Council of theEuropean Union
Brussels, 10 November 2022
(OR. en)
14598/22
Interinstitutional File:2022/0365(COD)
MI 805
ENV 1137
ENT 155
CODEC 1709
IA 181
COVER NOTE
From:

Secretary-General of the European Commission, signed by Ms Martine
DEPREZ, Director

date of receipt:
To:

10 November 2022
Ms Thérèse BLANCHET, Secretary-General of the Council of theEuropean Union

No. Cion doc.:

COM(2022) 586 final

Subject:

Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND
OF THE COUNCIL on type-approval of motor vehicles and engines andof systems, components and separate technical units intended for suchvehicles, with respect to their emissions and battery durability (Euro 7)
and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009

Delegations will find attached document COM(2022) 586 final.

Encl.: COM(2022) 586 final

14598/22

AR/echCOMPET.1

EN“ 糾EUROPEAN
COMMISSION

Brussels, 10.11.2022
COM(2022) 586 final
2022/0365 (COD)

Proposal for a
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
on type-approval of motor vehicles and engines and of systems, components andseparate technical units intended for such vehicles, with respect to their emissions andbattery durability (Euro 7) and repealing Regulations (EC) No 715/2007 and (EC) No
595/2009(Text with EEA relevance){SEC(2022) 397 final} - {SWD(2022) 358 final} - {SWD(2022) 359 final} {SWD(2022) 360 final}

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EXPLANATORY MEMORANDUM
1.

CONTEXT OF THE PROPOSAL•

Reasons for and objectives of the proposal

Free movement of goods, persons, services and capital must be ensured for a correctfunctioning of the single market. To that end Regulation (EU) No 2018/858 of the European
Parliament and of the Council enshrines a comprehensive type-approval and market
surveillance system for motor vehicles, trailers, and for systems, components and separate
technical units intended for such vehicles. The technical requirements for the type-approval of
motor vehicles and engines with regard to emissions are also harmonised to avoid
requirements that differ from one Member State to another, and to ensure a high level ofenvironmental and health protection.
Air pollution remains a large environmental and health risk in Europe. While air quality has
improved, a significant proportion of the EU’s urban population is still exposed to pollutant
concentrations above the limits defined by the Ambient Air Quality Directive1. It is estimatedthat air pollution caused more than 300 000 premature deaths in the EU-28 in 20182. Despite
the fact that other sectors also play a role, road transport is still a major contributor to air
pollution. It was on average responsible for 39% of the harmful NOx emissions in 2018 (47%in urban areas3) and 11% of total PM10 emissions in 20184.
The European Green Deal5 is a new growth strategy that aims to transform the EU into a fairand prosperous society, with a modern, resource-efficient and competitive economy. The EUshould also promote and invest in the necessary digital transformation and tools as these are
essential enablers of the changes. Digital technology can indeed help cut global emissions,enhance quality-of-life and reduce society's environmental footprint, for example by
optimising energy usage and monitoring emissions in transport 6. In order to reach climate
neutrality by 2050 and zero-pollution ambition for a toxic-free environment, all sectors needto transform, including road transport. The European Green Deal announced the adoption of a
proposal for more stringent air pollutant emissions standards for combustion-engine vehicles(Euro 7).
To accelerate decarbonisation of road transport, the Commission proposed in July 2021 anamendment of the Regulation on CO2 emission performance standards for cars and vans7,
to ensure a clear pathway towards zero-emission mobility.8 Moreover, the Commission
adopted in December 2020 the Sustainable and Smart Mobility Strategy9 and in May 2021
the Zero-Pollution Action Plan10. According to those strategies, transport should become1

Directive 2008/50/EC of the European Parliament and of the Council of 21 May 2008 on ambient air
qualityand cleaner air for Europe (OJ L 152, 11.6.2008, p. 1–44)
2
EEA, 2020. Air quality in Europe – 2020 report.
3
JRC, 2019. Urban NO2 Atlas
4
EEA, 2020. Air pollutant emissions data viewer (Gothenburg Protocol, LRTAP Convention) 1990-2018
5
COM(2019) 640 final
6
COM(2021) 118 final
7
COM(2021) 556 final
8
In 2022, this will be followed by a proposal on CO 2 emission performance standards for heavy-duty
vehicles.
9
COM(2020) 789 final
10
COM(2021) 400 final

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drastically less polluting, especially in cities and Euro 7 is considered as an essential part of
the transition towards clean mobility.
Last but not least, the New Industrial Strategy for Europe11 offers tools to address the twin
challenge of the green and the digital transformation and to support the European industry inmaking the European Green Deal ambition a reality. New pollutant emission framework willoffer legal certainty and first-mover advantage to the EU automotive sector. EU emission
standards need to keep ahead of standards under development in key markets like the UnitedStates and China, in order to keep a competitive advantage. Access to these markets could be
hampered for EU manufacturers as it would become more costly to meet emission
requirements in different markets.
Transition towards zero-emission cars/vans fleet will be spread across at least two decades,
not least given the average lifetime of cars/vans of more than 11 years. Meanwhile, in order toachieve the above policy objectives, the internal combustion-engine vehicles which willcontinue to be placed on the market need to be as clean as possible.
At the same time, the automotive industry is faced with other significant transformations —significant supply-chain shortages, impact of the Russian invasion in Ukraine, rising energy
and raw material costs.
Despite the proposed 100% CO2 emission reduction targets for cars and vans by 2035, theupcoming proposal to revise the CO2 performance standards for heavy-duty vehicles, theincreasing share of zero- and low-emission heavy-duty vehicles and new Euro 6d/VI E
vehicles entering the market, a low-pollution level in the short- to medium-term cannot bereached for pollutant emissions from road transport without further action. The proposal is
expected to tackle three identified problems why the Euro 6/VI emission standards contributeinsufficiently to the necessary reduction of pollutant emissions from road transport. These
problems being: (1) complexity of vehicle emission standards, (2) obsolete vehicle pollutant
limits; and (3) insufficient control of vehicle real-world emissions.
The general objective of the initiative is twofold: (1) to ensure the proper functioning of thesingle market by setting more adequate, cost-effective and future-proof rules for vehicle
emissions; and (2) to ensure a high level of environmental and health protection in the EU byfurther reducing air pollutant emissions from road transport.
This initiative will contribute to achieving the general objective by pursuing the following
three specific objectives. It will:(1)

Reduce complexity of the current Euro emission standards.

(2)

Provide up-to-date limits for all relevant air pollutants.

(3)

Improve control of real-world emissions.

Improving the control of real-world emissions throughout the lifetime of a vehicle is of
considerable importance for the second-hand market important to several EU countries, butalso to other regions, such as Africa or Middle East. The Euro 7 proposal aims at reducing
vehicle emissions during a longer part of a vehicle’s lifetime, thus benefiting also secondhand users. In particular as regards specific objective (3), air quality will continue to be
impacted by pre-Euro 7 cars for several years to come. Appropriate incentives could be put inplace for older cars to be retrofitted to meet Euro 7 requirements for tailpipe emissions but
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COM(2020) 102 final and COM(2021) 350 final

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ENalso for tyre and brake emissions. Additionally, to speed up the reduction of emissions fromthe existing fleet and to accelerate the transition to zero-emission transport, it is important toencourage the conversion of internal combustion engine vehicles to battery or fuel cell electric
drive.
•

Consistency with existing policy provisions in the policy area

Regulation (EU) 2018/858 of the European Parliament and of the Council provides for ageneral framework on the approval and market surveillance of motor vehicles and theirtrailers, and of systems, components and separate technical units intended for such vehicles.
Euro emission standards for vehicles (Regulations 715/2007 and 595/2009) are part of theabove framework12. They are interlinked with several existing policy provisions and planned
proposals which tackle air pollutants of the road transport as well as with the CO2 emission
standards13 which reduce air pollutants as a co-benefit. This legislative proposal on Euro 7
emission standards for cars, vans, lorries and buses improves consistency of the Euroemission standards with the following measures.
The Ambient Air Quality Directive (AAQD)14 aims at improving air quality by setting
limits for the ambient air concentrations of specific air pollutants from all air pollution
sources (e.g. agriculture, energy, manufacturing, etc.). National Emission reduction
Commitments Directive (NECD)15 aims at reducing national air pollutant emissions bysetting national reduction commitments for specific air pollutants, with reductions from all
sectors, including road transport. On 26 October 2022 the Commission adopted a proposal forthe revision of the Ambient Air Quality Directives16. The proposed revision will set interim
2030 EU air quality standards, aligned more closely with World Health Organization
guidelines, while putting the EU on a trajectory to achieve zero pollution for air at the latest
by 2050. The Euro 7 proposal is an important element to deliver on this ambition and tocontribute to the objectives of the EU’s clean air policy, including the revision of the AAQD.
By ensuring a reduction of all relevant air pollutant emissions from road transport consistent
with AAQD/NECD air pollutant coverage and targets, the proposal for Euro 7 standards
notably support Member States in meeting their commitments under the AAQD and the
NECD.
The CO2 emission standards support the EU’s climate ambition set in European Climate
Law17, which aims at reducing EU greenhouse gas emissions by at least 55% by 2030,
compared to 1990. In July 2021, the Commission proposed to revise and strengthen the CO2
emission standards for cars/vans18, while the revision of the standards for heavy-duty vehicles
is foreseen by end-2022. Whereas the CO2 emission standards promote zero-emission
technologies, such as electric vehicles, the new Euro 7 standards address the emission ofharmful air pollutants from combustion engines and non-tailpipe emissions from electricvehicles with the aim to protect human health and the environment. Therefore, the Euro 7
general objectives remain valid insofar as vehicles with internal combustion engines willcontinue to emit exhaust pollutants, and all vehicles will contribute to non-exhaust emissions.
12
13
14
15
16
17
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Found in Annex II of Regulation 2018/858
Regulation (EU) 2019/631 and Regulation (EU) 2019/1242
Directive 2008/50/EC
Directive (EU) 2016/2284
COM(2022) 542, Proposal for a Directive of the European Parliament and of the Council on ambient air
quality and cleaner air for Europe
Regulation 2021/119 establishing the framework for achieving climate neutrality and amending
Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’)COM(2021) 556 final

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ENDespite the proposed 100% CO2 reduction target for 2035 for new cars/vans, the number ofvehicles placed on the market with combustion engines (including hybrids) will remain
important, in particular for lorries/buses. Both CO2 and pollutant emission standards are
considered as complementary to reach the climate and zero-pollution ambition of theEuropean Green Deal and contribute to the shift to sustainable mobility.
The Roadworthiness Directives19 have the objective to increase road safety in the EU and toensure the environmental performance of vehicles, by means of regularly testing vehicles
throughout their operational lifetime. As far as emissions are concerned, they have as
objective to contribute to the reduction of air pollutant emissions by detecting more
effectively vehicles that are over-emitting due to technical defects, through periodic technicalinspections and the roadside inspections. This proposal contains elements to support thisobjective, including implemented through On-Board Monitoring, that are expected to lead tocost savings. Such mechanisms could gradually become a primary tool in the RoadworthinessDirectives, modernise the current inspection procedures and lead to lower administrative
costs. The upcoming revision of the Roadworthiness Directives will need to take into accountthese new mechanisms, including for implementing measures which will need to be
developed under the revision of the Roadworthiness package20.
In addition, the Eurovignette Directive21, which sets common rules on road infrastructure
charges, and Clean Vehicles Directive22, which promotes clean mobility solutions throughpublic procurement, are consistent with the general objectives of the Euro standards. In
particular, they support demand for clean vehicles by allowing Member States to vary roadcharges based on pollutant emissions of vehicles and through public procurement. The Fuel
Quality Directive23 prescribes the fuel quality characteristics of fuel sold in the market andtherefore is important for the Euro standards.
•

Consistency with other Union policies

As part of the EU’s digital strategy and following the Communication on a European data
strategy24 the Commission has put forward a Data Act to support business-to-government andbusiness-to-business data sharing. This act offers a horizontal framework for enhancing data
access and data sharing across sectors. Specific problems in the automotive sector in thecontext of access to in-vehicle data justify complementing the Data Act with a a specificinitiative. This initiative should ensure that a minimum set of data and functions is available,
as well as fair access conditions for all automotive services providers. By ensuring theavailability and accessibility of in-vehicle data, this initiative would be complementary to thisEuro 7 proposal as it would facilitate the optimal adoption of continuous emission monitoring.
The New Industrial Strategy for Europe25 takes into account the new circumstances
deriving from the crisis, as well as the on-going transformation to a more sustainable, digital,
resilient and globally competitive economy. It places priorities and defines new objectives on
strengthening the resilience of the Single Market, dealing with strategic dependencies,
19

20
21
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23
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Directive 2014/45/EU on periodic roadworthiness tests for motor vehicles and their trailers; Directive
2014/47/EU on the technical roadside inspection of the roadworthiness of commercial vehicles
circulating in the Union
Vehicle safety – revising the EU’s roadworthiness package (europa.eu)
Directive 1999/62/EC on the charging of vehicles for the use of road infrastructures
Directive 2019/1161/EU on the promotion of clean and energy-efficient road transport vehicles
Directive 2009/30/EC as regards the specification of petrol, diesel and gas-oil and introducing amechanism to monitor and reduce greenhouse gas emissions
COM(2020) 66 final
COM(2020) 102 final and COM(2021) 350 final

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ENcombining targeted actions in the areas of regulatory framework, innovation support, accessto raw materials and decarbonised energy, skills and data spaces, to accelerate the twintransition. This Strategy offers tools to address the twin challenge of the green and the digitaltransformation and to support the European industry in making the European Green Deal
ambition a reality. New pollutant emission framework will offer legal certainty and firstmover advantage to the EU automotive sector, avoiding the risk of falling behind other major
jurisdictions setting new pollutant emission standards.
The End-of-Life Vehicle (ELV) Directive26 contains rules on the collection, treatment andrecovery of end-of-life vehicles and their components, as well as restrictions on hazardous
substances in new vehicles. Its mirror directive, the 3R type-approval Directive27, links thedesign of new vehicles with their reusability, recyclability and recoverability. These
Directives are planned to be reviewed in 2023 in line with the ambitions of the European
Green Deal and the Circular Economy Action Plan28. While Euro 7 proposal aims at
reducing vehicle emissions during a longer part of a vehicle’s lifetime by extending durability
requirements, the revision of the ELV Directive complements by looking into the problem ofexport of defective polluting used vehicles outside the EU.
This initiative is also consistent with the Next Generation EU29, more particularly the
Recovery and Resilience Facility30 (RRF) and the flagship “Recharge and Refuel”, which
promotes future-proof clean technologies to accelerate the use of sustainable, accessible andsmart transport, charging and refuelling stations and extension of public transport. Throughthis RRF funding but also targeted investment programmes under InvestEU31 or Horizon
Europe32, resources will be allocated to raise the economy’s growth potential as well as toaccelerate green transformation, notably through the uptake of innovative solutions and future
proof low emission technologies.
This initiative also integrates the necessity to ensure a just and fair green transition,
supporting in particular vulnerable citizens in the area of transport: it is consistent with the
Final Report of the Conference on the Future of Europe (proposal 18.3) especially when it
comes for affordability of transport means and of vehicles operating on non-polluting
technologies.
In addition, the initiative is coherent with the recent proposal amending European Consumer
Law, more particularly the Unfair Commercial Practices Directive33 and the Consumer
Rights Directive34, to contribute to a circular, clean and green EU economy by enabling
consumers to take informed purchasing decisions and therefore contributing to moresustainable consumption.
Finally, to reinforce consistency across policies, and as announced in its Communication
Better regulation: Joining forces to make better laws35, the Commission is improving its
better regulation guidelines to ensure that all its initiatives comply with the ‘do no significant
harm’ principle thus abiding by the obligations set under the European Climate Law.
26
27
28
29
30
31
32
33
34
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Directive 2000/53/EC on end-of-life vehicles
Directive 2005/64/EC on the reusability, recyclability and recoverability of vehicles
COM(2020) 98 final
COM(2020) 456 final
Regulation (EU) 2021/241
Regulation (EU) 2021/523
Regulation (EU) 2021/695
Directive 2005/29/EC
Directive 2011/83/EU
COM(2021) 219 final

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2.

