder som minskar de specifika koldioxidutsläppen från tunga fordon måste avgiften överstiga de genomsnittliga marginalkostnaderna för den teknik som behövs för att uppfylla koldioxidutsläppsmålen. Metoden för uppbörd av avgifterna bör fastställas genom en genomförandeakt, med beaktande av den metod som antagits i enlighet med Europaparlamentets och rådets förordning (EG) nr 443/2009. Avgiften bör anses vara en intäkt i Europeiska unionens allmänna budget. Som ett led i den utvärdering som ska göras enligt förordning (EU) 2019/631 bör kommissionen se efter om dessa belopp kan anslås till en särskild fond eller ett relevant program som syftar till att säkerställa en rättvis övergång till utsläppsfri rörlighet och stödja omskolning, vidareutbildning och annan kompetensutveckling för arbetstagare i bilindustrin.

(36) En robust efterlevnadsmekanism är nödvändig för att säkerställa att koldioxidutsläppsmålen i denna förordning uppnås. Tillverkarnas skyldigheter att tillhandahålla precisa uppgifter i enlighet med förordning (EU) 2018/956, och de administrativa sanktionsavgifter som kan påföras om denna skyldighet inte uppfylls, bidrar till att säkerställa att tillförlitliga uppgifter används vid kontrollen av att målen i den här förordningen uppnås.

(37) För att uppnå koldioxidminskningarna enligt den här förordningen bör koldioxidutsläppen från tunga fordon i drift överensstämma med de värden som fastställs i enlighet med förordning (EG) nr 595/2009 och dess genomförandeåtgärder. Vid beräkningen av en tillverkares genomsnittliga specifika koldioxidutsläpp bör kommissionen därför ha möjlighet att beakta varje systematisk brist på överensstämmelse som konstateras av typgodkännandemyndigheter i fråga om koldioxidutsläpp från tunga fordon i trafik.

(38) För att kunna vidta sådana åtgärder bör kommissionen ha befogenhet att inrätta och genomföra ett förfarande för kontroll av överensstämmelsen mellan dels koldioxidutsläppen från tunga fordon i trafik, fastställda i enlighet med förordning (EG) nr 595/2009 och dess genomförandeåtgärder, och de koldioxidutsläppsvärden som registrerats i intygen om överensstämmelse, intygen om enskilt godkännande eller kundinformationsfilerna. Vid utarbetandet av detta förfarande bör särskild hänsyn tas till att fastställa metoder, bland annat användning av uppgifter från ombordenheter för övervakning av bränsle- och/eller energiförbrukning, för att upptäcka strategier genom vilka ett fordons koldioxidprestanda förbättras på konstgjord väg i samband med certifieringsförfarandet. Om avvikelser eller strategier för att på konstgjord väg förbättra ett fordons koldioxidprestanda upptäcks vid sådana kontroller bör detta anses som tillräcklig grund för misstanke om allvarlig risk för bristande efterlevnad av kraven i Europaparlamentets och rådets förordningar (EG) nr 595/2009 och (EU) 2018/858, och medlemsstaterna bör utifrån detta vidta nödvändiga åtgärder i enlighet med kapitel XI i förordning (EU) 2018/858.

(39) Ändamålsenligheten för de koldioxidutsläppsmål som fastställs i denna förordning är starkt beroende av att den metod som används för att fastställa koldioxidutsläppen återspeglar verklig körning. I enlighet med yttrandet från 2016 från mekanismen för vetenskaplig rådgivning (SAM, Scientific Advice Mechanism) i fråga om lätta fordon och Europaparlamentets rekommendation efter sin undersökning av utsläppsmätningar i bilindustrin är det lämpligt att införa en mekanism för bedömning av hur väl de värden för koldioxidutsläpp och energianvändning som fastställs i enlighet med förordning (EU) 2017/2400 återspeglar verklig körning även för tunga fordon. Det tillförlitligaste sättet att säkerställa att dessa värden återspeglar värdena vid verklig körning är att använda uppgifter från ombordenheter för övervakning av bränsle- och/eller energiförbrukningen. Kommissionen bör därför ha befogenheter att utveckla de förfaranden för att samla in och behandla de uppgifter om bränsle- och energiförbrukningen som krävs för att utföra sådana bedömningar samt att säkerställa att sådana uppgifter är offentligt tillgängliga, samtidigt som personuppgifter skyddas.

(40) Kommissionen bör bedöma hur uppgifter om bränsle- och energiförbrukningen kan bidra till att säkerställa att fordons koldioxidutsläpp som fastställts med hjälp av verktyget Vecto i enlighet med förordning (EG) nr 595/2009 och dess genomförandeåtgärder förblir representativa för koldioxidutsläppen vid verklig körning för alla tillverkare under tidens gång, och närmare bestämt hur sådana uppgifter kan användas för att övervaka klyftan mellan å ena sidan koldioxidutsläppsvärden som fastställts med hjälp av Vecto och andra sidan koldioxidutsläpp vid verklig körning, och när det är nödvändigt förhindra att denna klyfta ökar.

(41) År 2022 bör kommissionen bedöma ändamålsenligheten för de normer för koldioxidutsläpp som fastställs i denna förordning, och särskilt den nivå för målen för minskade koldioxidutsläpp som ska uppnås senast 2030, de genomförandeformer som bör vara tillgängliga för att uppnå det målet och senare mål, samt fastställandet av mål för minskade koldioxidutsläpp för andra typer av tunga fordon, t.ex. mindre lastbilar, arbetsfordon, bussar, långfärdsbussar och släpvagnar. Vid den bedömningen bör också, enbart med tanke på tillämpningen av denna förordning, tunga fordon och fordonskombinationer tas upp till behandling, varvid hänsyn bör tas till de vikter och dimensioner som gäller vid nationella transporter, till exempel modulsystem och intermodala system, samtidigt som en bedömning även görs av möjliga transportsäkerhets- och transporteffektivitetsaspekter, transportslagsövergripande effekter, miljöpåverkan, effekter på infrastruktur och rekyleffekter samt av medlemsstaternas geografiska läge.

(42) Det är viktigt att bedöma koldioxidutsläppen under hela livscykeln från tunga fordon på unionsnivå. Därför bör kommissionen senast 2023 utvärdera möjligheten att utveckla en gemensam unionsmetod för bedömning och konsekvent uppgiftsrapportering om koldioxidutsläppen under hela livscykeln från tunga fordon som släpps ut på unionsmarknaden. Kommissionen bör vidta uppföljningsåtgärder, vid behov även med lagstiftningsförslag.

(43) För att säkerställa att de specifika koldioxidutsläppen från tunga fordon förblir representativa och helt aktuella behöver ändringar av förordning (EG) nr 595/2009 och dess genomförandeåtgärder som påverkar dessa specifika koldioxidutsläpp återspeglas i den här förordningen. Kommissionen bör därför ha befogenheter att fastställa en metod för att definiera ett representativt tungt fordon för varje undergrupp av fordon, vilket bör ligga till grund för bedömning av ändringar av de specifika koldioxidutsläppen.

(44) För att säkerställa enhetliga villkor för genomförandet av denna förordning, bör kommissionen tilldelas de genomförandebefogenheter med avseende på offentliggörande av en förteckning över vissa uppgifter och tillverkarnas resultat.

(45) För att säkerställa enhetliga villkor för genomförandet av denna förordning, bör kommissionen tilldelas genomförandebefogenheter med avseende på identifiering av tunga fordon som är certifierade som arbetsfordon och korrigering av de årliga genomsnittliga specifika koldioxidutsläppen för en tillverkare, uppbörd av avgifter för överskridande utsläpp, rapportera avvikelser avseende koldioxidutsläpp och för att beakta dem vid beräkningen av de genomsnittliga specifika koldioxidutsläppen, bedömning av tillämpningen av villkoren för fastställande av referensvärdena för koldioxidutsläpp och kriterierna för att avgöra om dessa utsläpp utan giltig orsak ökats samt, i förekommande fall, för hur korrigeringar ska företas, säkerställande av att vissa parametrar för tunga fordons koldioxidutsläpp och energiförbrukning vid verklig körning görs tillgängliga för kommissionen, utföra kontroll av att de värden för koldioxidutsläpp och bränsleförbrukning som registrerats i kundinformationsfilen motsvarar koldioxidutsläppen och bränsleförbrukningen hos tunga fordon i trafik och om det finns några strategier som på konstgjord väg förbättrar fordonens prestanda i de provningar som genomförs eller de beräkningar som utförs samt definiera ett eller flera representativa fordon för en undergrupp av fordon på grundval av vilka justering av nyttolast ska fastställas. För att säkerställa enhetliga villkor för genomförandet av förordning (EG) 595/2009, bör kommissionen tilldelas genomförandebefogenheter med avseende på att fastställa vissa aspekter i fråga om miljöprestandan hos fordon i kategorierna M2, M3, N2, N3, O3 och O4. De genomförandebefogenheter som avses i detta skäl bör utövas i enlighet med Europaparlamentets och rådets förordning (EU) nr 182/2011.

(46) För ändringar eller kompletteringar av icke väsentliga delar av bestämmelserna i denna förordning bör kommissionen delegeras befogenheten att anta akter i enlighet med artikel 290 i fördraget om Europeiska unionens funktionssätt, när det gäller justering av referensvärden för koldioxidutsläpp för att fastställa de vägledande principerna och kriterierna för att definiera förfaranden för att kontrollera koldioxidutsläpp från tunga fordon i trafik och när det gäller ändringar av bilagorna till denna förordning i fråga om vissa tekniska parametrar, inbegripet viktningsvärdena för användningsprofiler, värden för nyttolast och värden för årliga körsträcka samt justeringsfaktorerna för nyttolast. Det är särskilt viktigt att kommissionen genomför lämpliga samråd under sitt förberedande arbete, inklusive på expertnivå, och att dessa samråd genomförs i enlighet med principerna i det interinstitutionella avtalet av den 13 april 2016 om bättre lagstiftning. För att säkerställa lika stor delaktighet i förberedelsen av delegerade akter bör Europaparlamentet och rådet erhålla alla handlingar samtidigt som medlemsstaternas experter, och deras experter bör systematiskt ges tillträde till möten i kommissionens expertgrupper som arbetar med förberedelse av delegerade akter.