LEGAL BASIS, SUBSIDIARITY AND PROPORTIONALITY•

Legal basis

The legal basis of the proposal is Article 114 of the Treaty on the Functioning of the European
Union (TFEU).
•

Subsidiarity (for non-exclusive competence)

The legislation concerning the type-approval of motor vehicles contributes to theimplementation and functioning of the single market for goods. This proposal aims at
rendering the implementation and enforcement of this legislation more effective as part of theoverall policy objective to deepen the single market strategy.
The second reason is the transnational nature of air pollution and road transport. Even though
the effects of the main toxic air pollutants are most severe close to the source, the effects on
air quality are not limited to the local level and cross-border pollution is a serious
environmental problem that often challenges national solutions. Atmospheric modellingshows that the pollution emitted in one Member State contributes to pollution in otherMember States. In order to solve the problem of air pollution, concerted action at the EU scaleis required.
Developing emission standards at EU level and setting up an appropriate governance for it are
key to avoid Member States adopting different national measures which are potentially not
congruous nor consistent (e.g. to measures limiting access to certain areas). Such measureswould create considerable obstacles for industry and pose great risk to the single market.
Hence, continued harmonised EU action to further reduce vehicle emission is fully justified.
•

Proportionality

The proposal is proportionate as it provides for the necessary legal change and at the sametime does not go beyond what it necessary to achieve the objectives of reduction of pollutant
emissions from motor vehicles on the one hand and ensuring legal certainty for vehicle
manufacturers on the other. It provides for the necessary legal conditions to uphold, to theextent possible, a level playing field among manufacturers.
•

Choice of the instrument

The use of a Regulation is considered to be appropriate in that it provides the required
assurance for direct and harmonised application and enforcement while not requiringtransposition into Member States’ legislation.
3.

RESULTSOF
EX-POSTEVALUATIONS,CONSULTATIONS AND IMPACT ASSESSMENTS•

Ex-post evaluations of existing legislation

STAKEHOLDER

The Commission decided to follow a back-to-back approach in which the evaluation andimpact assessment were conducted in parallel as a single process to meet the roadmap set by
the European Green Deal36. That way, the findings of the evaluation included in Annex 5 to
the Impact Assessment were used to inform further reflection on whether Euro 6/VI emission

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COM(2019) 640 final

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ENstandards continue to provide high level environmental protection in the EU and to ensure theproper function of the single market for motor vehicles.
The evaluation assessed the regulations’ achievements against the objectives set in the Euro
6/VI legislation. It concluded that the Euro 6/VI objectives to improve air quality by reducing
pollutants from road transport and to set harmonised rules on the construction of motor
vehicles are still highly relevant. In addition, the regulations were found to be broadly
coherent and to have led to partly cleaner vehicles on EU roads with the Euro 6/VI testingprocedures being partly effective. Regulatory costs exist, while overall the Euro 6/VI
regulations are found to be cost-effective. They also generated significant EU added valuethat could not have been achieved to the same extent through national measures.
Key conclusions of the evaluation were as follows:

The Regulations have realised partly cleaner vehicles on EU roads.



Since the application of Euro VI emission limits in 2013 and Euro 6 emission limits
in 2014 up until 2020, NOx emissions on EU roads have decreased by 22% for carsand vans and by 36% for lorries and buses. Exhaust PM emissions on EU roads have
known a decrease of 28% for cars and vans, and a decrease of 14% from lorries andbuses.



The Regulations have somewhat curbed negative health impacts by road transportthat could cause respiratory and cardiovascular diseases upon inhalation.

Regulatory costs for automotive industry are estimated at €357-€929 per diesel
vehicle and by €80-€181 per petrol vehicle for cars and vans, and up to €3 717€4 326 per heavy-duty vehicle. While the latter are in line with the expectations, forcars and vans the costs are higher than what was originally anticipated.

Impacts on competitiveness and innovation appear generally positive with no signsof competitive distortion.



Recent policy developments such as the European Green Deal support the Euro 6/VI
objectives and the relevance of further improving air quality by reducing emissions
from road transport in a unified EU approach.

The Regulations have generated net economic benefits to society.

While the Regulations are broadly coherent, some coherence issues have been
identified both within the Euro 6/VI emission standards and with other EU
legislation.

No simplification was realised in the Regulations.



The harmonisation of the market is the most crucial aspect of EU added-value and it
is unlikely that uncoordinated action would have been as efficient. The Regulations
ensure common requirements, thus minimising costs for manufacturers, and provide
regulatory certainty.



Still, some shortcoming are preventing the Regulations from further improving air
quality through reducing pollutants emitted by the road transport sector. Hence, somedesign elements (modalities) of the Regulations are likely to have had an impact on
the efficiency of the Regulations. In particular:ENThe evaluation shows that over the successive steps of Euro 6/VI standards
complexity and consistency issues have become well-rooted in the both theoverall legal framework and in its practical implementation.

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

•

The evaluation emphasizes many potential benefits for human health andenvironment remain overlooked in the current Regulations. Despite theprogress made to reduce the gap between vehicle real-world emissions (driving
cycles and conditions of use, especially in urban driving conditions) and typeapproved emissions, important emissions remain unaccounted under Euro 6/VI
emission testing. In addition, emissions are not properly controlled over theentire lifetime of vehicles.

Stakeholder consultations

In order to collect evidence and ensure great transparency, the Commission sought feedback
from stakeholders through multiple consultation activities. More precisely, for the purpose ofthis proposal, the Commission sought feedback from the following stakeholder groups:
Member States and national authorities, automotive industry (including vehicle
manufacturers, component suppliers and other industry stakeholders), civil society (including
consumer organisations and environmental NGOs) and citizens.
A detailed summary of the extensive consultation process is presented in the synopsis reportin Annex 2 to the Impact Assessment for this proposal.
The Commission has gathered feedback through the following activities:

The initiative was discussed for the first time with stakeholders during a stakeholder
conference in October 2018. Subsequently, the Advisory Group on Vehicle Emission
Standards (AGVES) was set up by merging relevant expert groups from industry,
civil society and Member States, with ten meetings and one ad-hoc workshop on
simplification from July 2019 to April 2021.

The Inception Impact Assessment was launched on 27 March to 3 June 2020. The
18-week Public Consultation on the proposal followed on 6 July 2020 and was open
for contributions until 9 November 2020.



Two 14-week targeted consultations – one for the Evaluation of Euro 6/VI (4 March
to 8 June 2020) and one for the Impact Assessment of Euro 7 (3 August to 9
November 2020) – were performed focussing more on the detailed and technicalaspects of to the initiative.

Information, views and data through all consultation activities were taken into consideration
for the evaluation of the Euro 6/VI and for the preparation of the Euro 7 impact assessment.
The collected stakeholder evidence made it possible to supplement, cross-check and confirm
the evidence already gathered through other research in the Impact Assessment and the
supporting studies.
The main outcomes of the stakeholder consultations can be summarised as follows:
Stakeholders from all groups agreed that there are ongoing air pollution and health issues
associated with road transport and that there is need for action. While the majority of
respondents from component suppliers, Member States, civil society and citizens considered
new Euro standards to be appropriate to further reduce vehicle emission, vehicle
manufacturers were less convinced. In several activities, automotive industry stressed that
preserving the Euro 6/VI would be a realistic and balanced option.
The majority from all groups agreed that Euro 6/VI is complex. The responses to the public
consultation show that complexities lead to significant compliance costs and administrative
burden. Additionally, all groups apart from industry indicated that complexity hampers
environmental protection, while civil society added that it leads to misinterpretations.

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Respondents from all groups implied that there is a need to address complexity in theRegulations through varying measures.
Apart from vehicle manufacturers, the majority of all groups including component suppliers
showed support for developing stricter limits for regulated pollutants and new limits for nonregulated pollutants. Component suppliers, Member States, civil society and citizens believethat the current pollution control technology leaves room for additional emission reductions.
The majority of stakeholders, believe that in Euro 6/VI real-world emissions are notadequately monitored or limited over the entire lifetime of vehicles. Tampering, vehicle
ageing, inadequate technical inspections and the cost of maintenance were indicated as
potential causes. All stakeholder groups have shown support for the implementation ofcontinuous emission monitoring of emissions as an action to measure real-world emissions.
Still, most manufacturers added that this can only be used for a limited number of pollutantsin the near future.
Feedback and differences in stakeholders’ views were carefully analysed and taken into
account in the Impact Assessment if credible. In particular, the views from industry andMember States were helpful to analyse the problem of complexity and potential simplification
measures. In addition, information provided by industry on the hardware costs for pollution
control technologies has been an important source for the assessment of the economic
impacts. Feedback and concerns raised by the Member States, industry, civil society andcitizens have been taken into account in the design and assessment of the options, particularly
with regard to the technological potential for reducing emissions by emission limits,
durability, testing conditions and continuous emission monitoring, the potential accelerated
shift to electric vehicles and the impacts on competitiveness, where industry stakeholders
seem to have different views.
The stakeholders’ views on the introduction of a single Euro emission standard for cars/vans
and lorries/buses diverged from the Commission’s views. Initially, stakeholders from industry
did not support this simplification measure. Since the arguments of industry, such as properdifferentiation as well as international harmonisation, should be achievable also with the basic
acts (715/2007 and 595/2009) merged while the specific implementing regulations are kept
separate, the Commission has continued this approach. This was confirmed with thestakeholders in the follow-up interviews linked to the targeted consultation on the impact
assessment and in the AGVES meeting of 16 November 2020.
•

Collection and use of expertise

The Impact Assessment draws on evidence from several sources including studies by external
contractors from the CLOVE consortium, including key experts from the Laboratory ofApplied Thermodynamics of the Aristotle University of Thessaloniki (LAT) (GR), Ricardo(UK), EMISIA (GR), TNO (NL), TU Graz (AT), FEV (DE) and VTT (FI).
A first study by CLOVE was launched to review, compare and draw lessons from legislationin other part of the world, evaluate the effectiveness of current EU emission tests and develop
and assess new emission tests for regulated and non-regulated pollutants. As a follow-up, asecond study covered a thorough review of the cost-effectiveness of measures that wereintroduced by the first study in addition to a feasibility assessment of new pollutant emission
limits for all vehicles and an analysis of the simplification potential of vehicle emission
standards. This study also supported the evaluation of the Euro 6/VI framework, whileproviding the evidence necessary for the Impact Assessment. These studies have been

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underpinned by analysis and tests performed by the Joint Research Centre of the Commission,in its facilities located in Ispra Italy.
For the quantitative assessment of the economic, social and environmental impacts, theImpact Assessment study and report have relied on the SIBYL and COPERT model.
COPERT is used for calculating greenhouse gas and air pollutant emission inventories forroad transport based on real-world emissions coordinated by European Environment Agency(EEA) and the JRC. SIBYL is a specialised tool for projecting the impact of detailed vehicle
technology on future fleets, energy, emissions and costs designed to support policy making.
Both models were updated based on data and evidence collected through the stakeholder
consultation, latest emission factors and literature reviews.
In addition, further information was gathered addressing the following issues:the available technologies that can be deployed in the relevant time period to reduce
pollutant emissions, as well as their effectiveness and cost;health and environmental impacts in monetary terms;



general macro-economic indicators, such as creation of new jobs, skills required,research and innovation, etc.;

competitiveness of the EU industry and internal market cohesion;

qualitative impacts on SMEs and consumers (incl. consumer trust).

A list of the studies and sources is provided in Annex 1 of the Impact Assessment.
•

Impact assessment

The measures in this proposal are balanced with respect to their health and environmental
benefits and burden for the industry. Effectiveness and cost-efficiency of the measures is
supported by the accompanying Impact Assessment. The summary sheet and the positive
opinion of the Regulatory Scrutiny Board can be accessed through X (link to be added).
Three policy options, with a different mix of measures and ambition levels, were assessed totackle the identified problems in the current Euro 6/VI Regulations taking into account thegreen and digital transformation required by the European Green Deal. The transformation
provides opportunities for more advanced solutions in terms of pollutant emission reductions,such as the use of low-pollution technology and continuous emission monitoring withadvanced sensors and vehicle connectivity. The policy options took also into account the shift
to electrified powertrains requiring cost-efficient and adequate solutions for reducing
pollutant emissions in the combustion-engine segment.
In line with the specific objectives, policy option 1, 2 (2a and 2b) and 3a aimed at reducing
complexity of the current Euro emission standards by introducing simplification measures(such as replacing two regulations with one single regulation, or eliminating obsolete tests).
Up-to-date emission limits for all relevant air pollutants were provided in policy option 1 withlow ambition, in option 2a and 3a with medium ambition and in option 2b with high ambition.
Control of real-world emissions were improved in policy option 1 by low ambitious realdriving testing boundaries, in option 2a by medium ambitious real-driving testing boundaries
and durability requirements, in option 2b by high ambitious real-driving testing boundaries
and durability requirements and in option 3a by medium ambitious real-driving testingboundaries, durability requirements and continuous emission monitoring.