(47) Eftersom målet för denna förordning, nämligen fastställande av normer för koldioxidutsläpp från tunga fordon, inte i tillräcklig utsträckning kan uppnås av medlemsstaterna, utan snarare, på grund av åtgärdens omfattning och verkan, kan uppnås bättre på unionsnivå, kan unionen vidta åtgärder i enlighet med subsidiaritetsprincipen i artikel 5 i fördraget om Europeiska unionen. I enlighet med proportionalitetsprincipen i samma artikel går denna förordning inte utöver vad som är nödvändigt för att uppnå detta mål.

(48) Förordningarna (EG) nr 595/2009 och (EU) 2018/956 och rådets direktiv 96/53/EG bör därför även ändras i enlighet med detta,

HÄRIGENOM FÖRESKRIVS FÖLJANDE.

Article1¶Subject matter and objectives

Ändrad genom förordning (EU) 2024/1610.

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 of the European Parliament and of the Council, Member States’ targets of reducing their greenhouse gas emissions, as laid down in Regulation (EU) 2023/857 of the European Parliament and of the Council, and the objectives of the Paris Agreement, as well as to ensuring the proper functioning of the internal market.

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.

Article2¶Scope

Ändrad genom förordning (EU) 2024/1610.

1. This Regulation shall apply to new 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 which belong to any of the following vehicle categories:

a) M2 and M3;

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

c) O3 and O4.

For the purposes of this Regulation, the vehicles referred to in points (a), (b) and (c) of 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.

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.

2. For the purposes of this Regulation, heavy-duty vehicles 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.

A previous registration outside the Union that was made less than three months before registration in the Union shall not be taken into account.

This Regulation shall not apply to heavy-duty vehicles that are registered for the first time for a period not exceeding one month and that are registered for the sole purpose of transfer to a country outside the Union.

3. The Commission shall, by means of implementing acts, adopt a specific procedure for identifying heavy-duty vehicles that are certified as vocational vehicles pursuant to Regulation (EC) No 595/2009 and its implementing measures but are not registered as such, and shall apply corrections to the annual average specific CO2 emissions of a manufacturer to take those vehicles into account, starting from the reporting period of the year 2021 and for each subsequent reporting period. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2) of this Regulation.

Article3¶Definitions

Ändrad genom förordning (EU) 2024/1610.

For the purposes of this Regulation, the following definitions apply:

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;

2. ‘specific CO2 emissions’ means the CO2 emissions of an individual heavy-duty vehicle determined in accordance with point 2.1 of Annex I;

3. ‘reporting period of the year Y’ means the period from 1 July of the year Y to 30 June of the year Y+1;

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

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

4. ‘average specific CO2 emissions’ means the average of the specific CO2 emissions of a manufacturer’s new heavy-duty vehicles in a given reporting period determined in accordance with point 2.7 of Annex I;

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;

6. ‘rigid lorry’ means a lorry that is not designed or constructed for the towing of a semi-trailer;

7. ‘tractor’ means a tractor unit that is designed and constructed exclusively or principally to tow semi-trailers;

8. ‘vehicle sub-group’ means a grouping of vehicles as defined in point 1 of Annex I, that are characterised by a common and distinctive set of technical criteria relevant for determining the CO2 emissions and fuel consumption of those vehicles;

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, fulfils the criteria laid down in point 1.2 of Annex I;

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

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

11. ‘zero-emission heavy-duty vehicle’ means any of the following vehicles:

a) a heavy-duty motor vehicle without an internal combustion engine, or with an internal combustion engine that emits not more than 3 g CO2/(tkm) or 1 g CO2/(pkm) as determined in accordance with Article 9 of Regulation (EU) 2017/2400;

b) a heavy-duty motor vehicle without an internal combustion engine, or with an internal combustion engine that emits not more than 1 g/kWh of CO2 as determined in accordance with Regulation (EC) No 595/2009 and its implementing measures or 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;

c) a trailer equipped with a device that actively supports its propulsion, and that has no internal combustion engine or has an internal combustion engine that emits 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;

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;

13. ‘mission profile’ means a combination of a target speed cycle, a payload value, a body or trailer configuration and other parameters, if applicable, reflecting the specific use of a vehicle, on the basis of which official CO2 emissions and fuel consumption of a heavy-duty vehicle are determined;

14. ‘target speed cycle’ means the description of the vehicle velocity, which the driver wants to reach or to which he is limited by traffic conditions, as a function of the distance covered in a trip;

15. ‘payload’ means the weight of the goods that a vehicle is carrying under different conditions;

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

17. ‘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;

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

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

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

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

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

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

24. ‘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 of the European Parliament and of the Council, ‘supply, works and service contracts’ as defined in Article 2, point (1), of Directive 2014/25/EU of the European Parliament and of the Council, and ‘concessions’ as defined in Article 5, point (1), of Directive 2014/23/EU of the European Parliament and of the Council;

25. ‘extra heavy combination lorry’ or ‘EHC lorry’ means a heavy-duty vehicle of category N3 suitable for use in a vehicle combination and meeting all the following design and construction criteria:

a) having three axles or more;

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

c) designed with a technically permissible maximum laden mass (TPMLM) of the combination of more than 60 tonnes;

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

In relation to a manufacturer, ‘connected undertakings’ means:

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

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

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

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

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

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

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);

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.

Article3a¶CO2 emissions reduction targets

Införd genom förordning (EU) 2024/1610.

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:

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

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

c) 65 % for all vehicle sub-groups for the reporting periods of the years 2035 to 2039;

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

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

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 those heavy-duty vehicles in accordance with Part B of Annex IV to this Regulation.

5. Heavy-duty vehicles other than those referred to in paragraph 4 that are 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, provided that 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 therefore in the public interest to register a heavy-duty vehicle with a combustion engine to fulfil that purpose.

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.

Article3b¶Additional measures to support the transition to zero-emission heavy-duty vehicles on the Union market

Införd genom förordning (EU) 2024/1610.

By 30 June 2025, the Commission shall submit to the European Parliament and to the Council a report which considers the need to facilitate the uptake on the Union market of heavy-duty vehicles which are retrofitted to become zero-emission heavy-duty vehicles, including by way of harmonised rules. That report shall contain an analysis of the options and the impact of those options. Where appropriate, the analysis shall be accompanied by a legislative initiative or other action.

Article3c¶Additional measures to support the demand for zero-emission heavy-duty vehicles on the Union market

Införd genom förordning (EU) 2024/1610.

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

Article3d¶Zero-emission heavy-duty vehicle target for urban buses

Införd genom förordning (EU) 2024/1610.

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.

2. 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 urban buses, 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).

3. The Commission is empowered to adopt delegated acts in accordance with Article 17 to supplement this Regulation by laying down common technical specifications, including standards, regarding the safe and secure sharing and use of the data generated in relation to the use of urban buses.

Article3e¶Ensuring sustainable and resilient supply chains for urban buses through public procurement procedures

Införd genom förordning (EU) 2024/1610.

1. Contracting authorities and contracting entities shall base the award of public supply contracts for the purchase, lease, rent or hire-purchase of new zero-emission urban buses, as well as of public service contracts having as their main subject matter the use of such urban buses, on the most economically advantageous tender which shall include the best price-quality ratio.

2. Contracting authorities and contracting entities shall use at least two of the following criteria as technical specifications or as award criteria, at least one of which shall relate to the tender’s contribution to the security of supply as set out in points (a) to (d), depending on the market situation and in compliance with Directive 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 World Trade Organization Agreement on Government Procurement (the “GPA”) and other international agreements by which the Union is bound:

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; that criterion shall only apply to products of tenders originating in countries that are not parties to the GPA and that have not concluded a free trade agreement, including rules on public procurement, with the Union;

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

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;

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

e) environmental sustainability going beyond the minimum requirements provided for in applicable Union legal acts.

The first subparagraph shall not preclude contracting authorities and contracting entities from using additional criteria.

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.

Article4¶Average specific CO2 emissions of a manufacturer

Ändrad genom förordning (EU) 2024/1610.

Starting from 1 July 2020, and in each subsequent reporting period, the Commission shall determine for each manufacturer the average specific CO2 emissions in g/tkm for the preceding reporting period, by taking the following into account:

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

b) the zero- and low-emission factor determined in accordance with Article 5; and

c) in the reporting periods of the years 2030 to 2034, new zero-emission vocational vehicles falling within the scope of point 1.1.1 of Annex I.

The average specific CO2 emissions shall be determined in accordance with point 2.7 of Annex I.

Article5¶Zero- and low-emission heavy-duty vehicles

Ändrad genom förordning (EU) 2024/1610.

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.

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.

2. For the reporting periods 2019 to 2024, the zero- and low-emission heavy-duty vehicles shall be counted as follows for the purposes of paragraph 1:

a) a zero-emission heavy-duty vehicle shall be counted as two vehicles; and

b) a low-emission heavy-duty vehicle shall be counted as up to two vehicles according to a function of its specific CO2 emissions and the low-emission threshold of the vehicle sub-group to which the vehicle belongs as defined in point 2.3.3 of Annex I.

The zero- and low-emission factor shall be determined in accordance with point 2.3.1 of Annex I.

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.

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 or 10-LH, shall reduce the average specific CO2 emissions of a manufacturer by a maximum of 1,5 %.

Article6¶Specific CO2 emissions targets of a manufacturer

Ändrad genom förordning (EU) 2024/1610.

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.

Article6a¶Transfer of heavy-duty vehicles between manufacturers

Införd genom förordning (EU) 2024/1610.

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, provided the following conditions are fulfilled:

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

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

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 does not exceed 5 % of all its new heavy-duty vehicles registered in a given reporting period.

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

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 shall take it into account for the calculation of relevant values for the receiving manufacturer.

Article6b¶Exemption for manufacturers producing few heavy-duty vehicles

Införd genom förordning (EU) 2024/1610.

1. If a manufacturer registers fewer than 100 new heavy-duty vehicles 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” for that reporting period.

2. Where paragraph 1 of this Article applies, 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.

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

a) if the manufacturer so requests;

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

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 that includes a manufacturer to which point (a) or (b) applies.

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

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 to which the exemption applies.

6. Manufacturers shall inform the Commission for the purposes of paragraphs 4 and 5 by using the electronic tools provided by the Commission.

Article7¶Emission credits and emission debts

Ändrad genom förordning (EU) 2024/1610 och förordning (EU) 2026/1046.

1. 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:

a) the difference between the CO2 emissions reduction trajectory as referred to in paragraph 2 for the reporting period of the year 2025 and the average specific CO2 emissions of that manufacturer for the reporting periods of the years 2025 to 2029 and the difference between the CO2 emissions reduction trajectory for reporting periods of years other than 2025 to 2029 and the average specific CO2 emissions of that manufacturer for the same reporting period, if that difference is positive (‘emission credits’); or

b) the difference between the average specific CO2 emissions and the specific CO2 emissions target of that manufacturer, if that difference is positive (‘emission debts’).

Emission credits shall be acquired in the reporting periods of the years 2019 to 2039. However, the emission credits acquired in the reporting periods of the years 2019 to 2024 shall be taken into account for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of the reporting period of the year 2025 only.

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’).

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 years 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 that follow the reporting period during which they have been acquired.

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:

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);

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);

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

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).

Article7a¶Attributïon of heavy-duty vehicles to a manufacturer

Införd genom förordning (EU) 2024/1610.

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:

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

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;

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.

Article7b¶Calculation of average specific CO2 emissions of heavy-duty vehicles of category M

Införd genom förordning (EU) 2024/1610.

For heavy-duty vehicles of category M, the following shall apply:

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 under point 2.2.2 of Annex I and shall not be considered in point 2.2.3 of that Annex;

b) by way of derogation from point (a) of this Article, upon request to the Commission by the primary vehicle manufacturer as referred to in Article 7a, point (b), and subject to the condition set out in point (c) of this Article, 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;

c) a request under point (b) of this Article for a new heavy-duty vehicle of category M shall not be admissible if the primary vehicle manufacturer, and the vehicle manufacturer as defined in Article 3, point (4a), of Regulation (EU) 2017/2400, of the complete or completed vehicle are connected undertakings or parts of the same legal entity; by submitting such a request, the primary vehicle manufacturer declares that they are not connected undertakings or parts of the same legal entity; it shall provide supporting information to the Commission upon request;

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 requests as referred to in point (b) to the Commission.

Article8¶Compliance with the specific CO2 emissions targets

Ändrad genom förordning (EU) 2024/1610.

1. Where a manufacturer is found, pursuant to paragraph 2, to have excess CO2 emissions in a given reporting period from 2025 onwards, the Commission shall impose an excess CO2 emissions premium, calculated in accordance with the following formula: (excess CO2 emissions premium) = (excess CO2 emissions × 4250 EUR/gCO2/tkm).

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

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;

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;

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

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

3. The Commission shall, by means of implementing acts, determine the means for collecting excess CO2 emissions premiums under paragraph 1 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2).

4. The excess CO2 emissions premiums shall be considered as revenue for the general budget of the European Union.

Article9¶Verification of the monitoring data

Ändrad genom förordning (EU) 2024/1610.

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

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;

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

c) where errors in the execution of the CO2 emissions monitoring and reporting were identified;

d) any deviations other than those referred to in point (a), (b) or (c).

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. The Commission shall, where appropriate, amend 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 %.

3. The Commission shall, by means of implementing acts, adopt detailed rules on the procedures for reporting such deviations and for taking them into account in the calculation of the average specific CO2 emissions. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2).

Article10¶Assessment of reference CO2 emissions

Ändrad genom förordning (EU) 2024/1610.

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 year applies as the 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.

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

Article11¶Publication of data and manufacturer performance

Ändrad genom förordning (EU) 2024/1610.

1. By 30 April each year, the Commission shall, by means of implementing acts, publish a list indicating:

a) from 1 July 2020, for each manufacturer, its average specific CO2 emissions in the preceding reporting period, as referred to in Article 4;

b) from 1 July 2020, for each manufacturer, its zero- and low-emission factor in the preceding reporting period, as referred to in Article 5(1);

c) from 1 July 2026, for each manufacturer, its specific CO2 emissions target for the preceding reporting period, as referred to in Article 6;

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;

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

f) from 1 July 2020, the average specific CO2 emissions of all new heavy-duty vehicles registered in the Union in the preceding reporting period.

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 respect of that reference period.

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

a) the type-approval procedures referred to in Regulation (EC) No 595/2009 are amended, other than 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 increase or decrease by more than 5 g CO2/km; in such cases the adjusted reference emissions shall be calculated in accordance with point 1 of Annex II and new values shall be published as a complement to previous values, indicating the reporting period when they apply the first time;

b) the Annexes have been amended in accordance with Article 14 (1), points (a) to (f); in such cases 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), points (a) to (f), and 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), points (a) to (f), apply for the first time.

3. Where the type-approval procedures referred to in Regulation (EC) No 595/2009 are amended as referred to in paragraph 2, 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. That methodology shall be the basis for the calculation of the adjustment referred to in paragraph 2, point (a)(i), of this Article, 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.

Article12¶Real-world CO2 emissions and energy consumption

1. The Commission shall monitor and assess the real-world representativeness of the CO2 emissions and energy consumption values determined within the framework of Regulation (EC) No 595/2009.

Furthermore, the Commission shall regularly collect data on the real-world CO2 emissions and energy consumption of heavy-duty vehicles using on-board fuel and/or energy consumption monitoring devices, starting with new heavy-duty vehicles registered from the date of application of the measures referred to in point (b) of Article 5c of Regulation (EC) No 595/2009.

The Commission shall ensure that the public is informed of how that representativeness evolves over time.

2. For the purpose of paragraph 1 of this Article, the Commission shall ensure that the following parameters relating to real-world CO2 emissions and energy consumption of heavy-duty vehicles are made available to it at regular intervals, starting from the date of application of the measures referred to in point (b) of Article 5c of Regulation (EC) No 595/2009, by manufacturers, national authorities or through direct data transfer from vehicles, as the case may be:

a) vehicle identification number;

b) fuel and electric energy consumed;

c) total distance travelled;

d) payload;

e) for externally chargeable hybrid electric heavy-duty vehicles, the fuel and electric energy consumed, and the distance travelled distributed over the different driving modes;

f) other parameters necessary to ensure that the obligations set out in paragraph 1 of this Article can be met.

The Commission shall process the data received under the first subparagraph of this paragraph to create an anonymised and aggregated dataset, including per manufacturer, for the purposes of paragraph 1. The vehicle identification numbers shall be used only for the purpose of that data processing and shall not be retained longer than needed for that purpose.

3. In order to prevent the real-world emissions gap from growing, the Commission shall, not later than two years and five months following the date of application of the measures referred to in point (b) of Article 5c of Regulation (EC) No 595/2009, assess how fuel and energy consumption data may be used to ensure that the vehicle CO2 emission and energy consumption values determined pursuant to that Regulation remain representative of real-world emissions over time for each manufacturer.

The Commission shall monitor and report annually on how the gap referred to in the first subparagraph evolves, and shall, with a view to preventing an increase in that gap, assess, in 2027, the feasibility of a mechanism to adjust the manufacturer’s average specific CO2 emissions as of 2030, and, if appropriate, submit a legislative proposal to put such a mechanism in place.

4. The Commission shall adopt, by means of implementing acts, the detailed procedure for collecting and processing the data referred to in paragraph 2 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2).

Article13¶Verification of the CO2 emissions of heavy-duty vehicles in-service

Ändrad genom förordning (EU) 2024/1610.

1. Manufacturers shall ensure that the CO2 emission and fuel consumption values recorded in the customer information file referred to in Article 9(4) of Regulation (EU) 2017/2400 correspond to the CO2 emissions from and fuel consumption of heavy-duty vehicles in-service as determined in accordance with that Regulation.

2. Following the entry into force of the procedures referred to in paragraph 4, type-approval authorities shall verify, for those manufacturers to which they have granted a licence to operate the simulation tool in accordance with Regulation (EC) No 595/2009 and its implementing measures, on the basis of appropriate and representative vehicle samples, that the CO2 emission and fuel consumption values recorded in the customer information files correspond to the CO2 emissions from and fuel consumption of heavy-duty vehicles in-service as determined in accordance with that Regulation and its implementing measures, while considering, inter alia, using available data from on-board fuel and/or energy consumption monitoring devices.

Type-approval authorities shall also verify the presence of any strategies on board or relating to the sampled vehicles that artificially improve the vehicle’s performance in the tests performed or in the calculations made for the purpose of certifying the CO2 emissions and fuel consumption by, inter alia, using data from on-board fuel and/or energy consumption monitoring devices.

3. Where a lack of correspondence of CO2 emission and fuel consumption values which cannot be attributed to a malfunctioning of the simulation tool, or the presence of any strategies artificially improving a vehicle’s performance, is found as a result of the verifications performed pursuant to paragraph 2, the responsible type-approval authority shall, in addition to taking the necessary measures set out in Chapter XI of Regulation (EU) 2018/858, ensure that the customer information files, the certificates of conformity and the individual approval certificates are corrected, as the case may be. Where the data in the customer information files, the certificates of conformity and the individual approval certificates cannot 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.