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The Impact Assessment has found the medium-ambitious policy option 3a to be the most
proportionate for light- and heavy-duty vehicles. The policy option was found to be the mosteffective in achieving the identified objectives, while also being cost-efficient by bringing thehighest health and environmental benefits for citizens at low regulatory costs for industry. In
addition, the option was found coherent with the air quality legislation, CO2 emission
standards and the roadworthiness directives. Through introducing continuous emission
monitoring, option 3a would also be most in line with the twin green and digitaltransformation aimed at by the European Green Deal.
The social, economic and environmental impacts of option 3a can be summarised as follows:
Total regulatory costs are estimated €304 per vehicle for light-duty vehicles and at €2 681 per
vehicle for heavy-duty vehicles. Over the 25-year period assessed in the Impact Assessment,
this would lead to a total regulatory cost of €35.48 billion for light-duty vehicles and €17.53
billion for heavy-duty vehicles.
On the other hand, monetary health and environmental benefits amount up to €55.75 billionand €133.58 billion respectively through the reduction of harmful air pollutant emissions.
These benefits are mostly realised through the reduction of NOx and PM2.5 emissions. In
addition, this option showed for all vehicles the highest positive impacts in terms of access tointernational key markets and innovation.
The adjustment costs (covering substantive compliance costs due to equipment costs foremission control technologies and the related R&D and calibration costs including facilities
and tooling costs) were assessed in option 3a to be in the order of €67 billion between 2025
and 2050 for light-duty vehicles and €26 billion for heavy-duty vehicles.
Next to these benefits, regulatory cost savings (covering cost savings during testing,witnessing of tests by type-approval authorities and type-approval fees as well as
administrative costs savings for reporting and other information obligation as part of the typeapproval procedures) are estimated at €4.67 billion for light-duty vehicles and at €0.58 billion
for heavy-duty vehicles in the preferred option.
Overall, the impact of option 3a on consumer affordability would be limited. While the total
regulatory costs compared to baseline are expected to be passed on to consumers, this would
lead to a 0.8% increase in the price of small petrol vehicles and a 2.2% increase in the price ofsmall diesel vehicles for cars and vans.
Battery durability requirements were added following the adoption of a new UN Global
Technical Regulation No. 22 on 14 April 2022 on In-vehicle Battery Durability for Electrified
Vehicles, setting minimum performance requirements for electric vehicles at a level that will
not require change of battery technologies. It is expected that these requirements will not
create additional costs but raise consumer awareness and confidence.
In the light of the current geopolitical and economic circumstances, a final review has been
made to ensure up-to-date considerations for the automotive industry and consumers. The risein costs that began in 2021, particularly for energy and raw materials, has accelerated
dramatically. At the same time, demand and sales of motor vehicles have dropped while theinvestment needs for the green transformation are increasing. This puts pressure on theautomotive supply chain and raises affordability issues for consumers, in an overall context ofhigh inflation. In order to facilitate a successful green transition of the automotive ecosystem,

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the above-mentioned option 3a has been readjusted for light-duty vehicles to reduce
adjustment costs, while keeping the overall medium environmental and digital ambition.
For cars and vans, the exhaust emission limits are set at the lowest level currently imposed
under Euro 6 for cars therefore imposing lower limits for vans than under Euro 6, while
durability requirements as well as real-driving testing boundaries are set as in option 3a. The
requirements for evaporative emissions, battery durability and non-exhaust emissions are set
as in option 3a. It is an intermediate option in terms of tailpipe emission limits between option
1 and 2a/3a. This choice has been made in order to balance the need to improve
environmental performance with the need to avoid disproportionate investments for vehicles
that will no longer be sold after 2035. Beyond a certain threshold, costs increase significantly
faster than environmental benefits. The option chosen improves affordability of cars and vansfor consumers and minimises investment costs required for the development of new hardware
solutions for emission control systems for cars and vans with internal combustion engine.
The selected measures set technology- and fuel-neutral limits for cars and vans, whileallowing for slightly higher limits for underpowered vans, where such allowance is justified
based on technical reasons. Testing boundaries are as in option 3a, therefore allowing for
gains to be made by capping currently uncontrolled emissions. Methodologies and limits forevaporative emissions, brakes, tyres, as well as battery durability and the use of emission
monitoring tools with sensors follow the ones presented in option 3a of the Impact
Assessment Report. These measures account for an increasingly important share of theemission reduction potential and of the environmental and health benefits, in particular inurban environments where exposure to those pollutants is more prominent. Emissions frombrakes and tyres will soon account for the majority of particle emissions.
For lorries and buses, option 3a is retained. This reflects the significantly slower transition oflorries and buses to zero exhaust emission technologies. Lorries and buses with internal
combustion engines are expected to remain much longer on the EU market.
For all motor vehicles, all simplification measures are kept as in option 3a since they reflect
the need to modernise the regulation and reduce administrative burden. This option also
ensures improvement in total emissions, in particularly during cold start and in urban driving,since vehicles also need to comply with the emission limits during short trips.
In terms of environmental benefits, the selected option brings significant reduction ofemissions, only slightly lower than option 3a for cars and vans, since the higher emission
limits are accompanied with improvements in testing conditions and compliance measuresthat were not foreseen in option 1. A NOx reduction from cars/vans of more than 85%
compared to 2018 levels and more than 80% from lorries/buses has been estimated with theselected measures by 2035. The total NOx by motor vehicles are estimated to be cut in half by2035 compared to the baseline.
Regulatory cost savings are expected to be the same as in option 3a. The product development
costs for industry are significantly reduced since the new option will not require redesign ofvehicles, but compliance can be achieved with currently used technologies for emission
controls and recalibration. The regulatory costs are expected to be significantly reduced andbe in between those for option 1 and option 3a. In total, the selected measures are expected tobring a net benefit similar or higher than for option 3a, bringing significant emission savings
with limited adjustment costs.

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•

Regulatory fitness and simplification

In line with the Commission commitment to Better Regulation, the proposal has been
prepared inclusively, based on transparency and continuous engagement with stakeholders.
SMEs (reference IA): The Impact Assessment found that European automotive industry
mostly comprises of large manufacturers active in vehicle assembly and component
production. Some SMEs manufacture vehicles or systems that require an EU emission typeapproval. 35 SMEs were identified that build specialised vehicles on the basis of powertrains
produced by larger manufacturers. Simplified rules are proposed for small volume
manufacturers, to take into account the specificities linked with limited production.
Cost savings: The Impact Assessment has also analysed how to possibly simplify thelegislation and reduce unnecessary compliance and administrative costs. While the proposal
increases regulatory costs for vehicle manufacturers in the form of hardware costs forpollution control technologies and sensors; and R&D and related calibration costs, theproposals also brings compliance cost savings during testing, witnessing of tests by typeapproval authorities, type-approval fees as well as administrative costs savings. In particular,
administrative burden would decrease through the introduction of simplification measures andthe new requirements for continuous emission monitoring. The latter are expected to further
simplify the reporting and other information provision obligations for granting type-approvaland verification procedures through reduced number of type-approvals. In option 3a,administrative cost savings are estimated at €224 thousand per type-approval (€22 pervehicle) for diesel cars/vans and at €204 thousand per type-approval for petrol cars/vans (€26
per vehicle). For lorries/buses, the administrative cost savings in option 3a amount up to €66
thousand per diesel type-approval (€22 per vehicle) and €67 thousand per petrol typeapproval (€47 per vehicle). In the finally selected options, all costs for cars/vans are expected
to be lower.
Competitiveness: Despite regulatory costs for industry and cumulative investments with CO2emission standards, the proposal is expected to have a positive effect on competitiveness. Thisis due to new market opportunities stemming from the development of new sensors alongwith communication protocols, cybersecurity and anti-tampering options. The use ofadvanced digital and clean technologies, will be an asset in gaining access to international key
markets, in particular United States and China.
Digital: As aimed high in the Digital Decade initiative37, all sectors should undergo digitaltransformation which will largely contribute to the green transformation, including for theroad transport, to reach zero-pollution ambition for a toxic-free environment. The proposal
entails additional coherence with the twin transition as it support the reduction of emission
over vehicles’ lifetimes by introducing continuous emission monitoring and vehicle
connectivity. National Type Approval Authorities should also preferably deliver services
digitally (including machine readable information). This contributes to achieving an effective
digital society and economy (Digital by default).
The initiative is consistent with the do not significant harm principle, as it contributes to theobjectives of the green transition of the European Green Deal (in particular sustainablemobility and zero pollution ambition). It ensures that transport becomes less polluting,especially in cities and is considered as a vital part of the transition towards clean mobility.

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COM(2021) 118 final

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ENThe Impact Assessment has established that the options are not expected to do significant
harm to any of the environmental Sustainable Development Goals (SDGs)38.
•

Fundamental rights

This proposal has no consequences for the protection of fundamental rights and equality. It
has no differential impact due to gender.
4.

BUDGETARY IMPLICATIONS

The proposal does not require additional financial resources.
5.

OTHER ELEMENTS•

Implementation plans and monitoring, evaluation and reporting arrangements

This proposal makes arrangements to monitor and evaluate the effectiveness of Euro 7
emission standards against operational objectives and to establish causality between theobserved outcomes and the legislation. For this purpose, a number of monitoring indicators
are proposed for the review of Euro 7 emission standards. These monitoring indicators
include:

number of emission type-approvals under Euro 7 per vehicle type;

costs during implementation phase and administrative costs per emission typeapproval;



proof of improved control of emissions under all conditions of use for all regulated
pollutants;

enforcement costs, including costs for infringements and penalties in case of noncompliance and monitoring costs;

evolution of emissions over the lifetime of vehicles as evidenced by appropriate
testing campaigns and continuous emission monitoring.

The review of Euro 7 emission standards will also evaluate a set of more general indicatorsfrom other EU air pollutant policies for road transport:

annual pollutant concentration levels in Europe’s urban areas and annual share ofroad transport to the pollutant emissions as reported by the Member States to the
EEA under the National Emission reduction Commitments Directive (NECD)39 andincluded in the annual EEA report on air quality in Europe;annual number of registered vehicles and share of powertrain technologies on EU
roads as reported by the Member States to the European Alternative Fuels
Observatory;

annual development of impacts of air pollution on health (i.e. premature deaths
related to exposure of certain pollutants) as included in the annual EEA report on air
quality in Europe.

38

In particularly for the following: Goal 3: Good health and well-being, Goal 6: Clean water andsanitation, Goal 13: Climate action, Goal 14: Life below water and Goal 15: Life on land.
Directive (EU) 2016/2284

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

annual share of road transport to the pollutant emissions of certain pollutants asreported by the Member States to the EEA under the NECD;

annual number of notifications received from Member States for barriers of internal
EU trade of cars, vans, lorries/buses caused by technical prescriptions imposed bynational, regional or local authorities (i.e. bans of any kind) under the notification
procedure of Directive 2015/153540.

•

Detailed explanation of the specific provisions of the proposal

Chapter I sets out general provisions, including the subject matter (Article 1), scope of theRegulation (Article 2) and the definitions of key terms used in the Regulation (Article 3).
Chapter II contains provisions on the obligations of manufacturers for the type-approval of
motor vehicles, systems, components and separate technical units, with regard to theirpollutant emissions and battery durability. More specifically, it includes the obligation of the
manufacturers in regards to the construction and design of such vehicles including
cybsersecurity measures (Article 4) and options for manufacturers to declare better
performance with lower emission limits and/or improved battery durability as well as
geofencing technologies to enable zero exhaust emission mode (Article 5). Manufacturers are
required to comply with specific durability requirements for the lifetime of the vehicles but
also the traction battery durability minimum performance, to meet the emission limits andother related technical requirements (Article 6). In order to demonstrate compliance withthese requirements specific tests should be performed, as well as specific declarations andadministrative procedures (Article 7). Article 8 and Article 9 provide with specific rules
regarding respectively small volume manufacturers (Article 8) and multistage vehicles(Article 9) as regards tests and responsibilities.
Chapter III provides for Obligations of Member States as regards Type-approval and market
surveillance, particularly as regards the role of national approval authorities and dates of entry
into force (Article 10) and includes specific provisions for components and separate technicalunits (Article 11) as well as consumable reagent and pollution controls systems (Article 12).
Chapter IV includes provisions on the Role of the Commission and third parties regarding
service conformity and market surveillance checks (Article 13).
Chapter V lays down the specific tests and methodologies to be applied by manufacturers andauthorities for each concerned vehicle category to prove compliance against requirements andobligations under this Regulation (Article 14). It also includes specific provisions regarding
adaptation to technical progress (Article 15).
Chapter VI provides for general provisions on power conferred on the Commission to adopt
delegated acts (Article 16), committee procedure (Article 17) and reporting requirements for
Member States (Article 18).
Chapter VII provides for final provisions on repeal of Regulation (EC) 715/2007 andRegulation (EC) 595/2009 (Article 19) and entry into force and application of the Regulation(Article 20).

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Directive (EU) 2015/1535 laying down a procedure for the provision of information in the field oftechnical regulations and of rules on Information Society services; see also 2015/1535 notification
procedure15

EN2022/0365 (COD)
Proposal for a
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
on type-approval of motor vehicles and engines and of systems, components andseparate technical units intended for such vehicles, with respect to their emissions andbattery durability (Euro 7) and repealing Regulations (EC) No 715/2007 and (EC) No
595/2009(Text with EEA relevance)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on the Functioning of the European Union, and in particular
Article 114 thereof,
Having regard to the proposal from the European Commission,
After transmission of the draft legislative act to the national parliaments,
Having regard to the opinion of the European Economic and Social Committee41,
Having regard to the opinion of the Committee of the Regions42,
Acting in accordance with the ordinary legislative procedure,
Whereas:(1)

The internal market is an area in which the free movement of goods, persons, services
and capital must be ensured. To that end Regulation (EU) 2018/858 of the European
Parliament and of the Council43 introduced a comprehensive type-approval and market
surveillance system for motor vehicles, trailers, and for systems, components andseparate technical units intended for such vehicles.

(2)

The technical requirements for the type-approval of motor vehicles, engines andreplacement parts with regard to emissions (‘emission type-approval’) should remain
harmonised to ensure the proper functioning of the internal market, as well as a highlevel of environmental and health protection common in all Member States.

(3)

This Regulation is a separate regulatory act for the purposes of the EU type-approval
procedure laid down in Annex II to Regulation (EU) 2018/858. It lays down
provisions and requirements on vehicle emissions and battery durability, whereas thetechnical elements will be laid down by implementing acts adopted in accordance withthe examination procedure and the assistance of a committee within the meaning ofRegulation (EU) No 182/2011 (comitology procedure).

41

OJ C , , p. .
OJ C , , p. .
Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on theapproval and market surveillance of motor vehicles and their trailers, and of systems, components andseparate 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).

42
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(4)

The technical requirements for the type-approval of motor vehicles, engines andreplacement parts with regard to emissions (‘emission type-approval’) are currently set
out in two Regulations that apply to emission type-approval for light-duty and heavyduty vehicles respectively, i.e. Regulation (EC) No 715/2007 of the European
Parliament and of the Council (‘Euro 6’) 44 and Regulation (EC) No 595/2009 of theEuropean Parliament and of the Council (‘Euro VI’) 45. The reason for having two
Regulations was that the emissions of heavy-duty vehicles were checked based onengine testing, while for light-duty vehicles the basis was whole vehicle testing. Since
then, methodologies have been developed that allow testing of both light- and heavyduty vehicles on the road. It is therefore no longer necessary to base type-approval on
engine testing.