4. The Commission shall determine, by means of implementing acts, the procedures for performing the verifications referred to in paragraph 2 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 16(2).

The Commission is empowered, prior to adopting the implementing acts referred to in the first subparagraph, to adopt a delegated act in accordance with Article 17, in order to supplement this Regulation by setting out the guiding principles and criteria for defining the procedures referred to in the first subparagraph.

Article13a¶Monitoring and reporting by Member States

Införd genom förordning (EU) 2024/1610.

1. Starting from the reporting period of the year 2023, Member States shall monitor the data specified in Part A of Annex IV relating to new heavy-duty vehicles registered for the first time in the Union.

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.

2. The competent authorities responsible for monitoring and reporting 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.

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

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

Article13b¶Reporting by manufacturers or other entities responsible for the determination of the CO2 emissions of a heavy-duty vehicle

Införd genom förordning (EU) 2024/1610.

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

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.

This paragraph shall not apply to heavy-duty vehicles that are exempted pursuant to Article 6b.

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.

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.

Article13c¶Central register for data on heavy-duty vehicles

Införd genom förordning (EU) 2024/1610.

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

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

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

2. The European Environment Agency shall manage the central register on behalf of the Commission.

Article13d¶Monitoring of the results of on-road verification tests

Införd genom förordning (EU) 2024/1610.

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.

Article13e¶Data quality

Införd genom förordning (EU) 2024/1610.

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.

Article13f¶Administrative fines

Införd genom förordning (EU) 2024/1610.

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 referred to in Article 13b(1), second subparagraph, 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, proportionate and dissuasive and shall not exceed EUR 30000 for each heavy-duty vehicle concerned by deviating or delayed data as referred to in points (a) and (b).

2. The Commission shall 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.

Those delegated acts shall respect the following principles:

a) the procedure 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 any prior penalties imposed on the same manufacturer;

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

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

Article14¶Amendments to Annexes I, IV and V

Ändrad genom förordning (EU) 2024/1610.

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 legal acts, 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 by adding separate vehicle sub-groups for EHC lorries;

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

c) the criteria for the operational ranges of different powertrain technologies set out in point 1.3;

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, 2.1.2 and 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, 2.6.2 and 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 legal acts, 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) the reporting procedure set out therein, to take into account experience gained from the application of this Regulation and to adapt the reporting procedure to technical progress;

b) point 3.2, by adding any data entries that have been added to the central register.

Article15¶Review

Ändrad genom förordning (EU) 2024/1610.

1. By 31 December 2027, the Commission shall review the effectiveness and impact of this Regulation, in particular as regards 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 particularly assess:

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

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

c) the impact 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 impact on peripheral Member States and on the impact on the transport of perishable goods;

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

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

f) 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 reduction targets;

g) the inclusion of the following heavy-duty vehicles, which do not currently fall within the scope of Regulation (EU) 2017/2400, in the CO2 emissions reduction targets:

i) small lorries with a TPMLM less or equal to 5 tonnes, following an investigation of the appropriateness of the determination of CO2 emissions for such heavy-duty vehicles, in accordance with Regulation (EU) 2017/2400 (VECTO simulations), taking into account Regulation (EU) 2017/1151; and

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

h) any specific constraints in complying with Article 3d(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;

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

j) the role of a methodology for registering heavy-duty vehicles running exclusively on CO2 neutral fuels, in conformity with Union law and with the Union climate-neutrality objective;

k) whether the creation of new vehicle sub-groups for EHC lorries has led to an undue increase in engine rated power;

l) 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;

m) options to consider zero-emission heavy-duty vehicles which have been retrofitted from conventional heavy-duty vehicles previously registered, for the purposes of compliance assessment under this Regulation.

That report shall, where appropriate, be accompanied by a legislative proposal to amend this Regulation.

2. 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 heavy-duty vehicles sector and the appropriate framework of measures, including financial incentives, to achieve that deployment. Based on that analysis, the Commission shall, where appropriate, make additional legislative proposals or shall make recommendations to the Member States.

Article16¶Committee procedure

1. The Commission shall be assisted by the Climate Change Committee referred to in point (a) of Article 44(1) of Regulation (EU) 2018/1999 of the European Parliament and of the Council. That committee shall be a committee within the meaning of Regulation (EU) No 182/2011.

2. Where reference is made to this paragraph, Article 5 of Regulation (EU) No 182/2011 shall apply.

3. Where the committee delivers no opinion, the Commission shall not adopt the draft implementing act and the third subparagraph of Article 5(4) of Regulation (EU) No 182/2011 shall apply.

Article17¶Exercise of the delegation

Ändrad genom förordning (EU) 2024/1610.

1. The power to adopt delegated acts is conferred on the Commission subject to the conditions laid down in this Article.

2. The power to adopt delegated acts referred to in Article 3d(3), Article 13(4), second subparagraph, Article 13d(2), Article 13f(2) and Article 14(1), (2) and (3) shall be conferred on the Commission for a period of five years from 26 June 2024. The Commission shall draw up a report in respect of the delegation of power not later than nine months before the end of the five-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension not later than three months before the end of each period.

3. The delegation of power referred to in Article 3d(3), Article 13(4), second subparagraph, Article 13d(2), Article 13f(2) and Article 14(1), (2) and (3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated act already in force.

4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making.

5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council.

6. A delegated act adopted pursuant to Article 3d(3), Article 13(4), second subparagraph, Article 13d(2), Article 13f(2) and Article 14(1), (2) and (3) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and to the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.

Article18¶Amendments to Regulation (EC) No 595/2009

Regulation (EC) No 595/2009 is amended as follows:

1. in Article 2, first paragraph, the following sentence is added:

‘It shall also apply, for the purpose of Articles 5a, 5b, and 5c, to vehicles of categories O3 and O4.’;

2. the following Articles are inserted:

‘Article 5a Specific requirements for manufacturers with regard to the environmental performance of vehicles of categories M2, M3, N2, N3, O3 and O4

1. Manufacturers shall ensure that new vehicles of categories O3 and O4 that are sold, registered or put into service meet the following requirements:

a) the influence of those vehicles on the CO2 emissions, fuel consumption, electric consumption and zero-emission driving range of motor vehicles is determined in accordance with the methodology referred to in point (a) of Article 5c;

b) they are fitted with on-board devices for the monitoring and recording of the payload in accordance with the requirements referred to in point (b) of Article 5c.

2. Manufacturers shall ensure that new vehicles of categories M2, M3, N2 and N3 that are sold, registered or put into service are fitted with on-board devices for the monitoring and recording of fuel and/or energy consumption, payload and mileage in accordance with the requirements referred to in point (b) of Article 5c.

They shall also ensure that the zero-emission driving range and electricity consumption of those vehicles are determined in accordance with the methodology referred to in point (c) of Article 5c.

Article 5b Specific requirements for Member States with regard to the environmental performance of vehicles of categories M2, M3, N2, N3, O3 and O4

1. National authorities shall, in accordance with the implementing measures referred to in Article 5c, refuse to grant EC type-approval or national type-approval in respect of new vehicle types of categories M2, M3, N2, N3, O3 and O4 which do not comply with the requirements set out in those implementing measures.

2. National authorities shall, in accordance with the implementing measures referred to in Article 5c, prohibit the sale, registration or entry into service of new vehicles of categories M2, M3, N2, N3, O3 and O4 which do not comply with the requirements set out in those implementing measures.

Article 5c Measures for determining certain aspects of the environmental performance of vehicles of categories M2, M3, N2, N3, O3 and O4

By 31 December 2021, the Commission shall, by means of implementing acts, adopt the following measures:

a) a methodology for assessing the performance of vehicles of categories O3 and O4 with regard to their influence on the CO2 emissions, fuel consumption, electricity consumption and zero-emission driving ranges of motor vehicles;

b) technical requirements for the fitting of on-board devices for the monitoring and recording of fuel and/or energy consumption and mileage of motor vehicles of categories M2, M3, N2 and N3, and for determining and recording the payloads or total weight of vehicles meeting the characteristics set out in point (a), (b), (c) or (d) of the first subparagraph of Article 2(1) of Regulation (EU) 2019/1242 of the European Parliament and of the Council and of their combinations with category O3 and O4 vehicles, including the transmission of data between vehicles within a combination, as necessary;

c) a methodology for determining the zero-emission driving range and electricity consumption of new vehicles of categories M2, M3, N2 and N3.

Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 13a.

3. the following Article is added:

‘Article 13a Committee procedure

1. The Commission shall be assisted by the Technical Committee for Motor Vehicles established by Regulation (EU) 2018/858 of the European Parliament and of the Council. That committee shall be a committee within the meaning of Regulation (EU) No 182/2011.

2. Where reference is made to this paragraph, Article 5 of Regulation (EU) No 182/2011 shall apply.

3. Where the Committee delivers no opinion, the Commission shall not adopt the draft implementing act and the third subparagraph of Article 5(4) of Regulation (EU) No 182/2011 shall apply.

Article19¶Amendments to Regulation (EU) 2018/956

Regulation (EU) 2018/956 is amended as follows:

1. Article 3 is replaced by the following:

‘Article 3 Definitions

For the purposes of this Regulation, the definitions set out in Directive 2007/46/EC of the European Parliament and of the Council, in Regulation (EC) No 595/2009 and in Regulation (EU) 2019/1242 of the European Parliament and of the Council apply.

2. in Article 4, paragraph 1 is replaced by the following:

‘1. Starting from 1 January 2019, Member States shall monitor the data specified in Part A of Annex I relating to new heavy-duty vehicles registered for the first time in the Union.

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

With regard to 2019, the data reported by 30 September 2020 shall include data monitored from 1 January 2019 to 30 June 2020.

Data relating to new heavy-duty vehicles that were registered previously outside the Union shall not be monitored and reported, unless that registration was made less than three months before registration in the Union.’;

3. in Article 5, paragraph 1 is replaced by the following:

‘1. From the starting years set out in point 1 of Part B of Annex I, manufacturers of heavy-duty vehicles shall monitor the data specified in point 2 of Part B of Annex I, for each new heavy-duty vehicle.

By 30 September each year, from the starting years set out in point 1 of Part B of Annex I, manufacturers of heavy-duty vehicles shall report those data for each new heavy-duty vehicle with a date of simulation falling within the preceding reporting period of 1 July to 30 June to the Commission in accordance with the reporting procedure set out in Annex II.

With regard to 2019, manufacturers shall report the data for each new heavy-duty vehicle with a date of simulation falling within the period 1 January 2019 to 30 June 2020.

The date of simulation shall be the date reported in accordance with data entry 71 in point 2 of Part B of Annex I.’;

4. in Article 10, paragraph 1 is replaced by the following:

‘1. By 30 April every year, the Commission shall publish an annual report with its analysis of the data transmitted by Member States and manufacturers for the preceding reporting period.’;

5. in Annex II, point 3.2 is replaced by the following:

‘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, starting from 2021, with the exception of the data entries specified in Article 6(1).’.

Article20¶Amendments to Directive 96/53/EC

Directive 96/53/EC is amended as follows:

1. in Article 2, the following definition is inserted after the definition of ‘alternatively fuelled vehicle’:

‘— “zero-emission vehicle” shall mean a zero-emission heavy-duty vehicle as defined in point (11) of Article 3 of Regulation (EU) 2019/1242 of the European Parliament and of the Council.

2. Article 10b is replaced by the following:

‘Article 10b

The maximum authorised weights of alternatively fuelled or zero-emission vehicles shall be those set out in points 2.2.1, 2.2.2, 2.2.3, 2.2.4, 2.3.1, 2.3.2 and 2.4 of Annex I.

Alternatively fuelled or zero-emission vehicles shall also comply with the maximum authorised axle weight limits set out in point 3 of Annex I.

The additional weight required by alternatively fuelled or zero-emission vehicles shall be defined on the basis of the documentation provided by the manufacturer when the vehicle in question is approved. That additional weight shall be indicated in the official proof required in accordance with Article 6.

The Commission shall be empowered to adopt delegated acts in accordance with Article 10h to update, for the purposes of this Directive, the list of alternative fuels referred to in Article 2 that require additional weight. It is of particular importance that the Commission follow its usual practice and carry out consultations with experts, including Member States’ experts, before adopting those delegated acts.’;

3. Annex I is amended as follows:

a) the following subparagraph is added to the second column of points 2.2.1, 2.2.2, 2.2.3 and 2.2.4:

‘In the case of vehicle combinations including alternatively fuelled or zero-emission vehicles, the maximum authorised weights provided for in this section shall be increased by the additional weight of the alternative fuel or zero-emission technology with a maximum of 1 tonne and 2 tonnes respectively.’;

b) the following subparagraph is added to the second column of point 2.3.1:

‘Zero-emission vehicles: the maximum authorised weight of 18 tonnes is increased by the additional weight of the zero-emission technology with a maximum of 2 tonnes.’;

c) the following subparagraph is added to the third column of point 2.3.2:

‘Three-axle zero-emission vehicles: the maximum authorised weight of 25 tonnes, or 26 tonnes where the driving axle is fitted with twin tyres and air suspension or suspension recognised as being equivalent within the Union as defined in Annex II or where each driving axle is fitted with twin tyres and the maximum weight of each axle does not exceed 9,5 tonnes, is increased by the additional weight of the zero-emission technology with a maximum of 2 tonnes.’;

d) the following subparagraph is added to the third column of point 2.4:

‘Three-axle articulated buses that are zero-emission vehicles: the maximum authorised weight of 28 tonnes is increased by the additional weight of the zero-emission technology with a maximum of 2 tonnes.’.

Article21¶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

ANNEX I

1. Vehicle sub-groups

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

1.1.1. For heavy-duty vehicles of category N, the vehicle sub-group sg is defined as follows: Vehicle group pursuant 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 vehicles Vocational vehicles 53 and zero-emission heavy-duty vehicles in 51 All 53 53v 54 and zero-emission heavy-duty vehicles in 52 All 54 — 1s All 1s 1sv 1 All 1 1v 2 All 2 2v 3 All 3 3v 4 All < 170 kW All 4-UD 4v 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 5 Day cab All All 5-RD 5v Sleeper cab < 265 kW Sleeper cab ≥ 265 kW < 350 km Sleeper cab ≥ 265 kW ≥ 350 km 5-LH 9 Day cab All All 9-RD 9v Sleeper cab All < 350 km Sleeper cab All ≥ 350 km 9-LH 10 Day cab All All 10-RD 10v Sleeper cab All < 350 km Sleeper cab All ≥ 350 km 10-LH 11 All, excluding EHC lorries 11 11v All, EHC lorries only 11-EHC 12 All, excluding EHC lorries 12 12v All, EHC lorries only. 12-EHC 16 All, excluding EHC lorries 16 16v All, EHC lorries only 16-EHC Zero-emission vocational vehicle in vehicle sub-group Attributed to vehicle sub-group 53v 53 1sv 1s 1v 1 2v 2 3v 3 4v 4-UD 5v 5-RD 9v 9-RD 10v 10-RD 11v 11 12v 12 16v 16 ‘‘Sleeper cab’’ means a type of cab that has a compartment behind the driver’s seat intended to be used for sleeping as reported pursuant to 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 vehicle 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 vehicle sub-group 4-RD. ‘‘Operational range’’ means the distance a heavy-duty vehicle can travel under long haul transport conditions without being re-charged or re-filled, as provided for in point 1.3. Where, for a heavy-duty vehicle falling in group 11, 12 or 16, the information regarding TPMLM referred to in Article 3(25), point (c), is not available, that vehicle shall be attributed to vehicle sub-groups 11-EHC, 12-EHC and 16-EHC on the basis of the criteria set out in Article 3(25), points (a) and (b) only.

1.1.2. For heavy-duty vehicles of category M, the vehicle 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 heavy-duty vehicles of category O, the vehicle sub-group sg is defined as follows: Vehicle groups defined in Annex I to Implementing Regulation (EU) 2022/1362 Vehicle sub-group (sg) attributed for the purposes of this Regulation All groups provided for in Table 1 with one, two or three axles Same as provided in the column ‘vehicle group’ of the tables in Annex I to Implementing Regulation (EU) 2022/1362. All groups provided in Table 4 with two or three axles All groups provided for in Table 6

1.2. Vocational vehicles are defined by the following criteria: Vehicle category Chassis configuration Criteria for vocational vehicles N 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: 09, 10, 15, 16, 18, 19, 20, 23, 24, 25, 26, 27, 28 or 31; Tractor Maximum speed not exceeding 79 km/h

1.3. Operational ranges for the purposes of this Regulation are set as follows: Powertrain technology Operational range (OR) Heavy-duty vehicles drawing energy for the purpose of mechanical propulsion only from an electrical energy or power storage device 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 Other technologies OR>350 km

1.4. Definitions of mission profiles

2. Calculation of the average specific CO2 emissions of a manufacturer

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

The specific CO2 emissions in g/km of a new heavy-duty vehicle v attributed to a vehicle sub-group sg or of its primary vehicle shall be calculated as follows:

Where,

Σmp: is the sum of all mission profiles mp listed in point 1.4;

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

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

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

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

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

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

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

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

For each manufacturer and each reporting period, the average specific CO2 emissions avgCO2sg of all new heavy-duty vehicles in a vehicle sub-group sg or their primary vehicles, if applicable, shall be calculated as follows:

2.2.1. For heavy-duty vehicles of categories N and O: (in g/tkm)

2.2.2. For complete or completed vehicles of category M: (in g/pkm)

2.2.3. For primary vehicles of heavy-duty vehicles of category M: (in g/pkm) Where,

Σv: is the sum of all new heavy-duty vehicles of the manufacturer in the vehicle sub-group sg, subject to 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 the vehicle sub-group sg;

Vpvsg: the number of new heavy-duty vehicles in the vehicle 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 heavy-duty vehicles in the vehicle sub-group sg as determined in point 2.5;

PNsg: is the average passenger number of vehicles in the vehicle 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 vehicles factor (ZLEV) referred to in Article 5 shall be calculated as follows:

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

where,

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

Vconv: is the number of new heavy-duty vehicles of the manufacturer in the vehicle 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;

Vzlev: is the sum of Vin and Vout,

where,

Vin: is Σ v (1+ (1 – CO2v/LETsg))

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

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

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

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

2.3.2 Reporting periods from 2025 to 2029

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

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 vehicle 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 ZLEVspecific in accordance with the formula below: ZLEVspecific = 1 – (CO2v / LETsg)

Where,

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

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

Vout: is the total number of newly registered zero-emission heavy-duty vehicles of category N, which are not in the vehicle 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 of 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 from 2030 onwards

ZLEV = 1

2.3.4 Calculation of the low-emission threshold

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

LETsg = (rCO2sg x PLsg) / 2

Where,

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

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

2.4. Calculation of heavy-duty vehicle shares

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

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

For each manufacturer and each reporting period, the share of new heavy-duty vehicles within the vehicle 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-emission heavy-duty vehicles of the manufacturer in a vehicle sub-group sg;

Vpvsg: the number of new heavy-duty vehicles within the vehicle 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.;

Vsg: is the number of new heavy-duty vehicles of the manufacturer in a vehicle sub-group 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 heavy-duty vehicle of category N or O in a vehicle sub-group sg shall be calculated as follows:

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

Where,

Σmp: is the sum of 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 heavy-duty vehicles of categories N and O in the vehicle sub-group sg for the mission profile mp, as specified in points 2.5.1 and 2.5.3;

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

Heavy-duty vehicles of category N

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

Technically permissible maximum payload values maxPLsg and cargo volumes CVsg are determined in accordance with point 3.1.1.