(5)

Incorporating the requirements laid down in Regulation (EC) No 715/2007 andRegulation (EC) No 595/2009 into a single Regulation should ensure internal
coherence of the system of emission type-approvals for both light and heavy-duty
vehicles, while allowing for different emission limits for such vehicles.

(6)

Furthermore, the current emission limits were adopted in 2007 for light-duty vehicles
and for heavy-duty vehicles in 2009. Both emission limits were adopted on the basisof the then available technology. Since then, technology has advanced and the level ofemissions achieved with a combination of current technologies is much lower than that
achieved more than 15 years ago. That technological progress should be reflected inemission limits based on state-of-the-art existing technology and knowledge ofpollution controls and for all relevant pollutants.

(7)

It is also necessary to reduce complexity, administrative and implementation costs for
manufacturers and authorities and to ensure effective and efficient implementation of
the Euro emission standards. Simplification is achieved by eliminating different
application dates for the limits and tests which existed under Euro 6 and Euro VI, by
eliminating multiple and complex emission tests where such tests are not needed, byreferring to standards under existing UN Regulations where applicable, and by
ensuring a streamlined and consistent set of procedures and tests for the various phasesof the emission type-approval.

(8)

In order to ensure that the emissions for both light and heavy duty vehicles are limited
in real life, testing vehicles in real conditions of use with a minimum set of
restrictions, boundaries and other driving requirements and not only in the laboratory
is required.

(9)

The accuracy of the portable emission measurement equipment used for measuring theemissions of vehicles used on the road has improved significantly since theirintroduction. It is therefore appropriate to base the emission limits on such on-roadmeasurements and therefore on-road testing no longer requires the use of conformity
factors.

44

Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on typeapproval 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).
Regulation (EC) No 595/2009 of the European Parliament and of the Council of 18 June 2009 on typeapproval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI)
and on access to vehicle repair and maintenance information and amending Regulation (EC)No 715/2007 and Directive 2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and2005/78/EC (OJ L 188, 18.7.2009, p. 1).

45

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(10)

Regulations (EC) No 715/2007 and (EC) No 595/2009 require that vehicles respect theemission limits for a specified period of time, which does not correspond anymore to
the average lifetime of vehicles. It is therefore appropriate to lay down durability
requirements that reflect the average expected lifetime of vehicles in the Union.

(11)

There are now technologies available and used widely worldwide that limit
evaporative emissions of volatile organic compounds during the use, parking andrefuelling of a vehicle with petrol fuel. It is therefore appropriate to set the emission
limits for such volatile organic compounds at a lower level and introduce emission
limits for the refuelling phase.

(12)

Non-exhaust emissions consist of particles emitted by tyres and brakes of vehicles.
Emissions from tyres is estimated to be the largest source of microplastics to theenvironment. As shown in the Impact Assessment, it is expected that by 2050, nonexhaust emissions will constitute up to 90% of all particles emitted by road transport,
because exhaust particles will diminish due to vehicle electrification. Those nonexhaust emissions should therefore be measured and limited. The Commission should
prepare a report on tyre abrasion by the end of 2024 to review the measurement
methods and state-of-the-art in order to propose tyre abrasion limits.

(13)

Regulation (EU) 2019/2144 of the European Parliament and of the Council46 regulates
gear shift indicators (GSI), whose main purpose is to minimise fuel consumption of avehicle when a driver follows its indications. However, the pollutant emission
requirements in real use, including when following the GSI, should be addressed inthis Regulation.

(14)

Vehicles with traction batteries, including plugin hybrids and battery electric vehicles,
contribute to the decarbonisation of the road transport sector. In order to gain andincrease consumer trust in such vehicles, they should be performant and durable. It istherefore important to require that traction batteries retain a good part of their initial
capacity after many years of use. That is of particular importance to buyers of second
hand electric vehicles to ensure that the vehicle will continue to perform as expected.
Monitors of the battery state-of-health should therefore be required for all vehicles that
use traction batteries. In addition minimum performance requirements for battery
durability of passenger cars should be introduced, taking into account the UN Global
Technical Regulation 2247.

(15)

Tampering of vehicles to remove or deactivate parts of the pollution control systems isa well-known problem. Such practice leads to uncontrolled emissions and should be
prevented. Tampering of the odometer, leads to false mileage and hampers the proper
in-service control of a vehicle. It is therefore of the utmost importance to guarantee the46

Regulation (EU) 2019/2144 of the European Parliament and of the Council of 27 November 2019 on
type-approval requirements for motor vehicles and their trailers, and systems, components and separate
technical units intended for such vehicles, as regards their general safety and the protection of vehicle
occupants and vulnerable road users, amending Regulation (EU) 2018/858 of the European Parliamentand of the Council and repealing Regulations (EC) No 78/2009, (EC) No 79/2009 and (EC) No
661/2009 of the European Parliament and of the Council and Commission Regulations (EC) No
631/2009, (EU) No 406/2010, (EU) No 672/2010, (EU) No 1003/2010, (EU) No 1005/2010, (EU) No
1008/2010, (EU) No 1009/2010, (EU) No 19/2011, (EU) No 109/2011, (EU) No 458/2011, (EU) No
65/2012, (EU) No 130/2012, (EU) No 347/2012, (EU) No 351/2012, (EU) No 1230/2012 and (EU)2015/166 (OJ L 325, 16.12.2019, p. 1).
United Nations Global Technical Regulation on In-vehicle Battery Durability for Electrified Vehicles,
UN GTR 22

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highest possible security protection of those systems, complete with security
certificates and appropriate anti-tampering protection to ensure that neither pollution
control systems nor the vehicle odometer can be tampered with.
(16)

Sensors installed on vehicles are already used today to detect anomalies on emissions
and trigger related repairs through the on-board diagnostic (OBD) system. The OBD
system currently in use, however, does not detect accurately or timely the
malfunctions and neither does it sufficiently and timely force repairs. As a result, it ispossible that vehicles emit much more than they are allowed to do. The sensors used
up to now for OBD can also be used to monitor and control the emission behaviour ofthe vehicles on a continuous basis via an on-board monitoring (OBM) system. The
OBM will also warn the user to perform repairs of the engine or the pollution control
systems when these are needed. It is therefore appropriate to require that such a system
is installed and to regulate its technical requirements.

(17)

Manufacturers may opt to produce vehicles which comply with lower emission limits
or with better battery durability than what is required in this Regulation, or which
include advanced options including geofencing and adaptive controls. Consumers andnational authorities should be able to identify such vehicles through appropriate
documentation. An environmental vehicle passport (EVP) should therefore be madeavailable.

(18)

In case the Commission makes a proposal for registering after 2035 new light-duty
vehicles running exclusively on CO2 neutral fuels outside the scope of the CO2 fleet
standards, and in conformity with Union law and the Union’s climate neutrality
objective, this Regulation will need to be amended to include the possibility to typeapprove such vehicles.

(19)

Emissions from vehicles sold by small volume manufacturers constitute an
insignificant part of emissions in the Union. Some flexibility may therefore be allowed
in some of the requirements for such manufacturers. Small volume manufacturers
should therefore be able to substitute certain tests during type-approval withdeclarations of compliance, while ultra-small volume manufacturers should be allowed
to use laboratory tests based on random real-driving cycles.

(20)

Regulations (EU) 2019/63148 and (EU) 2019/124249 of the European Parliament andof the Council regulate the average fleet CO2 emission performance for new motor
vehicles in the Union. The procedures and methodologies for the accurate
determination of CO2 emissions, fuel and energy consumption, electric range andpower for individual vehicles should be introduced in emission type-approval.

(21)

In order to ensure uniform conditions for the implementation of this Regulation,
implementing powers should be conferred on the Commission in relation to
obligations of manufacturers as part of type-approval and procedures, test andmethodologies to be applied for declaration of conformity, conformity of production
check, in-service conformity-check and environmental vehicle passport (EVP); options

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Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2
emission performance standards for new passenger cars and for new light commercial vehicles, andrepealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 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)

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and designations of vehicles; requirements, tests, methods and corrective measuresrelated to durability of vehicles, systems, components and separate technical units, aswell as registration and communication capabilities of OBM systems, including for the
purpose of periodic technical inspections and roadworthiness checks; requirements
and information to be provided by manufacturers of multistage vehicles as well asprocedures to determine the CO2 value for these multistage vehicles; technicalelements, administrative and documentation requirements for emission type-approval,
checks and inspections and market surveillance checks, as well as reporting
obligations, in-service conformity and conformity of production checks; methods andtests to (i) measure exhaust emissions in the lab and on the road, including random andworst-case RDE test cycles, the use of portable emissions measurement systems forverifying real driving emissions, and idle emissions, (ii) determine the CO2 emissions,fuel and energy consumption, the electric range and engine power of a motor vehicle,(iii) provide specifications for gear shift indicator (GSI) (iv) determine the impact of
O3, O4 trailers on the CO2 , fuel and energy consumption, electric range and engine
power of a motor vehicle, (iv) measure crankcase emissions, evaporative emissions,brake emissions, (v) evaluate compliance with minimum performance requirements ofbattery durability, (vi) assess the in-service conformity of engines and vehicles;
compliance thresholds and performance requirements, as well as (vii) test and methods
to ensure performance of sensors (OBD and OBM); (viii) methods to ensure andassess security measures; specification and characteristics of driver warning systems
and inducement methods and to assess their correct operation; (ix) methods to assess
the correct operation, effectiveness, regeneration and durability of original andreplacement pollution control systems; (x) methods to ensure and assess security
measures including vulnerability analysis and tampering protection; (xi) methods toassess the correct functioning of types approved under specific EURO7 designations;(xii) criteria for emission type-approvals for small and ultra-small volume
manufacturers; (xiii) checks and test procedures for multistage vehicles; (xiv)
performance requirements for test equipment; (xv) specification of reference fuels; and(xvi) methods for assessing the absence of defeat devices and defeat strategies; (xvii)
to measure tyre abrasion, as well as (xviii) EVP format, data and method ofcommunication of the EVP data. Those powers should be exercised in accordancewith Regulation (EU) No 182/2011 of the European Parliament and of the Council50.

EN

(22)

In order to amend or supplement, as appropriate, non-essential elements of thisRegulation, the power to adopt acts in accordance with Article 290 of the Treaty on
the Functioning of the European Union should be delegated to the Commission in
respect of test conditions based on data collected when testing Euro 7 vehicles, brakes
or tyres; test requirements, in particular taking into account technical progress and datacollected when testing Euro 7 vehicles; introducing vehicle options and designations
based on innovative technologies for manufacturers but also setting out brake particle
emission limits and abrasion limits for tyre types as well as minimum performancerequirements of batteries and durability multipliers based on data collected when
testing Euro 7 vehicles and setting out definitions and special rules for small volume
manufacturers for vehicles of categories M2, M3, N2, N3, It is of particular importancethat the Commission carry out appropriate consultations during its preparatory work,
including at expert level, and that those consultations be conducted in accordance with

50

Regulation (EU) No 182/2011 of the European Parliament and of the Council of 16 February 2011
laying down the rules and general principles concerning mechanisms for control by Member States of
the Commission’s exercise of implementing powers (OJ L 55, 28.2.2011, p. 13).

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ENthe principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better
Law-Making51. In particular, in order to ensure equal participation in the preparationof delegated acts, the European Parliament and the Council receive all documents atthe same time as Member States' experts, and their experts systematically have accessto meetings of Commission expert groups dealing with the preparation of delegated
acts.
(23)

In the interest of clarity, rationality and simplification, since the rules on emission
type-approval of motor vehicles and engines, and of systems, components and separate
technical units intended for such vehicles are updated and all contained in thisRegulation, the existing Regulations (EC) No 595/2009 and (EC) No 715/2007 should
be repealed and replaced by this Regulation.

(24)

Whenever the measures provided for in this Regulation entail the processing of
personal data, they should be carried out in accordance with Regulations (EU)2016/679 of the European Parliament and of the Council52 and Regulation (EC) No
45/2001 of the European Parliament and of the Council53, as well as the national
implementing measures thereto.

(25)

It is important to grant Member States, national type-approval authorities andeconomic operators enough time to prepare for the application of the new rules
introduced by this Regulation. The date of application should therefore be deferred.
While for light duty vehicles the date of application should be as soon as technicallypossible, for heavy duty vehicles and trailers the date of application may be further
delayed by two years, since the transition to zero-emission vehicles will be longer forheavy duty vehicles.

(26)

Since the objectives of this Regulation, namely to lay down harmonised rules on theadministrative and technical requirements for the type-approval of vehicles ofcategories M and N, and of systems, components and separate technical units, and on
market surveillance of such vehicles, systems, components and separate technicalunits, with respect to emissions cannot be sufficiently achieved by the Member States,
but can rather, by reason of their scale and effects, be better achieved at Union level,
the Union may adopt measures in accordance with the principle of subsidiarity as set
out in Article 5 of the Treaty on European Union. In accordance with the principle ofproportionality, as set out in that Article, this Regulation does not go beyond what isnecessary in order to achieve those objectives,

51

OJ L 123, 12.5.2016, p. 1.

52

Regulation (EU) 2016/679 of the European Parliament and of the Council of 27 April 2016 on theprotection of natural persons with regard to the processing of personal data and on the free movement ofsuch data, and repealing Directive 95/46/EC (General Data Protection Regulation) (OJ L 119, 4.5.2016,p. 1).
Regulation (EC) No 45/2001 of the European Parliament and of the Council of 18 December 2000 on
the protection of individuals with regard to the processing of personal data by the Union institutions andbodies and on the free movement of such data (OJ L 8, 12.1.2001, p. 1).

53

EN

21

EN

HAVE ADOPTED THIS REGULATION:

Chapter I – Subject matter, scope and definitions
Article 1
Subject matter
1.

This Regulation establishes common technical requirements and administrative
provisions for the emission type-approval and market surveillance of motor vehicles,
systems, components and separate technical units, with regard to their CO2 andpollutant emissions, fuel and energy consumption and battery durability.

2.

This Regulation lays down rules for the initial emission type approval, conformity of
production, in-service conformity, market surveillance, the durability of pollution
control systems and traction batteries, on-board monitoring systems, security
provisions to limit tampering and cybersecurity measures, and the accurate
determination of CO2 emissions, electric range, fuel and energy consumption andenergy efficiency.
Article 2
Scope

This Regulation applies to motor vehicles of categories M1, M2, M3, N1, N2 and N3, as well as
trailers of O3 and O4 categories as specified in Article 4 of Regulation (EU) No 2018/858,
including those designed and constructed in one or more stages, and to systems, components
and separate technical units intended for such vehicles.
Article 3
Definitions
For the purposes of this Regulation, definitions in Regulation (EU) 2018/858 apply.
For the purposes of this Regulation, the following definitions apply:

EN

(1)

‘emission type-approval’ means an EU type-approval complying with theadministrative provisions and technical requirements of this Regulation in regards totheir CO2 and pollutant emissions, fuel and energy consumption and battery
durability;(2)‘initial emission type approval’ or ‘IETA’ means the first phase of an emission typeapproval procedure before the emission type approval certificate is granted by theauthorities and vehicles are put into production;(3)‘conformity of production’ or ‘CoP’ means the activities carried out on new vehicles,
separate technical units or components selected at the manufacturer’s premises toensure that the products put into the market comply with the requirements set out inthis Regulation;(4)‘in-service conformity’ or ‘ISC’ means the activities carried out on vehicles incirculation with the purpose of verifying the durability requirements set out in thisRegulation;(5)‘engine’ means the propulsion source of a vehicle;(6)‘emissions’ means the exhaust and non-exhaust emissions of a motor vehicle;

22

EN

EN

(7)

‘exhaust emissions’ means the emission from the tailpipe of the motor vehicle orengine of all of the following: CO2, gaseous, solid, liquid compounds and crankcase
emissions;(8)‘gaseous pollutants’ means the emissions of gaseous chemical species, excluding
CO2;

(9)

‘CO2 emissions’ or ‘CO2’ means the emission of carbon dioxide from the tailpipe ofthe motor vehicle or engine;(10)‘nitrogen oxides’ or ‘NOx’ means the sum of the oxides of nitrogen emitted from thetailpipe;(11)‘particulate matter’ or ‘PM’ means any material emitted from the tailpipe or thebrakes and collected on a filter media;(12)‘particulate matter less than 10 µm’ or ‘PM10’ means the particulate matter with adiameter less than 10 µm;(13)‘particle number’ or ‘PN’ means the total number of solid particles emitted from thetailpipe or the brakes;(14)‘particle number above 10 nm’ or ‘PN10’ means the total number of solid particles
emitted from the tailpipe or the brakes that have a diameter larger or equal than 10
nm;

(15)

‘carbon monoxide’ or ‘CO’ means the carbon monoxide emitted from the tailpipe;(16)‘methane’ or ‘CH4’ means the methane emitted from the tailpipe;(17)‘total hydrocarbons’ or ‘THC’ means the total hydrocarbons emitted from thetailpipe;(18)‘non-methane hydrocarbons’ or ‘NHMC’ means the total hydrocarbons emitted fromthe tailpipe excluding methane;(19)‘non-methane organic gases’ or ‘NMOG’ means the sum of non-oxygenated andoxygenated hydrocarbons emitted from the tailpipe;(20)’ammonia’ or ‘NH3’ means the ammonia emitted from the tailpipe;(21)’formaldehyde’ or ‘HCHO’ means the formaldehyde emitted from the tailpipe;(22)‘WHTC’ means the worldwide harmonised transient driving cycle in accordancewith paragraph 7.2.1. of Annex 4 to UN Regulation No. 49;(23)‘WHSC’ means the worldwide harmonised steady state driving cycle in accordancewith paragraph 7.2.2. of Annex 4 to UN Regulation No. 49;(24)‘vehicle energy consumption calculation tool’ or ‘VECTO’ means a simulation tool
used for determining CO2 emissions, fuel consumption, electric energy consumption
and the electric range from heavy duty vehicles; ‘energy consumption’ means theconsumption of electric energy from each and all propulsion sources within avehicle;(25)‘fuel consumption’ means the consumption of fuel from each and all propulsion
sources within a vehicle;(26)‘evaporative emissions’ means the hydrocarbon vapours emitted from the fuelsystem of a vehicle excluding those from exhaust emissions;

23

EN

EN

(27)

‘crankcase emissions’ means the gaseous pollutants emitted from the spaces in, or
external to, an engine which are connected to the oil sump by internal or external
ducts;(28)‘brake particle emissions’ means the particles emitted from the brake system of avehicle;(29)‘tyre abrasion’ means the mass of material lost from the tyre due to the abrasion
process and emitted to the environment;(30)‘non-exhaust emissions’ means evaporative, tyre abrasion, and brake emissions;(31)‘pollutant emissions’ means exhaust and non-exhaust emissions other than CO2emissions;(32)‘pollution control device’ means those devices of a vehicle that control or limit
pollutant emissions;(33)‘pollution control systems’ means the pollution control devices installed in a vehicle,
including all control units and software that govern their use;

(34)

‘original pollution control systems’ means a pollution control system or an assemblyof such systems covered by the type-approval granted for the vehicle concerned;(35)‘replacement pollution control systems’ means a pollution control system or an
assembly of such systems intended to replace an original pollution control system
and which can be approved as a separate technical unit;(36)‘adaptive control function’ means a system that adjusts engine, pollution control
systems or other vehicle parameters with the purpose to improve fuel or energy
consumption and the effectiveness of the pollution control system based on the
expected usage of the vehicle;(37)‘on-board diagnostic system’ or ‘OBD’ means a system that can generate vehicle onboard diagnostic (OBD) information, as defined in Article 3, point 49, of Regulation(EU) 2018/858 and is capable of communicating that information via the OBD port
and over the air;(38)

‘on-board monitoring system’ or ‘OBM’ means a system on board a vehicle that is
capable of detecting either emission exceedances or when a vehicle is in zero
emission mode if applicable, and capable of indicating the occurrence of suchexceedances by means of information stored in the vehicle, and of communicatingthat information via the OBD port and over the air;(39)

‘on-board fuel and energy consumption monitoring device’ or ‘OBFCM device’means any software or hardware that senses and uses vehicle, engine, fuel or electricenergy and payload/mass parameters to determine, store in the vehicle the fuel andenergy consumption data and other parameters relevant for determining the fuel orenergy consumption and energy efficiency of the vehicle;(40)‘defeat device’ means any software or hardware that senses temperature, vehicle
speed, engine speed , transmission gear, manifold vacuum or any other parameter toactivate, modulate, delay or deactivate the operation of any part of the pollution
control system, with the purpose of reducing the effectiveness of the pollution
control system when the vehicle is driven;(41)‘defeat strategy’ means a strategy that reduces the effectiveness of the pollution
controls under ambient or engine operating conditions encountered either during

24ENvehicle operation or outside the type-approval test procedures or falsifies data related
to sensors, fuel or energy consumption, electric range or battery durability;

EN

(42)

‘real driving emissions’ or ‘RDE’ means the emissions of a vehicle under normal
driving conditions and extended conditions as specified in Tables 1 and 2 of Annex
III;

(43)

‘odometer’ means an instrument indicating the total distance driven by the vehicle
since its production;(44)‘tampering’ means the inactivation, or modification by the economic operators or
independent operators, of the engine, vehicle pollution control device and system,
propulsion system, traction battery, odometer, OBFCM or OBD/OBM, including any
software or other logical control elements of those systems and their data;(45)‘own production facility’ means a manufacturing or assembly plant used by the
manufacturer for the purpose of manufacturing or assembling new vehicles for that
manufacturer, including, where relevant, vehicles which are intended for export;(46)‘own design centre’ means a facility in which the whole vehicle is designed anddeveloped, and which is under the control and use of the manufacturer;(47)‘small volume manufacturer’ means a manufacturer of fewer than 10 000 new motor
vehicles of category M1 or 22 000 new motor vehicles of category N1 registered in
the Union per calendar year and which:(a)is not part of a group of connected manufacturers; or(b)

is part of a group of connected manufacturers that is responsible in total for
fewer than 10 000 new motor vehicles of category M1 or 22 000 new motor
vehicles of category N1 registered in the Union per calendar year; or(c)

is part of a group of connected manufacturers but operates its own production
facilities and own design centre;(48)‘ultra-small-volume manufacturer’ means a small volume manufacturer that
produces fewer than 1 000 new motor vehicles of category M1 or fewer than 1 000
new motor vehicles of category N1 registered in the Union in the previous calendar
year;

(49)

‘pure internal combustion engine vehicle’ or ‘ICEV’ means a vehicle where all of
the propulsion energy converters are internal combustion engines, includinghydrogen powered ones;(50)‘pure electric vehicle’ or ‘PEV’ means a vehicle equipped with a powertrain
containing exclusively electric machines as propulsion energy converters andexclusively rechargeable electric energy storage systems as propulsion energy
storage systems;(51)‘fuel cell’ means an energy converter transforming chemical energy (input) into
electrical energy (output) or vice versa;(52)‘fuel cell vehicle’ or (‘FCV) means a vehicle equipped with a powertrain containing
exclusively fuel cell(s) and electric machine(s) as propulsion energy converter(s);(53)‘fuel cell hybrid vehicle’ or (‘FCHV’) means a fuel cell vehicle equipped with apowertrain containing at least one fuel storage system and at least one rechargeable
electric energy storage system as propulsion energy storage systems;

25

EN

EN

(54)

‘hybrid vehicle’ or ‘HV’ means a vehicle equipped with a powertrain containing atleast two different categories of propulsion energy converters and at least two
different categories of propulsion energy storage systems;(55)‘hybrid electric vehicle’ or ‘HEV’ means a hybrid vehicle where one of the
propulsion energy converters is an electric machine;(56)‘off-vehicle charging hybrid electric vehicle’ or ‘OVC-HEVs’ means a hybrid
electric vehicle that can be charged from an external source;(57)‘not off-vehicle charging hybrid electric vehicle’ or ‘NOVC-HEV’ means a vehicle
with at least two different energy converters and two different energy storage
systems that are used for the purpose of vehicle propulsion and that cannot becharged from an external source;(58)‘geofencing technologies’ means technologies that do not allow a hybrid vehicle to
run with the use of the internal combustion engine (i.e. to enable zero-emissionmode) when driven inside a specific geographic area;(59)‘zero-emission mode’ means a selectable mode, whereby a hybrid vehicle is driven
without the use of the internal combustion engine;(60)‘net power’ means the power obtained on a test bench at the end of the crankshaft or
its equivalent at the corresponding engine or motor speed with the auxiliaries, andwhich is determined under the reference atmospheric conditions;(61)‘wheel power’ means the power measured at the wheels of a vehicle and used for its
propulsion;(62)‘power-to-mass-ratio’ means the ratio of rated power to the mass in running order;(63)‘rated power’ or ‘Prated’ means the maximum net power of the engine or motor in
kW;

(64)

‘mass in running order’ means the mass of the vehicle, with its fuel tank(s) filled toat least 90 per cent of their capacities, including the mass of the driver, fuel andliquids, fitted with the standard equipment in accordance with the manufacturer’s
specifications and, when they are fitted, the mass of the bodywork, the cabin, thecoupling and the spare wheels as well as the tools;(65)‘traction battery’ means a battery system that stores energy with the main purpose ofpropelling the vehicle;(66)‘electric range’ means the distance travelled in charge-depleting operation condition
until the traction battery is depleted;(67)‘zero-emission range’ means the maximum distance a zero-emission vehicle cantravel until the traction battery or fuel tank is depleted, which for PEVs corresponds
to the electric range;(68)‘durability’ means the ability of a system or device, component or any part of thevehicle to maintain its required performance over a given time;(69)‘battery durability’ means the durability of a traction battery measured in terms of its
State of Health;(70)‘state of health’ or ‘SOH’ means the measured or estimated state of a specificperformance metric of a vehicle or traction battery at a specific point in its lifetime,
expressed as a percentage of the performance that was determined when certified or
new;

26

EN

(71)

‘environmental vehicle passport’ or ‘EVP’ means a record on paper and digital form
containing information on the environmental performance of a vehicle at the momentof registration, including the level of pollutant emission limits, CO2 emissions, fuelconsumption, energy consumption, electric range and engine power, and battery
durability and other related values;(72)‘excess emissions driver warning system’ means a system designed, constructed andinstalled in a vehicle to provide information to the user about excess emissions andenforce repairs;(73)‘low-reagent driver warning system’ means a system designed, constructed andinstalled in a vehicle to warn the user of the low level of the consumable reagent, andenforce the use of the reagent;(74)‘idle emissions’ means exhaust emissions produced when the internal combustion
engine operates but is not under load for the purposes of propelling the vehicle;(75)‘declaration of conformity’ means a declaration by the manufacturer that a specific
type or group of vehicles, component or separate technical unit is in conformity withthe requirements of this regulation(76)‘energy efficiency of a trailer’ means the performance of a trailer with regard to its
influence on the CO2 emissions, fuel and energy consumption, zero-emission range,electric range and engine power of a towing motor vehicle;(77)"snow tyre" means a tyre whose tread pattern, tread compound or structure is
primarily designed to achieve in snow conditions a performance better than that of anormal tyre with regard to its ability to initiate or maintain vehicle motion;(78)"special use tyre" means a tyre intended for mixed use both on- and off-road or forother special duty. These tyres are primarily designed to initiate and maintain thevehicle in motion in off-road conditions.

Chapter II – Manufacturers’ obligations
Article 4
Obligations of the manufacturers concerning construction of vehicles

EN

1.

Manufacturers shall ensure that the new vehicles they manufacture, which are sold,registered or put into service in the Union, are type approved in accordance with thisRegulation. Manufacturers shall ensure that the new components or separate
technical units, including engines, traction batteries, brake systems and replacement
pollution control systems requiring type-approval which they manufacture and which
are sold or put into service in the Union are type approved in accordance with thisRegulation

2.

Manufacturers shall design, construct and assemble vehicles to comply with thisRegulation, including complying with the emission limits set out in Annex I andrespecting the values declared in the certificate of conformity and in the typeapproval documentation for the lifetime of the vehicle as set out in table 1 of Annex
IV. These vehicles shall be designated as “Euro 7” vehicles.

3.

When verifying compliance with the exhaust emission limits, where the testing is
performed in extended driving conditions, the emissions shall be divided by theextended driving divider set out in Annex III.

27

EN

The emissions during regeneration of pollution control systems will be included as aweighted average based on the frequency and duration of the regeneration events.
4.

Manufacturers shall design and construct components or separate technical units,
including engines, traction batteries, brake systems and replacement pollution control
systems to comply with this Regulation, including complying with the emission
limits set out in Annex I.

5.

Manufacturers shall not design, construct and assemble vehicles with defeat devices
or defeat strategies.

6.

Manufacturers shall design, construct and assemble vehicles of categories M1, M2,
M3, N1, N2 and N3 with:

7.