2.5.2. Heavy-duty vehicles of category M

Passenger numbers PNsg,mp, passenger masses PMsg,mp and technically permissible maximum passenger numbers maxPNsg for the vehicle sub-group sg and mission profile mp are determined in accordance with point 3.1.1.

2.5.3. Heavy-duty vehicles of category O

Payload values PLsg, mp (in tonnes) are determined as follows:

Technically permissible maximum payload values maxPLsg and cargo volumes CVsg are determined in accordance with 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 vehicle 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 vehicle 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 vehicle sub-group 5-LH, and shall be calculated as follows:

(for heavy-duty vehicles of categories N and O)

(for heavy-duty vehicles of category M)

Where,

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

AM5-LH: is the annual mileage specified for vehicle 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 vehicle sub-group 5-LH as determined in point 2.5.1.

2.6.1. Annual mileages for heavy-duty vehicles of category N

2.6.2. Annual mileages for heavy-duty vehicles of category M

2.6.3. Annual mileages for heavy-duty vehicles of category O

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 of the years 2019 to 2029:

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

2.7.2. For the reporting periods from 2025 onwards:

CO2(NO) = Σsg sharesg × MPWsg × avgCO2sg

CO2(MCO2) = Σsg sharesg × MPWsg × [avgCO2sg × (1 – pvsg) + avgCO2psg × pvsg]

CO2(MZE) = Σsg sharesg × MPWsg × (1 – zevsg) × rCO2sg

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

Where,

Σsg: is the sum of those vehicle sub-groups that are included in the calculation of the particular average specific CO2 emissions in accordance with point 4.2;

ZLEV: is as determined in point 2.3;

sharesg: is as determined in point 2.4;

zevsg: is as determined in point 2.4;

pvsg: is as determined in point 2.4;

MPWsg: is as determined in point 2.6;

avgCO2sg: is as determined in point 2.2;

avgCO2psg: is as determined in point 2.2;

rCO2sg: is as determined in point 3.1.2.

3. Calculation of the reference values

3.1. Reference values

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 vehicle sub-group sg according to point 3.2.

3.1.1. For each vehicle, the 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 calculated as follows: (* only for vehicle sub-groups, for which no explicit values for PLsg,mp or PNsg,mp are provided in point 2.5)

(for heavy-duty vehicles of category N)*

(for heavy-duty vehicles of category M)*

(for heavy-duty vehicles of category M)*

(for heavy-duty vehicles of category N)

(for heavy-duty vehicles of category M)

(for heavy-duty vehicles of category O)

3.1.2. Reference CO2 emissions rCO2sg referred to in Article 3 shall be calculated as follows: Where,

(for heavy-duty vehicles of categories N and O)

(for heavy-duty vehicles of category M)

(for heavy-duty vehicles of category M)

Σv: is the sum of all new heavy-duty vehicles in the vehicle sub-group sg registered in the reference period applicable to sg according to point 3.2;

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;

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;

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

PLsg: is the average payload of heavy-duty vehicles in the vehicle sub-group sg as determined in point 2.5;

PNsg: is the average passenger number of heavy-duty vehicles in the vehicle sub-group sg as determined in point 2.5;

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

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

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

maxPLv: is the technically permissible maximum payload of the heavy-duty vehicle v as determined from the data reported pursuant to Articles 13a and 13b;

maxPNv: is the technically permissible maximum passenger number of the heavy-duty vehicle v as determined from the data reported pursuant to Articles 13a and 13b;

CVv: is the cargo volume of the heavy-duty vehicle v as determined from the data reported pursuant to Articles 13a and 13b.

3.2. Reference periods applicable to vehicle sub-groups

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

3.2.1. If in the reference period as specified in point 3.2 in a vehicle 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 avgCO2sg and avgCO2psg as provided for in point 2.2 and the reference CO2 emissions rCO2sg and rCO2psg as provided for in point 3.1.2 shall be set to ‘0’ for all manufacturers in the vehicle sub-group sg for the purpose of calculating the average specific CO2 emissions in accordance with point 2.7 and the specific CO2 emissions targets in accordance with 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 vehicle sub-group sg is at least 50.

To obtain the reference CO2 emissions rCO2sg and rCO2psg for the purpose of calculating the specific CO2 emissions target in accordance with 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 vehicle 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 rCO2sg,

the target factor RETpsg,Y, as defined in point 5.1.1, for obtaining reference CO2 emissions rCO2psg.

4. Calculation of the specific CO2 emissions target of a manufacturer referred to in Article 6

4.1. Specific CO2 emissions targets

For each manufacturer, the following specific CO2 emissions target T shall be calculated as follows:

4.1.1. For the reporting periods of the years 2025 to 2029: T(2025) = Σ sg sharesg × MPWsg × (1 – rfsg) × rCO2sg

4.1.2. For the reporting periods of the year 2030 onwards: T(NO)= Σ sg sharesg × MPWsg × (1 – rfsg) × rCO2sg T(MCO2) = Σ sg sharesg × MPWsg × [(1 – pvsg) × (1 – rfsg) × rCO2sg + pvsg × (1 – rfpsg) × rCO2psg] T(MZE) = Σsg sharesg × MPWsg × (1 – zevMsg) x rCO2sg T(M) = T(MCO2) + T(MZE) Where,

Σsg: is the sum of those vehicle sub-groups that are included in the calculation of the particular specific CO2 emissions target in accordance with point 4.2;

sharesg: is as determined in point 2.4;

MPWsg: is as determined in point 2.6;

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

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

zevMsg: is the zero-emission heavy-duty vehicles mandate applicable in the specific reporting period to heavy-duty vehicles in the vehicle 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 CO2 emissions targets of manufacturers

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

4.3. CO2 emissions reduction targets and zero-emission heavy-duty vehicle mandates

4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to heavy-duty vehicles in the vehicle sub-group sg for different reporting periods: CO2 emissions reduction targets rfsg and rfpsg Vehicle sub-groups (sg) Reporting periods of the years 2025–2029 2030–2034 2035–2039 As from 2040 Medium lorries 53, 54 0 43 % 64 % 90 % Heavy lorries > 7,4 t 1s, 1, 2, 3 0 43 % 64 % 90 % Heavy lorries > 16 t with 4 × 2 and 6 × 4 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, 11-EHC, 12-EHC, 16-EHC 0 43 % 64 % 90 % Vocational vehicles 53v, 1sv, 1v, 2v, 3v, 4v, 5v, 9v, 10v, 11v, 12v, 16v 0 0 64 % 90 % Coaches and interurban buses (rfsg) 32-C2, 32-C3, 32-DD, 34-C2, 34-C3, 34-DD, 31-L2, 33-L2 0 43 % 64 % 90 % Primary vehicles of coaches and interurban buses (rfpsg) 32-C2, 32-C3, 32-DD, 34-C2, 34-C3, 34-DD, 31-L2, 33-L2 0 43 % 64 % 90 % 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 0 7,5 % 7,5 % 7,5 % Semi-trailers 111, 111V, 112, 112V, 113, 121, 121V, 122, 122V, 123, 123V, 124, 124V, 125, 126, 131, 131V, 132, 132V, 133 0 10 % 10 % 10 % For reporting periods of the years before 2025, all CO2 emissions reduction targets rfsg and rfpsg shall be 0.

4.3.2. The following zero-emission heavy-duty vehicle targets zevMsg pursuant to Article 3d are applicable to heavy-duty vehicles in the vehicle sub-group sg for different reporting periods: Zero-emission heavy-duty vehicle mandates zevMsg Vehicle sub-groups sg Reporting periods of the years before 2030 2030 – 2034 2035 – 2039 As from 2040 Urban buses 31-LF, 31-L1, 31-DD, 33-LF, 33-L1, 33-DD, 35-FE, 39-FE 0 90 % 100 % 100 %

5. Emission credits and debts referred to in Article 7

5.1. CO2 emissions reduction trajectories

5.1.1. Target factors

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

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

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

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

Where,

lY, uY: are the values for the lower year and upper year in the set {rY, 2025, 2030, 2035, 2040} for the vehicle sub-groups indicated in the column X = 2025 in the table of point 4.2, in the set {rY, 2030, 2035, 2040} for all other vehicle sub-groups sg, defining the smallest interval for which the condition lY ≤ Y < uY holds;

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

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

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

zevMsg,lY, zevMsg,uY: are the zero-emission heavy-duty vehicle mandates for new heavy-duty vehicles 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 reduction 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 period of a year Y between 2019 and 2024 the following CO2 emissions reduction trajectories shall be defined: ET(2025)Y = Σ sg sharesg × MPWsg × ETsg,Y

5.1.2.3. For each manufacturer and reporting period of a year Y between 2025 and 2040 the following CO2 emissions reduction trajectories shall be defined: ET(NO)Y = Σ sg sharesg × MPWsg × ETsg,Y ET(MCO2)Y = Σ sg sharesg × MPWsg × [(1- pvsg) × ETsg,Y + pvsg × ETpsg,Y] ET(MZE)Y = Σsg sharesg × MPWsg × ETzsg,Y ET(M)Y = ET(MCO2)Y + ET(MZE)Y Where,

Σ sg: is the sum of those vehicle sub-groups that are included in the calculation of the particular CO2 emissions reduction trajectory in accordance with point 4.2;

sharesg: is the share of new heavy-duty vehicles of the manufacturer in the vehicle 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 vehicle 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 have the following values or be 0 (i.e. emission credits and emission debts cannot be negative), whichever is greater:

Where,

ET(X)Y: is the manufacturer’s CO2 emissions reduction 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 CO2 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 CO2 emissions 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.