EN

(a)

OBD systems capable of detecting malfunctioning systems which lead toemission exceedances in order to facilitate repairs;(b)

OBM systems capable of detecting emissions above the emission limits due tomalfunctions, increased degradation or other situations that increase emissions;(c)

OBFCM device to monitor their real-world fuel and energy consumption andother relevant parameters such as payload/mass which are needed to determine
their real-world fuel and energy efficiency;(d)

SOH monitors of the traction battery and emission systems;(e)excess emissions driver warning systems;(f)low-reagent driver warning systems;(g)devices communicating vehicle generated data used for compliance with thisregulation and OBFCM data, for the purpose of periodic roadworthiness tests
and technical roadside inspection over the air, and for the purposes ofcommunicating with recharging infrastructure and stationary power systems
capable of supporting smart and bidirectional charging functionalities.

Manufacturers shall design, construct and assemble vehicles of categories M1, M2,
M3, N1, N2 and N3 in such a way to minimise vulnerabilities, arising in all phases of
their life-cycle, that may lead to tampering with the following:(a)fuel and reagent injection system,(b)engine and engine control units(c)traction batteries,(d)odometer and(e)pollution control systems.

8.

The manufacturer shall prevent the possibility of exploiting vulnerabilities referred toin paragraph 7. When such a vulnerability is found, the manufacturer shall remove
the vulnerability, by software update or any other appropriate means.

9.

The manufacturers shall ensure the secure transmission of data related to emissions
and battery durability by taking cybersecurity measures in accordance with UN
Regulation 15554.

54

UN Regulation No 155 – Uniform provisions concerning the approval of vehicles with regards tocybersecurity and cybersecurity management system (OJ L 82, 9.3.2021, p. 30).

28

EN

10.

The Commission shall adopt, by means of implementing acts, detailed rules on theprocedures, tests and methodologies to verify compliance with the requirements laid
down in paragraphs 1 to 9. Those implementing acts shall be adopted in accordancewith the examination procedure referred to in Article 17(2).

Article 5
Options of the manufacturers concerning the construction and designation of vehicles
1.

EN

Manufacturers may designate the vehicles they manufacture as “Euro 7+ vehicle”
where those vehicles comply with the following:(a)for ICEV and NOVC-HEV by declaring compliance with at least 20 % lower
emission limits than those set out in Annex I for gaseous pollutants and oneorder of magnitude lower emission limits for particle number emissions;(b)for OVC-HEV by declaring compliance with at least 20 % lower emission
limits than those set out in Annex I for gaseous pollutants, one order ofmagnitude lower emission limits for particle number emissions and battery
durability that is at least 10 percentage points higher than the requirements set
out in Annex II;(c)for PEV by declaring battery durability that is at least 10 percentage points
higher than the requirements set out in Annex II.

2.

Compliance of these vehicles with the requirements under paragraph 1 shall bechecked against the declared values.

3.

Manufacturers may designate vehicles as “Euro 7A vehicle” where those vehicles areequipped with adaptive control functions. The use of adaptive control functions shallbe demonstrated to the type-approval authorities during type-approval and verified
during the lifetime of the vehicle as set out in table 1, Annex IV.

4.

Manufacturers may designate vehicles as “Euro 7G vehicle” where those vehicles areequipped with internal combustion engines with geofencing technologies. The
manufacturer shall install a driver warning system on those vehicles to inform theuser when the traction batteries are nearly empty and to stop the vehicle if not
charged within 5 km from the first warning while on zero-emission mode. The
application of such geofencing technologies may be verified during the lifetime ofthe vehicle.

5.

Manufacturers may construct vehicles combining two or more of the characteristics
referred to in paragraphs 1, 2 or 3 and designate them using a combination ofsymbols and letters such as “Euro 7+A”, “Euro 7+G”, “Euro 7+AG” or “Euro 7AG”
vehicles.

6.

At the manufacturer’s request, for N2 vehicles between 3.5 and 4.0 tonnes maximum
mass originating from an N1 vehicle type, the type-approval authority may grant anemission type-approval for N1 vehicle type. Such vehicles shall be designated as“Euro 7ext vehicle”.

7.

The Commission shall adopt, by means of implementing acts, detailed rules on theprocedures, tests and methodologies to verify compliance with the requirements laid
down in paragraphs 1 to 6. Those implementing acts shall be adopted in accordancewith the examination procedure referred to in Article 17(2).

29ENArticle 6
Durability requirements for vehicles, systems, components and separate technical units
1.

Manufacturers shall ensure that the vehicles they manufacture, which are sold,registered or put into service in the Union, comply with the emission limits set out inAnnex I when driven under the normal and extended driving conditions as set out inAnnex III, for the lifetime of the vehicle as set out in table 1 of Annex IV, andcomply with the minimum performance requirements on battery durability as set out
in Annex II.

2.

Manufacturers shall ensure that these vehicles comply with the values regarding CO2
emissions, fuel and energy consumption and energy efficiency declared under theprovisions of this Regulation for the lifetime of the vehicle as set out in Annex IV,
Table 1.

3.

Manufacturers shall ensure that OBFCM, OBD and OBM devices and anti-tampering
measures installed in these vehicles comply with the provisions of this Regulation aslong as the vehicle is in use.

4.

The requirements referred to in points 1 to 3 shall apply to vehicles for all types offuels or energy sources by which they are powered. The same requirements shall also
apply to all separate technical units and components intended for such vehicles.

5.

In order to verify compliance with the requirements referred to in the first paragraphduring the additional lifetime of a vehicle, the gaseous pollutant emission limits set
out in Annex I shall be adjusted by using the durability multipliers, set out in table 2of Annex IV.

6.

The OBM systems installed by the manufacturer in these vehicles shall be capable of
all of the following:
registering the magnitude and duration of all emission exceedances;(b)communicating the data of the emission behaviour of the vehicle, including
pollutant sensor and exhaust flow data, via the OBD port and over the air,including for the purpose of roadworthiness tests and technical roadsideinspections55, 56;(c)triggering repair of the vehicle when the driver warning system notifies
significantly excess emissions.

7.

The OBFCM devices installed by the manufacturer in these vehicles shall be capableof communicating the vehicle data they record via the OBD port and over the air.

8.

For vehicles, systems, components and separate technical units presenting a serious
risk or non-compliance with the requirements laid down in this regulation,
manufacturers shall immediately take the necessary corrective measures, including
repairs or modifications of those vehicles, systems, components and separate
technical units as appropriate, to ensure compliance with this regulation.
Manufacturers or any other economic operator shall withdraw it from the market or55

Directive 2014/47/ EU of the European Parliament and of the Council of 3 April 2014 on the technicalroadside inspection of the roadworthiness of commercial vehicles circulating in the Union and repealing
Directive 2000/30/EC (OJ L 127, 29.4.2014, p. 134).
Directive 2014/45/EU of the European Parliament and of the Council of 3 April 2014 on periodic
roadworthiness tests for motor vehicles and their trailers and repealing Directive 2009/40/EC (OJ L
127, 29.4.2014, p. 129)

56

EN

(a)

30

EN

recall it, as appropriate. The manufacturer shall immediately inform the typeapproval authority that granted the type-approval of the non-conformity withappropriate details.
9.

The Commission shall adopt, by means of implementing acts, detailed rules onrequirements, tests, methods and corrective measures related to the obligations
referred to in paragraphs 1 to 8. Those implementing acts shall be adopted inaccordance with the examination procedure referred to in Article 17(2).
Article 7
Obligations of the manufacturers concerning emission type-approval

1.

In order to demonstrate compliance with the emission type-approval rules during
emission type-approval, the manufacturer shall perform the tests specified in tables 1,
3, 5 7 and 9 of Annex V. For the purpose of verifying the conformity of production
with the requirements of this Regulation vehicles, components and separate technicalunits shall be selected at the premises of the manufacturer by the type approvalauthority or the manufacturer. In-service conformity shall be checked for the periodsprescribed in table 1 of Annex IV.

2.

The manufacturer shall provide the type-approval authority with a signed declarationof conformity as regards the RDE, CO2 ambient temperature correction, OBD, OBM,
emission and battery durability, continuous or periodic regeneration, anti-tamperingand crankcase requirements as specified in Annex V. The manufacturer shallprovide to the type-approval authority a signed declaration of conformity on the useof adaptive controls and geofencing options when the manufacturer selects these
options.

3.

The national authorities may test the vehicle type to verify its conformity duringconformity of production, in-service conformity or market surveillance as specified
in Annex V.

4.

Manufacturers shall issue the environmental vehicle passport (EVP) for each vehicle
and deliver that passport to the purchaser of the vehicle together with the vehicle,
extracting the relevant data from sources such as the certificate of conformity and thetype-approval documentation. The manufacturer shall ensure that EVP data are
available for display in the vehicle electronic systems and can be transmitted fromon- to off- board.

5.

The Commission shall adopt implementing acts laying down the testing andcompliance verifications as well as procedures, related to emission type-approval,
conformity of production, in-service conformity, declaration of conformity and EVP
under paragraphs 1to 4. Those implementing acts shall be adopted in accordancewith the examination procedure referred to in Article 17(2).
Article 8Special rules for small volume manufacturers

1.

EN

As regards pollutant emissions, small volume manufacturers may substitute tests set
out in tables 1, 3, 5, 7 and 9 of Annex V with declarations of conformity. The
compliance of vehicles constructed and put into the market by small volume
manufacturers may be tested for in service conformity and market surveillance inaccordance with tables 2, 4, 6, 8 and 10 of Annex V. Conformity of production tests

31

ENset out in Annex V shall not be required. Article 4(4) point (b) shall not apply tosmall volume manufacturers.
2.

Ultra-small volume manufacturers shall comply with the emission limits set out inAnnex I in laboratory tests based on random real-driving cycles for in-service
conformity and market surveillance purposes.
Article 9Special rules for multistage vehicles

1.

In multistage type-approvals, manufacturers of the second or subsequent stages shallbe responsible for the emission type-approval where they modify any part of thevehicle that, according to the data provided by the manufacturers of the previous
stage, might affect emissions or battery durability.

2.

The Commission shall adopt implementing acts laying down the administrativerequirements and data to be provided by manufacturers of the previous stage inaccordance with paragraph 1 and procedures for the determination of CO2 emissionsof such vehicles. Those implementing acts shall be adopted in accordance with theexamination procedure referred to in Article 17(2).

Chapter III – Obligations of Member States for emission typeapproval and market surveillance
Article 10
Emission type-approval, conformity of production, in-service conformity and market
surveillanceEN

1.

National approval authorities shall put in place measures to grant emission typeapprovals to vehicle types, components and separate technical units and to perform
tests, checks and inspections for verifying whether the manufacturers comply withthe requirements for conformity of production and in-service conformity inaccordance with Annex V.

2.

National market surveillance authorities shall perform market surveillance checks inaccordance with Article 8 of Regulation (EU) 2018/858 and tables 2, 4, 6, 8 and 10of Annex V.

3.

With effect from … [OP please insert the date = the date of entry into force of thisRegulation], where a manufacturer so requests, the national approval authorities shallnot refuse to grant EU emission type-approval or national emission type-approval fora new type of vehicle or engine, or prohibit the registration, sale or entry into serviceof a new vehicle complying with this regulation.

4.

With effect from 1 July 2025, national authorities shall, in the case of new M1, N1
vehicles which do not comply with this Regulation consider certificates ofconformity to be no longer valid for the purposes of registration and shall, on
grounds relating to CO2 and pollutant emissions, fuel and energy consumption or
battery durability, prohibit the registration, sale or entry into service of such vehicles.

5.

With effect from 1 July 2027, national authorities shall, in the case of new M2, M3,
N2, N3 vehicles and new O3, O4 trailers, which do not comply with this Regulationconsider certificates of conformity to be no longer valid for the purposes ofregistration and shall, on grounds relating to CO2 and pollutant emissions, fuel and32

ENenergy consumption, energy efficiency or battery durability, prohibit the registration,
sale or entry into service of such vehicles.
6.

With effect from 1 July 2030, national authorities shall, in the case of new M1, N1
vehicles constructed by small volume manufacturers which do not comply with thisRegulation consider certificates of conformity to be no longer valid for the purposesof registration and shall, on grounds relating to CO2 and pollutant emissions, fuel andenergy consumption, energy efficiency or battery durability, prohibit the registration,
sale or entry into service of such vehicles.

7.

With effect from 1 July 2031, national authorities shall, in the case of new M2, M3,
N2, N3 vehicles constructed by small volume manufacturers, which do not comply
with this Regulation consider certificates of conformity to be no longer valid for the
purposes of registration and shall, on grounds relating to CO2 and pollutant
emissions, fuel and energy consumption, energy efficiency or battery durability,
prohibit the registration, sale or entry into service of such vehicles.

8.

The Commission shall adopt implementing acts laying down the administrative andtechnical elements required for performing tests, checks and inspections for the
purposes of verifying compliance with paragraph 1, as well as the technical elements
required for market surveillance checks under paragraph 2. Those implementing acts
shall be adopted in accordance with the examination procedure referred to in Article
17(2).

Article 11
Specific obligations of Member States concerning the emission type-approval of systems,
components and separate technical units
1.

With effect from 1 July 2025, the sale or installation of a system, component or
separate technical unit intended to be fitted on an M1, N1 vehicle approved under thisRegulation, shall be prohibited if the system, component and separate technical unit
is not of type approved in compliance with this Regulation.

2.

With effect from 1 July 2027, the sale or installation of a system, component or
separate technical unit intended to be fitted on an M2, M3, N2, N3 vehicle approved
under this Regulation, shall be prohibited if the system, component and separate
technical unit is not type approved in compliance with this Regulation.

3.

National approval authorities may continue to grant extensions, to EU emission typeapprovals of replacement pollution control systems granted before this regulation
applies under the terms which applied at the time of the initial emission typeapproval. National authorities shall prohibit the sale or installation on a vehicle ofsuch replacement pollution control systems unless they are type approved.
Article 12

Correct operation of systems using a consumable reagent and pollution control systems

EN

1.

Economic operators and independent operators shall not tamper with the vehicle andits systems.

2.

National authorities shall, during in-service conformity or market surveillance
checks, verify whether manufacturers of vehicles have correctly installed excess

33

ENemissions driver warning systems, low-reagent driver warning systems and whether
vehicles can be tampered.

Chapter IV
Role of the Commission and third parties for in-service
conformity and market surveillance
Article 13
Application of test requirements for Commission and third parties
1.

The Commission or third parties, in accordance with Article 9 and 13(10) of
Regulation (EU) 2018/858, may perform in-service conformity and market
surveillance checks set out in Tables 2, 4, 6, 8, and 10 of Annex V, to verify
compliance of vehicles, components and separate technical units with thisRegulation.

2.

Manufacturers shall make available the data required to perform such checks to theCommission and third parties in accordance with Articles 9(5) and 13(10) of
Regulation (EU) 2018/858.

Chapter V
Tests and declarations
Article 14
Procedures and tests

EN

1.

Procedures for the emission type-approval shall include tests and checks as well as
the application of all administrative procedures and documentation requirements as
specified in Annex V. For the requirements specified in Annex V, where applicablethe manufacturer shall provide a declaration of conformity to the type-approvalauthority.

2.

Tests to prove compliance with the requirements of Article 4 shall be applied bymanufacturers and national authorities as specified in Annex V. Tests to prove
compliance with the requirements of Article 4 may be applied by the Commission
and third parties also as specified in Annex V.

3.

The Commission shall adopt implementing acts for all the phases of emission typeapproval, including conformity of production, in-service conformity and market
surveillance, addressing procedures and tests for emission type-approval, testing
methodologies, administrative provisions, amending and extending emission typeapprovals, data access, documentation requirements and templates for all of thefollowing:(a)

M1, N1 vehicle types;(b)

M2, M3, N2, N3 vehicle types;(c)engines used in M2, M3, N2, N3 vehicle types;(d)

OBM/OBD systems;

34

EN

4.

(e)

anti-tampering, security and cybersecurity systems;(f)replacement pollution control systems types and their parts;(g)brake system types and their replacement parts;(h)tyre types in respect to tyre abrasion;(i)other component types and their replacement parts;(j)CO2, fuel and energy consumption, electric range and engine power
determination for M1, N1 vehicles, provisions for OBFCM;(k)

CO2, fuel and energy consumption, zero-emission range, electric range andengine power determination for M2, M3, N2, N3 vehicles, energy efficiency of
O3, O4 trailers, provisions for OBFCM.

The Commission shall be empowered to adopt implementing acts for all phases ofthe emission type-approval, including in-service conformity, conformity of
production and market surveillance, to lay down the following:(a)the methods to measure exhaust emissions in the lab and on the road, including
random and worst-case RDE test cycles, the use of portable emissions
measurement systems for verifying real driving emissions, and idle emissions;(b)the methods to determine the CO2 emissions, fuel and energy consumption,
zero-emission range, electric range and engine power of a motor vehicle;(c)the methods, requirements and technical specifications for gear shift indicators;(d)the methods to determine the energy efficiency of O3, O4 trailers;(e)the methods to measure crankcase emissions;(f)the methods to measure evaporative emissions;(g)the methods to measure brake particle emissions, including methods for HDV,
real driving brake particle emissions and regenerative braking;(h)the methods to measure tyre abrasion in order to monitor tyre abrasion rates;(i)the methods to evaluate compliance with minimum performance requirementsof battery durability;(j)

OBFCM device, OBD and OBM systems, including compliance thresholds,
performance requirements and tests, methods to ensure performance of sensors
and over the air communication of data recorded by these devices and systems;(k)characteristics and performance of driver warning systems and inducement
methods and method to assess their correct operation;(l)the methods to assess the correct operation, effectiveness, regeneration anddurability of original and replacement pollution control systems;(m) methods to ensure and assess security measures referred to in Article 4(5),including the methodology for the vulnerability analysis and tampering
protection;

EN

(n)

the criteria for emission type-approvals and implementation of special rules forsmall and ultra-small volume manufacturers set out in Article 8;(o)the methods to assess the correct functioning of vehicle types approved under
the designations in Article 5

35

EN

(p)

checks for compliance with the provisions of Article 9 (1) and test procedures
for multistage vehicles;(q)

performance requirements for test equipment;(r)specifications of reference fuels for testing;(s)methods for establishing the absence of defeat devices and defeat strategies;(t)methods to measure tyre abrasion;(u)format and data and over the air communication methods for the EVP;(v)

administrative requirements and documentation for emission type-approval;(w) reporting obligations where appropriate.
Those implementing acts shall be adopted in accordance with the examination procedurereferred to in Article 17(2).
Article 15
Adaptation to technical progress
1.

2.

EN

The Commission shall be empowered to adopt delegated acts in accordance with
Article 16 in order to take into account technical progress to amend the following:(a)Annex III, as regards the test conditions for M2, M3, N2, N3 vehicles, based ondata collected when testing Euro 7 vehicles;(b)Annex III, as regards the test conditions, based on data collected when testing
Euro 7 brakes or tyres;(c)Annex V, as regards the application of test requirements and declarations,based on technical progress;(d)

Article 5 by introducing options and designations based on innovativetechnologies for manufacturers.

The Commission shall be empowered to adopt delegated acts to supplement thisRegulation in accordance with Article 16 in order to take into account technicalprogress by:(a)setting out brake particle emission limits in Annex I referring to the work
performed in the UN World Forum for Harmonisation of Vehicle Regulations(WP29);(b)setting out abrasion limits for tyre types in Annex I referring to the work
performed in the UN World Forum for Harmonisation of Vehicle Regulations(WP29);(c)setting out the minimum performance requirements of batteries laid down inAnnex II, referring to the work performed in the UN World Forum for
Harmonisation of Vehicle Regulations (WP29);(d)setting out durability multipliers in Annex IV based on data collected when
testing Euro 7 M2, M3, N2, N3 vehicles and a report on the durability of heavy
duty vehicles submitted to the European Parliament and Council;(e)setting out definitions and special rules for small volume manufacturers forvehicle categories M2, M3, N2, N3 under Article 3 and Article 8 of thisRegulation.

36

ENChapter VI- General Provisions
Article 16
Exercise of the delegation
1.

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

2.

The power to adopt delegated acts referred to in Article 15 shall be conferred on theCommission for a period of five years from... [OP please insert the date = the dateof entry into force of this Regulation]. The Commission shall draw up a report inrespect 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 suchextension not later than three months before the end of each period.

3.

The delegation of power referred to in Article 15 may be revoked at any time by theEuropean Parliament or by the Council. A decision to revoke shall put an end to thedelegation 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 acts already in force.

4.

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

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 15 shall enter into force only if noobjection 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 the Council or if, before the expiry of that period, the European Parliament andthe 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.
Article 17
Committee Procedure

1.

The Commission shall be assisted by the Technical Committee –Motor Vehicles.
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.
Article 18
Reporting1.

EN

By 1 September 2030, Member States shall inform the Commission of theapplication of this Regulation.

37

EN

2.

By 1 September 2031, on the basis of the information supplied in accordance withparagraph 1, the Commission shall submit to the European Parliament and to theCouncil an evaluation report on the application of this Regulation.

Chapter VI- Final Provisions
Article 19
Repeal of Regulation (EC) 715/2007 and Regulation (EC) 595/2009
Regulation (EC) 715/2007 is repealed with effect from 1 July 2025.
Regulation (EC) 595/2009 is repealed with effect from 1 July 2027.
References to Regulations (EC) 715/2007 and 595/2009 shall be construed as references tothis Regulation and shall be read in accordance with the correlation table set out in Annex VI
to this Regulation.
Article 20
Entry into force and application
This Regulation shall enter into force on the twentieth day following that of its publication in
the Official Journal of the European Union.
It shall apply from 1 July 2025 for M1, N1 vehicles and components and separate technicalunits for those vehicles and from 1 July 2027 for M2, M3, N2, N3 vehicles and components andseparate technical units for those vehicles and O3, O4 trailers.
It shall apply from 1 July 2030 for M1, N1 vehicles constructed by small volume
manufacturers.
Notwithstanding paragraph 2, Article 11(3) shall apply from the entry into force of thisregulation.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels,

For the European Parliament
The President

EN

For the Council
The President

38

EN

LEGISLATIVE FINANCIAL STATEMENT
1.

FRAMEWORK OF THE PROPOSAL/INITIATIVE
1.1. Title of the proposal/initiative
1.2. Policy area(s) concerned
1.3. The proposal/initiative relates to:
1.4. Objective(s)1.4.1. General objective(s)1.4.2. Specific objective(s)1.4.3. Expected result(s) and impact
1.4.4. Indicators of performance
1.5. Grounds for the proposal/initiative
1.5.1. Requirement(s) to be met in the short or long term including a detailed
timeline for roll-out of the implementation of the initiative
1.5.2. Added value of Union involvement.
1.5.3. Lessons learned from similar experiences in the past
1.5.4. Compatibility with the Multiannual Financial Framework and possiblesynergies with other appropriate instruments
1.5.5. Assessment of the different available financing options, including scope forredeployment
1.6. Duration and financial impact of the proposal/initiative
1.7. Management mode(s) planned
2.

MANAGEMENT MEASURES

2.1. Monitoring and reporting rules
2.2. Management and control system(s)2.2.1. Justification of the management mode(s), the funding implementation
mechanism(s), the payment modalities and the control strategy proposed
2.2.2. Information concerning the risks identified and the internal control system(s)set up to mitigate them
2.2.3. Estimation and justification of the cost-effectiveness of the controls andassessment of the expected levels of risk of error
2.3. Measures to prevent fraud and irregularities
3.

ESTIMATED FINANCIAL IMPACT OF THE PROPOSAL/INITIATIVE
3.1. Heading(s) of the multiannual financial framework and expenditurebudget line(s) affected
3.2. Estimated financial impact of the proposal on appropriations
3.2.1. Summary of estimated impact on operational appropriations

EN

39

EN

3.2.2. Estimated output funded with operational appropriations
3.2.3. Summary of estimated impact on administrative appropriations
3.2.4. Compatibility with the current multiannual financial framework
3.2.5. Third-party contributions
3.3. Estimated impact on revenue

EN

40

EN

LEGISLATIVE FINANCIAL STATEMENT
1.

FRAMEWORK OF THE PROPOSAL/INITIATIVE

1.1.

Title of the proposal/initiative
Proposal for a Regulation of the European Parliament and of the Council on typeapproval of motor vehicles and engines and of systems, components and separate
technical units intended for such vehicles, with respect to their emissions and battery
durability (Euro 7) and repealing Regulation (EC) No 715/2007 and Regulation (EC)No 595/2009

1.2.

Policy area(s) concerned
Policy area: Internal market for goods
Climate Action: Natural resources and Environment

1.3.

The proposal/initiative relates to: a new action
 a new action following a pilot project/preparatory action 57
 the extension of an existing action
 a merger or redirection of one or more actions towards another/a new action

1.4.

Objective(s)1.4.1.

General objective(s)The proposal aims at contributing to a general objective, which is twofold: (1) toensure the proper functioning of the single market by setting more adequate, costeffective and future-proof rules for vehicle emissions; and (2) to ensure a high levelof environmental and health protection in the EU by further reducing air pollutant
emissions from road transport towards zero-pollution, as required by the Zero
Pollution Action Plan, as rapidly as possible.

1.4.2.

Specific objective(s)Specific objective No 1: to reduce complexity of the current Euro emission
standards to curb administrative costs and facilitate successful implementation;
Specific objective No 2: to provide up-to-date limits for all relevant air pollutants;
Specific objective No 3: to improve the control of real-world emissions.

1.4.3.

Expected result(s) and impact
Specify the effects which the proposal/initiative should have on the beneficiaries/groups targeted.

The proposal is placed under the framework Regulation (EU) 2018/858 of theEuropean Parliament and of the Council regarding type-approval and market
surveillance system for motor vehicles, trailers, and for systems, components andseparate technical units intended for such vehicles aims at harmonising technicalrequirements with regard to emissions. It is key for the proper functioning of theSingle Market from this perspective.
57

EN

As referred to in Article 58(2)(a) or (b) of the Financial Regulation.

41

EN

The proposal will ensure that pollutant emission performance from light duty andheavy vehicles are improved and provide benefits to consumers in term of air quality,
thus contributing to reducing health and environmental damages. It will also
strengthen the technological positioning and competitiveness of the EU automotive
value chain. Additional co-benefits are a strengthened consumer trust in goodenvironmental performance of their vehicles. Positive impact on up- and re-skillingof the workforce can also be expected, as future-proof clean technologies develop
and are increasingly used.
1.4.4.

Indicators of performance
Specify the indicators for monitoring progress and achievements.

The following indicators have been identified:
1. Number of emission type-approvals under Euro 7 per vehicle type;2. Costs during implementation phase and administrative costs per emission typeapproval
3. Proof of improved control of emissions under all conditions of use for all regulated
pollutants;
4. Enforcement costs, including costs for infringements and penalties in case of noncompliance and monitoring costs;
5. Evolution of emissions over the lifetime of vehicles as evidenced by appropriate
testing campaigns and continuous emission monitoring;
6. Annual number of registered vehicles and share of powertrain technologies on EU
roads as reported by the Member States to the European Alternative Fuels
Observatory;
7. Annual development of impacts of air pollution on health (i.e. premature deaths
related to exposure of certain pollutants) as included in the annual report on air
quality in Europe;
8. Annual share of road transport to the pollutant emissions of certain pollutants asreported by the Member States to the EEA under the NECD;
9. Annual number of notifications received from Member States for barriers ofinternal EU trade of cars, vans, lorries/buses caused by technical prescriptions
imposed by national, regional or local authorities (i.e. bans of any kind) under the
notification procedure of Directive 2015/153.
1.5.

Grounds for the proposal/initiative

1.5.1.

Requirement(s) to be met in the short or long term including a detailed timeline forroll-out of the implementation of the initiative
All new vehicles, engines or replacement parts of the M1 and N1 categories to be putin the EU market should be type approved according to this Regulation starting from
1 July 2025, except for vehicles of the M2, M3, N2, N3 categories, for which theimplementation date will be 1 July 2027. Added value of Union involvement (it may
result from different factors, e.g. coordination gains, legal certainty, greater
effectiveness or complementarities). For the purposes of this point 'added value ofUnion involvement' is the value resulting from Union intervention which isadditional to the value that would have been otherwise created by Member Statesalone.

EN

42

EN

Reasons for action at European level (ex-ante)
There is a need to address pollutant emission performance and air quality in order toensure the proper functioning of the Single Market.
Indeed, air quality and pollutant emission performance constitute a trans-boundary
problem, which cannot be solved by national or local action alone. Coordination ofemission reduction and improvement of emission performances must be taken at
European level and EU action is justified on grounds of subsidiarity. Althoughinitiatives at the national, regional and local level can create synergies, alone they
will not be sufficient. Lack of coordinated EU action via the strengthening ofpollutant emission standards would translate into a risk of market fragmentation due
to the diversity of national schemes, differing ambition levels and design parameters.
Expected generated Union added value (ex-post)
On their own, individual Member States would also represent too small a market toachieve the same level of results, therefore, an EU wide approach is needed to drive
industry level changes and to create economies of scale.
1.5.2.

Lessons learned from similar experiences in the past
The proposal builds on existing legislation which has ensured continuous reductionsin the pollutant emission and improvement of emission performances of vehicles andengines over the past decades in the Union.

1.5.3.

Compatibility with the Multiannual Financial Framework and possible synergies
with other appropriate instruments
This proposal is compatible with the objectives of the Next Generation EU and theMultiannual Financial Framework for 2021-2027 which will help achieving the twin
green and digital transitions that Europe is aiming for. The combination of theseframeworks will address the economic crisis and accelerate the shift to a clean andsustainable economy, linking more stringent environmental and air quality
requirements and economic growth.