Where ET2025(NO)Y and ET2025(M)Y are defined as follows:

5.3. Emission debt limit

For each manufacturer the emission debt limits limCO2(X)Y in the 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 years Y < 2030;

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

limCO2(M)Y = T(M)Y × 0,05 × V(M)Y: for the reporting periods of the years 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) in accordance with point 4.2 (X = 2025, NO, M).

5.4. Early emission credits

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

Where,

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

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

dCO2(NO)Y: is the emission debts for the 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 calculated as follows if the value is positive (X = NO, M).

For the reporting period of the year 2025:

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

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

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

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

For the reporting period of the year 2040:

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 of the reporting periods of the years Y from 2019 to 2024;

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

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

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

is the sum of 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 years, 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 point 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;

for Y > I + 7.

ANNEX II

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 that 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 · (Σ r sr,sg · CO2r,mp)/ (Σ r sr,sg · CO2(RP)r,mp)

CO2pv,mp = CO2p(RP)v,mp · (Σ r sr,sg · CO2pr,mp)/ (Σ r sr,sg · CO2p(RP)r,mp)

Where

Σ r: is the sum of all representative heavy-duty vehicles r for the vehicle sub-group sg;

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

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

CO2(RP)v,mp: is the specific CO2 emissions 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;

CO2(RP)r,mp: is the specific CO2 emissions of the representative heavy-duty 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 heavy-duty vehicle r, as determined on mission profile mp in accordance with Regulation (EC) No 595/2009 and its implementing measures pursuant to the amendments referred to in Article 11(2), point (a), of this Regulation;

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 heavy-duty 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 heavy-duty vehicle r, as determined on mission profile mp in accordance with Regulation (EC) No 595/2009 and its implementing measures pursuant to the amendments referred to in Article 11(2), point (a), of this Regulation.

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 heavy-duty vehicles shall be defined in accordance with the methodology referred to in Article 11(3).

2. Application of the adjusted reference CO2 emissions pursuant 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 = Σ,i Vsg,i/Vsg x rCO2sg,,i

where,

Σ,i: is the sum of

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

1. Normalisation of specific CO2 emissions

For the purposes of the calculation in point 2.1 of Annex I, the values of CO2 emissions CO2v,mp of heavy-duty vehicles are normalised as follow:

CO2v,mp = reportCO2v,mp + ΔCO2v,mp(m) + ΔCO2cvv,mp

m = PLsg,mp – PLv,mp + cCWv: (for heavy-duty vehicles of categories N and O)

m = PMsg,mp – PMv,mp + cCWv: (for heavy-duty vehicles of category M)

The values of CO2 emissions CO2pv,mp of primary vehicles are normalised in accordance with the same methodology, using the parameters for primary vehicles.

Where,

CO2v,mp: are the normalised CO2 emissions of the heavy-duty vehicle v determined for a mission profile mp that are to be considered in the calculation of point 2.1 of Annex I;

reportCO2v,mp: are the CO2 emissions in g/km of a new heavy-duty vehicle v determined for a mission profile mp and reported pursuant to Articles 13a and 13b;

ΔCO2v,mp(m): is to be determined in accordance with point 3;

ΔCO2cvv,mp: is to be determined in accordance with point 4;

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

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

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

PMsg,mp: is the passenger mass for the vehicle 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 heavy-duty vehicle v applied in accordance with point 2.

2. Curb Weight normalisation

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

cCWv = asg · (maxPLsg – maxPLv): for heavy-duty vehicles of category N;

cCWv = 0: for heavy-duty vehicles of category O;

cCWv = asg · (maxPNsg – maxPNv): for heavy-duty vehicles of category M;

Where,

asg: is a linear coefficient determined in accordance with point 2.1 for the reporting period of the year in which the heavy-duty vehicle v was registered;

maxPLv: is the technically permissible maximum payload of the heavy-duty vehicle v as determined from the data reported pursuant to Articles 13a and 13b;

maxPNv: is the technically permissible maximum passenger number of the heavy-duty vehicle v as determined from the data reported pursuant to Articles 13a and 13b;

maxPLsg: is the technically permissible maximum payload of the vehicle sub-group sg determined in accordance with point 2.5 of Annex I;

maxPNsg: is the technically permissible maximum passenger number of the vehicle sub-group sg determined in accordance with 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 (heavy-duty vehicles of category N) and maxPNv (heavy-duty vehicles of category M), considering all newly registered heavy-duty vehicles v in the vehicle sub-group sg:

CWv ≈ asg maxPLv + bsg: for heavy-duty vehicles of category N;

CWv ≈ asg maxPNv + bsg: for heavy-duty vehicles of category M.

Where,

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

maxPLv: is the technically permissible maximum payload of the heavy-duty vehicle v as determined from the data reported pursuant to Articles 13a and 13b;

maxPNv: is the technically permissible maximum passenger number of the heavy-duty vehicle v as determined from the data reported pursuant 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 heavy-duty 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 heavy-duty vehicle for the determination of CO2 emissions is defined by the following linear approximation:

ΔCO2v,mp(m) = m (CO2v,r – CO2v,l) / (Mr – Ml)

Where,

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

CO2v,r: are the CO2 emissions of the heavy-duty vehicle v in g/km, without the change of mass, determined for the same mission profile mp, representative loading conditions;

CO2v,l: are the CO2 emissions of the heavy-duty vehicle v in g/km, without the change of mass, determined for the same mission profile mp, low loading conditions;

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

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

4. Normalisation for different cargo volumes

Heavy-duty vehicles of category O within the same vehicle sub-group have different cargo volumes. Since the transport utility of a heavy-duty 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 heavy-duty vehicle v in the vehicle sub-group sg shall be applied:

ΔCO2cvv,mp = asg,mp (CVsg – CVv)

Where,

asg,mp: is a linear coefficient determined in accordance with point 4.1 for the reporting period of the year in which the heavy-duty vehicle v was registered;

CVv: is the cargo volume of the heavy-duty vehicle v as determined from the data reported pursuant to Articles 13a and 13b;

CVsg: is the cargo volume of the vehicle sub-group sg determined in accordance with point 2.5 of Annex I.

For heavy-duty vehicles of categories N and M, the correction of CO2 emissions ΔCO2cvv,mp shall be 0.

4.1. Determination of normalisation parameters

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 [reportCO2v,mp + ΔCO2v,mp(m)] with the values of CVv, considering all newly registered heavy-duty vehicles v in the vehicle sub-group sg:

reportCO2v,mp + ΔCO2v,mp(m) ≈ asg,mp · CVv + bsg,mp

Where,

CVv: is the cargo volume of the heavy-duty vehicle v as determined from the data reported pursuant to Articles 13a and 13b;

reportCO2v,mp, ΔCO2v,mp(m): are as defined in point 1.

ANNEX IV

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

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

b) name of the manufacturer to whom the heavy-duty vehicle is attributed in accordance with Article 7a, point (a), (b) or (c);

c) make (trade name of manufacturer);

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 Appendix 2 of Annex I to Regulation (EU) 2018/858;

e) in the case of the heavy-duty vehicles referred to in Article 2(1), first paragraph, point (a) or (b), the information on the powerplant specified in entries 23, 23.1 and 26 of the certificate of conformity;

f) the maximum speed of the heavy-duty vehicle as specified in entry 29 of the certificate of conformity;

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

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

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

j) the TPMLM, as specified in entry 16.1 of the certificate of conformity;

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 heavy-duty vehicles registered until 30 June 2025 Member States may report only the first 8 characters of the cryptographic hash;

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

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

n) the date of registration;

o) the TPMLM of the combination for a heavy-duty vehicle of category N3 in an extra heavy combination (EHC) referred to in Article 3, point (25), as specified in entry 16.4 of the certificate of conformity or individual vehicle approval certificate;

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

q) the number of powered axles, as specified in entry 3 of the certificate of conformity;

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

s) for heavy-duty vehicles registered for use by civil protection services, fire services or forces responsible for maintaining public order, the confirmation that the vehicle is registered for use by civil protection services, fire services or forces responsible for maintaining public order and that it fulfils the conditions set out in Article 3a(5) of this Regulation. For all heavy-duty vehicles, including individually approved heavy-duty 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 Implementing Regulation (EU) 2020/683 regardless of any national exemptions applicable under Article 45(1) of Regulation (EU) 2018/858;

t) for vehicles of category M, the name of the complete or completed vehicle manufacturer to whom the reporting obligations as provided for in the “Vehicle manufacturer” column of the first table in Part B of Annex IV apply;

u) for vehicles of category M, the world manufacturer identifier (WMI) code consisting of three characters, in accordance with Annex II, Part 2, Section A, point 2.2, to Commission Implementing Regulation (EU) 2021/535, of the complete or completed vehicle manufacturer referred to in point (t). Where the third character of the WMI code is a “9”, additionally the third, fourth and fifth characters of the vehicle indicator section (VIS), which are assigned to identify that manufacturer in accordance with Annex II, Part 2, Section A, point 2.2.3, to that Regulation.

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

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

For heavy-duty vehicles referred to in Part A, points (r) and (s), of this Annex, the manufacturer referred to in Article 7a shall also inform the Commission in accordance with Article 3a(4) and (5), if a heavy-duty vehicle which would otherwise be exempted from the obligations laid down in Article 3a(1), (2) and (3) is not exempted from those obligations.

PART C: AIR DRAG VALUE (CDXA) RANGES FOR THE PURPOSE OF PUBLICATION IN ACCORDANCE WITH ARTICLE 13c

For the purpose of making the CdxA value contained in the manufacturer’s records file publicly available in accordance with Article 13c, the Commission shall use the ranges defined in the following table containing the corresponding range for each CdxA value:

ANNEX V

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 European Environment Agency.

The contact point shall notify the Commission and the European Environment Agency by email to the following addresses when the data are transmitted:

EC-CO2 -HDV-IMPLEMENTATION@ec.europa.eu

and

HDV-monitoring@eea.europa.eu

2. REPORTING BY MANUFACTURERS

2.1. Manufacturers shall, without delay, report to the Commission and the European Environment Agency the following information: They shall notify the Commission and the European Environment Agency without delay of any changes to that information. The notifications shall be sent to the addresses referred to in point 1.1.

a) the manufacturer’s name as indicated in the certificate of conformity or individual approval certificate;

b) WMI code or codes assigned to the manufacturer, and, for each WMI code where the third character is a “9”, additionally the third, fourth and fifth characters of the VIS assigned to identify the manufacturer;

c) the contact point responsible for uploading the data to the European Environment Agency;

d) the vehicle category of the vehicles for which the manufacturer has a reporting obligation in accordance with Article 13b.

2.2. The data specified in Part B of Annex IV shall be transmitted in accordance with Article 13b by the contact point of the manufacturer via electronic data transfer to the European Environment Agency. The contact point shall notify the Commission and the European Environment Agency by email to the addresses referred to in point 1.1 when the data are transmitted.

2.3. Designated technical services that are responsible for the determination of the CO2 emissions of heavy-duty vehicles of categories O3 and O4 pursuant to Article 8(6) and (7) of Implementing Regulation (EU) 2022/1362, shall, without delay, report to the Commission and the European Environment Agency the following information: They shall notify the Commission and the European Environment Agency without delay of any changes to that information. The notifications shall be sent to the addresses referred to in point 1.1.

a) the name of the technical service;

b) the Member State which has designated the technical service;

c) the contact point responsible for uploading the data to the European Environment Agency;

d) the names of the manufacturers which have made the technical service responsible for the simulation and reporting of data on their vehicles;

e) WMI code or codes assigned to the manufacturers which have made the technical service responsible for the simulation and reporting of data on their vehicles, and, for each WMI code where the third character is a “9”, additionally the third, fourth and fifth characters of the VIS assigned to identify the concerned manufacturer.

2.4. By way of derogation from point 2.2, for heavy-duty vehicles of categories O3 and O4, for which the responsibility for the determination of the CO2 emissions has been assigned to a designated technical service pursuant to Article 8(6) and (7) of Implementing Regulation (EU) 2022/1362, the data specified in Part B of Annex IV shall be transmitted in accordance with Article 13b by the contact point of the technical service via electronic data transfer to the European Environment Agency. The contact point shall notify the Commission and the European Environment Agency by email to the addresses referred to in point 1.1 when the data are transmitted.

3. DATA PROCESSING

3.1. The European Environment 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;

3.2.16) vehicle information file (VIF);

3.2.17) name and address of internal combustion engine manufacturer;

3.2.18) make (trade name of internal combustion engine manufacturer);

3.2.19) name and address of electric machine system / IEPC / IHPC Type 1 manufacturer;

3.2.20) make (trade name of electric machine system / IEPC / IHPC Type 1 manufacturer);

3.2.21) name and address of fuel cell manufacturer;

3.2.22) make (trade name of fuel cell manufacturer);

3.2.23) name and address of electric energy storage system manufacturer;

3.2.24) make (trade name of electric energy storage system manufacturer);

3.2.25) K coefficient (W/m2-K);

3.2.26) number of the ADR certificate of approval for EX/III trailers.

3.3. Where a competent authority or a manufacturer identifies errors in the data submitted, it shall without delay notify the Commission and the European Environment Agency by submitting an error notification report to the European Environment Agency and by email to the addresses referred to in point 1.1.

3.4. The Commission shall, with the support of the European Environment Agency, verify the notified errors and, where appropriate, correct the data in the register.

3.5. The Commission, with the support of the European Environment 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

1 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

2 Regulation (EU) 2023/857 of the European Parliament and of the Council of 19 April 2023 amending Regulation (EU) 2018/842 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 Regulation (EU) 2018/1999 (OJ L 111, 26.4.2023, p. 1).

3 Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information (OJ L 171, 29.6.2007, p. 1).

4 Directive 2014/24/EU of the European Parliament and of the Council of 26 February 2014 on public procurement and repealing Directive 2004/18/EC (OJ L 94, 28.3.2014, p. 65).

5 Directive 2014/25/EU of the European Parliament and of the Council of 26 February 2014 on procurement by entities operating in the water, energy, transport and postal services sectors and repealing Directive 2004/17/EC (OJ L 94, 28.3.2014, p. 243).

6 Directive 2014/23/EU of the European Parliament and of the Council of 26 February 2014 on the award of concession contracts (OJ L 94, 28.3.2014, p. 1).

7 Regulation (EU) No 952/2013 of the European Parliament and of the Council of 9 October 2013 laying down the Union Customs Code (OJ L 269, 10.10.2013, p. 1).

8 Commission Implementing Regulation (EU) 2022/1362 of 1 August 2022 implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council as regards the performance of heavy-duty trailers with regard to their influence on the CO2 emissions, fuel consumption, energy consumption and zero emission driving range of motor vehicles and amending Implementing Regulation (EU) 2020/683 (OJ L 205, 5.8.2022, p. 145).

9 Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).

10 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).’;

11 Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC) No 595/2009 and repealing Directive 2007/46/EC (OJ L 151, 14.6.2018, p. 1).’.

12 Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive) (OJ L 263, 9.10.2007, p. 1).

13 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).’;

14 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).’;

15 For the calculation of vehicle shares and average specific CO2 emissions of manufacturers of reporting periods of the years 2030 to 2034 in accordance with points 2.4 and 2.7, respectively, zero-emission vocational vehicles of category N shall be attributed as follows:

17 See definitions in point 1.1.

18 See definitions in point 1.4.

21 See definitions in point 1.1

22 See definitions in point 1.4

25 See definitions in point 1.1

26 See definitions in point 1.4

29 See definitions in point 1.1.

30 See definitions in point 1.4.

33 See definitions in point 1.1

34 See definitions in point 1.4

37 See definitions in point 1.1.

39 See definitions in point 1.1

41 See definitions in point 1.1

43 Commission Implementing Regulation (EU) 2020/683 of 15 April 2020 implementing Regulation (EU) 2018/858 of the European Parliament and of the Council with regards to the administrative requirements for the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (OJ L 163, 26.5.2020, p. 1).

44 Commission Implementing Regulation (EU) 2021/535 of 31 March 2021 laying down rules for the application of Regulation (EU) 2019/2144 of the European Parliament and of the Council as regards uniform procedures and technical specifications for the type-approval of vehicles, and of systems, components and separate technical units intended for such vehicles, as regards their general construction characteristics and safety (OJ L 117, 6.4.2021, p. 1, ELI: http://data.europa.eu/eli/reg_impl/2021/535/oj).

45 Article 3, point (29), of Regulation (EU) 2017/2400

46 Article 3, point (31), of Regulation (EU) 2017/2400

47 Article 3, point (4a), of Regulation (EU) 2017/2400

48 Manufacturer’s record file (MRF), Article 3, point (23), of Regulation (EU) 2017/2400

49 Vehicle information file (VIF), Article 3, point (25), of Regulation (EU) 2017/2400

50 Article 2, point (5), of Implementing Regulation (EU) 2022/1362

51 Manufacturer’s record file (MRF), Article 2, point (9), of Implementing Regulation (EU) 2022/1362

52 Article 8(6) and (7) of Implementing Regulation (EU) 2022/1362

53 As specified in the table titled ‘Additional information’

71 Where standard values for a component, separate technical unit or system to which a monitoring parameter refers are used for the purpose of determining the CO2 emissions under Regulation (EU) 2017/2400 or Implementing Regulation (EU) 2022/1362 instead of certified values, reporters shall refer to their internal documentation as the source for the corresponding monitoring parameter. Where the source of a monitoring parameter is not explicitly specified, reporters shall also refer to their internal documentation.

72 Where a heavy-duty vehicle does not have a component, separate technical unit or system, or a technical characteristic to which a monitoring parameter refers, the corresponding monitoring parameter shall not be reported for the vehicle in question.

73 Where a heavy-duty vehicle contains multiple components, separate technical units or systems of the same type produced by different manufacturers, the monitoring parameter shall be reported for each manufacturer.

74 World Harmonised Transient Cycle.

75 Commission Regulation (EU) No 582/2011 of 25 May 2011 implementing and amending Regulation (EC) No 595/2009 of the European Parliament and of the Council with respect to emissions from heavy duty vehicles (Euro VI) and amending Annexes I and III to Directive 2007/46/EC of the European Parliament and of the Council (OJ L 167, 25.6.2011, p. 1, ELI: http://data.europa.eu/eli/reg/2011/582/oj).

76 For dual-fuel heavy-duty vehicles, this monitoring parameter shall be reported separately for each fuel declared during the CO2 determination in accordance with Regulation (EU) 2017/2400.

77 World Harmonised Stationary Cycle.

78 Agreement on the International Carriage of Perishable Foodstuffs and on the Special Equipment to be Used for such Carriage (ATP), done at Geneva on 1 September 1970 and entered into force on 21 November 1976, as amended.

79 This parameter shall only be reported for trailers with an ATP certificate of compliance.

80 UIC Leaflet 596-5 Semi-trailers for grab handling.

81 UIC Leaflet 597 Semi-trailers on bogies.

82 IMO Resolution MSC.479(102) (adopted 11 November 2020), Revised Guidelines for Securing Arrangements for the Transport of Road Vehicles on Ro-Ro Ships.

83 Agreement concerning the International Carriage of Dangerous Goods by Road (ADR), done at Geneva on 30 September 1957 and entered into force on 29 January 1968, as amended.

84 This parameter shall only be reported for EX/III trailers with an ADR certificate of approval.

85 This parameter may optionally be reported for vehicles with specific vehicle technologies which are not covered by any other monitoring parameter to enable their identification.