1.5.4.

Assessment of the different available financing options, including scope forredeployment
The human resources required will be met by the staff from the DGs who areassigned to the action (i.e. DG GROW with support of DG CLIMA) and/or havebeen redeployed within the DGs. If additional allocation is necessary it may be
granted to the relevant DGs under the annual allocation procedure and in the light ofbudgetary constraints.

EN

43

EN

1.6.

Duration and financial impact of the proposal/initiative
 limited duration–  in effect from [DD/MM]YYYY to [DD/MM]YYYY–  Financial impact from YYYY to YYYY for commitment appropriations andfrom YYYY to YYYY for payment appropriations.
 unlimited duration– Implementation with a start-up period from 2025,– followed by full-scale operation.

1.7.

Management mode(s) planned58
 Direct management by the Commission–  by its departments, including by its staff in the Union delegations;–  by the executive agencies
 Shared management with the Member States Indirect management by entrusting budget implementation tasks to:–  third countries or the bodies they have designated;–  international organisations and their agencies (to be specified);–  the EIB and the European Investment Fund;–  bodies referred to in Articles 70 and 71 of the Financial Regulation;–  public law bodies;–  bodies governed by private law with a public service mission to the extent thatthey are provided with adequate financial guarantees;–  bodies governed by the private law of a Member State that are entrusted with
the implementation of a public-private partnership and that are provided withadequate financial guarantees;–  persons entrusted with the implementation of specific actions in the CFSP
pursuant to Title V of the TEU, and identified in the relevant basic act.
–

If more than one management mode is indicated, please provide details in the ‘Comments’ section.

Comments
The Commission intends to ensure the implementation of the measures concerned via
centralised direct management through its own services, in particular via the JRC for thetechnical and scientific support necessary for the development of implementing regulations
and the performing of market surveillance, as already foreseen in Regulation (EC) 2018/858.
The part of market surveillance is already regulated through appropriate administrative
arrangements foreseen and accounted for in the Regulation (EC) 2018/858, while for the workon the implementing regulations a separate administrative arrangement is foreseen.

58

EN

Details of management modes and references to the Financial Regulation may be found on the
BudgWeb site:
https://myintracomm.ec.europa.eu/budgweb/EN/man/budgmanag/Pages/budgmanag.aspx

44

EN

2.

MANAGEMENT MEASURES

2.1.

Monitoring and reporting rules
Specify frequency and conditions.

In order to monitor the effectiveness of the proposed emission reduction
requirements, extensive data collection is required from different possible sources,
including from Member States, automotive manufacturers and national approvalauthorities.
The Technical Committee Motor Vehicles (TCMV) and the Forum set up under
Regulation (EU) 2018/858 will be the platforms to regularly discuss issues related tothe implementation of the Euro 7.
Member states will have to report to the Commission on the penalties they have
implemented according to Regulation (EU) 2018/858.
By 2030 Member States shall inform the Commission of the application of the typeapproval procedures laid down in this Regulation. Based on this information, theCommission shall report to the European Parliament and to the Council about theimplementation of the new Regulation.
2.2.

Management and control system(s)2.2.1.

Justification of the management mode(s), the funding implementation mechanism(s),the payment modalities and the control strategy proposed
The proposal is implemented under the Single Market and Climate Action
programmes.
Management mode, funding implementation mechanisms, payment modalities andcontrol strategy are fall under these programmes.

2.2.2.

Information concerning the risks identified and the internal control system(s) set up
to mitigate themThis proposal is implemented under the Single Market and Climate Action
programmes. Controls/risks and mitigation measures are covered under the existing
internal control framework.

2.2.3.

Estimation and justification of the cost-effectiveness of the controls (ratio of "control
costs ÷ value of the related funds managed"), and assessment of the expected levelsof risk of error (at payment & at closure)This initiative does not bring about new significant controls/risks that would not becovered be an existing internal control framework. No specific measures beyond theapplication of the Financial Regulation have been envisaged.

2.3.

Measures to prevent fraud and irregularities
Specify existing or envisaged prevention and protection measures, e.g. from the Anti-Fraud Strategy.

In addition to the application of the Financial Regulation to prevent fraud andirregularities, the strengthened emission standard requirements provided for in this
proposal will be accompanied by enhanced monitoring or emissions throughout the
lifetime of a vehicle.

EN

45

EN

3.

ESTIMATED FINANCIAL IMPACT OF THE PROPOSAL/INITIATIVE

3.1.

Heading(s) of the multiannual financial framework and expenditure budgetline(s) affected Existing budget lines
In order of multiannual financial framework headings and budget lines.
Type ofexpenditure

Budget line
Heading ofmultiannual
financial
framework

NumberHeading 1

Diff./Nondiff.59

Contribution
from
EFTA
countries
60

fromcandidatecountries61

from third
countries

within themeaning of
Article 21(2)(b) of
the Financial
Regulation[03 02 01 01]

1

3

59
60
61

EN

Single Market Programme (SMP) –Operation and development of theinternal market of goods and services[09 02 03]
Natural Resource and the Environment

Diff.

YES

NO

NO

NO

Diff.

YES

NO

NO

NO

Diff. = Differentiated appropriations / Non-diff. = Non-differentiated appropriations.
EFTA: European Free Trade Association.
Candidate countries and, where applicable, potential candidates from the Western Balkans.

46

EN

3.2.

Estimated financial impact of the proposal on appropriations

3.2.1.

Summary of estimated impact on operational appropriations–  The proposal/initiative does not require the use of operational appropriations–  The proposal/initiative requires the use of operational appropriations, as explained below:
EUR million (to three decimal places)

Heading
frameworkof

multiannual

financial

Number

DG: GROW

1.

Year
2022

Year
2023

Year
2024

1.230
0.630

1.030
1.030

0.600

1.230

1.030

0.630

1.030

Year
2025

TOTAL of years
2022-2025

Following Years Operational appropriations
Budget line 03.02010162
Budget line

Commitments(1a)Payments(2a)

Commitments(1b)Payments

(2b)

2.260
2.260

0.300

Appropriations of an administrative nature financed from theenvelope of specific programmes63
Budget line

(3)

Commitments

TOTAL appropriations
for DG GROW

62
63

EN

Payments=1a+1b+3=2a+2b
+3

2.260
0.600

0.300

2.260

According to the official budget nomenclature.
Technical and/or administrative assistance and expenditure in support of the implementation of EU programmes and/or actions (former ‘BA’ lines), indirect research, direct research.

47

EN TOTAL operational appropriations

Commitments

(4)

1.230

1.030

Payments

(5)

0.630

1.030

 TOTAL appropriations of an administrative nature financed
from the envelope for specific programmesCommitments

=4+ 6

1.230

1.030

Payments

=5+ 6

0.630

1.030

 TOTAL operational appropriations (alloperational headings)

Commitments(4)

Payments(5)

TOTAL appropriations
under HEADINGS 1 to 6of the multiannual financial framework(Reference amount)

EN

0.600

0.300

2.260

(6)

TOTAL appropriations
under HEADING 1of the multiannual financial framework

TOTAL appropriations of an administrative nature financed
from the envelope for specific programmes (all operational
headings)

2.260

2.260
0.600

0.300

2.260

(6)

Commitments

=4+ 6

1.230

1.030

Payments

=5+ 6

0.630

1.030

48

2.260
0.600

0.200

2.260

EN

Heading of multiannual financial
framework‘Administrative expenditure’

7This section should be filled in using the 'budget data of an administrative nature' to be firstly introduced in the Annex to the Legislative
Financial Statement (Annex V to the internal rules), which is uploaded to DECIDE for interservice consultation purposes.
EUR million (to three decimal places)
Year
2022

Year
2023

Year
2024

Year
2025

 Human resources

1.498

1.498

1.256

1.256

5.508

 Other administrative expenditure

0.090

0.090

0.090

0.040

0.310

1.588

1.588

1.346

1.296

5.818

1.970

(Total commitments =Total payments)

1.588

1.588

1.346

1.296

5.818

TOTAL

DG: GROWTOTAL DG GROWTOTAL appropriations
under HEADING 7of the multiannual financial framework

EUR million (to three decimal places)

TOTAL appropriations
under HEADINGS 1 to 7of the multiannual financial framework

3.2.2.

Year
2022

Year
2023

Year
2024

Year
2025

Commitments

2.818

2.618

1.346

1.296

8.078

Payments

2.218

2.618

1.946

1.296

8.078

TOTAL

Estimated output funded with operational appropriations
Commitment appropriations in EUR million (to three decimal places)

EN

49

EN

Year
2022

Indicate
objectives andoutputs

Year
2024

Year
2025

Enter as many years as necessary to show theduration of the impact (see point 1.6)

TOTAL

Cost

Cost

Cost

No

Cost

No

Cost

No

Cost

No

Ave
rage
cost

No

Type64No

OUTPUTS

No



Year
2023

Cost

Total
No

Total
cost

SPECIFIC OBJECTIVE No 1…
- Output

Subtotal for specific objective No 1
TOTALS

64

EN

Outputs are products and services to be supplied (e.g.: number of student exchanges financed, number of km of roads built, etc.).

50

EN

3.2.3.

Summary of estimated impact on administrative appropriations–  The proposal/initiative does not require the use of appropriations of an
administrative nature–  The proposal/initiative requires the use of appropriations of an administrative
nature, as explained below:– EUR million (to three decimal places)
Enter as many years as
TOTAnecessary to show the durationLof the impact (see point 1.6)

Year
2022

Year
2023

Year
2024

Year
2025

Human resources

1.734

1.969

1.727

1.727

7.157

Other administrative
expenditure

0.090

0.090

0.090

0.040

0.310

–
HEADING7of the multiannual
financial framework

Subtotal HEADING
7of the multiannual
financial framework

1.824

2.059

1.817

7.467

1.767

Outside HEADING
765
of the multiannual
financial framework
Human resources
Other expenditureof an administrative
natureSubtotaloutside HEADING
7of the multiannual
financial framework

TOTAL

1.824

2.059

1.817

1.767

7.467

The appropriations required for human resources and other expenditure of an administrative nature will be met byappropriations from the DG that are already assigned to management of the action and/or have been redeployed within the

65

ENTechnical and/or administrative assistance and expenditure in support of the implementation of EU programmes
and/or actions (former ‘BA’ lines), indirect research, direct research.

51

EN

DG, together if necessary with any additional allocation which may be granted to the managing DG under the annual
allocation procedure and in the light of budgetary constraints.

EN

52

EN

3.2.3.1. Estimated requirements of human resources of DG GROW and DG CLIMA–  The proposal/initiative does not require the use of human resources.
–  The proposal/initiative requires the use of human resources, as explained
below:
Year
2022

Year
2023

Year
2024

Year
2025

11.5

13

11

11

6.5

6.5

6.5

11.5

13

11

11

6.5

6.5

6.5

Following years

 Establishment plan posts (officials and temporary staff)
20 01 02 01 (Headquarters and Commission’s Representation
Offices)
20 01 02 03 (Delegations)
01 01 01 01 (Indirect research)
01 01 01 11 (Direct research)
Other budget lines (specify)
 External staff (in Full Time Equivalent unit: FTE)66
20 02 01 (AC, END, INT from the ‘global envelope’)TOTAL

The human resources required will be met by staff from the DG who are already assigned to management of theaction and/or have been redeployed within the DG, together if necessary with any additional allocation which
may be granted to the managing DG under the annual allocation procedure and in the light of budgetary
constraints.

Description of tasks to be carried out:
Officials and temporary staff

Negotiation of Regulation, development of delegated and implementing acts,
organisation and supervision of market surveillance for emissions, review and update
according to technical developments

External staff

Conducting analysis and providing support and technical input to the organisation andsupervision of market surveillance for emissions, review and update according totechnical developments

66

EN

AC= Contract Staff; AL = Local Staff; END= Seconded National Expert; INT = agency staff;
JPD= Junior Professionals in Delegations.

53EN

3.2.4.

Compatibility with the current multiannual financial framework
The proposal/initiative:–  can be fully financed through redeployment within the relevant heading of the Multiannual
Financial Framework (MFF).
The relevant funding has already been foreseen for year 2022 and will enter into the planned amount allocated also
for year 2023. Internal redeployment of staff is needed from the relevant tasks in the Euro 6/VI regulations.

–  requires use of the unallocated margin under the relevant heading of the MFF and/or use of
the special instruments as defined in the MFF Regulation.
Explain what is required, specifying the headings and budget lines concerned, the corresponding amounts, and the
instruments proposed to be used.

–  requires a revision of the MFF.
Explain what is required, specifying the headings and budget lines concerned and the corresponding amounts.

3.2.5.

Third-party contributions
The proposal/initiative:–  does not provide for co-financing by third parties–  provides for the co-financing by third parties estimated below:
Appropriations in EUR million (to three decimal places)
Year

Year

Year

Year

2022

2023

2024

2025

Enter as many years as necessary
to show the duration of the
impact (see point 1.6)

Total

Specify the co-financing
body
TOTAL appropriations
co-financed

EN

1

EN

3.3.

Estimated impact on revenue–  The proposal/initiative has no financial impact on revenue.
–  The proposal/initiative has the following financial impact:–

on own resources–

on other revenue–

please indicate, if the revenue is assigned to expenditure lines 
EUR million (to three decimal places)

Budget revenue line:

Appropriations
available forthe current
financial year

Impact of the proposal/initiative67
Year
2022

Year
2023

Year
2024

Year
2025

Enter as many years as necessary to show
the duration of the impact (see point 1.6)

Article ………….

67

EN

As regards traditional own resources (customs duties, sugar levies), the amounts indicated must be net amounts, i.e.
gross amounts after deduction of 20 % for collection costs.

2

ENANNEX
to the LEGISLATIVE FINANCIAL STATEMENT

Name of the proposal/initiative:
Regulation of the European Parliament and of the Council on type-approval of motor vehicles andengines with respect to emissions from motor vehicles (Euro 7) and repealing Regulation (EC) No
715/2007 and Regulation (EC) No. 595/2009

EN

3.

NUMBER and COST of HUMAN RESOURCES CONSIDERED NECESSARY

4.

COST of OTHER ADMINISTRATIVE EXPENDITURE

5.

TOTAL ADMINISTRATIVE COSTS

6.

METHODS of CALCULATION USED for ESTIMATING COSTS

6.1.

Human resources

6.2.

Other administrative expenditure

1

EN

7.

Cost of human resources considered necessary for DG GROW and DG CLIMA
 The proposal/initiative does not require the use of human resources The proposal/initiative requires the use of human resources, as explained below:
EUR million (to three decimal places)
2022

HEADING 7of the multiannual
financial framework

FTE

Appropriations

2023
FTE

Appropriations

2024

2025

2026

2027

2028

TOTAL

FTE

Appropriations

FTE

Appropriations

FTE

Appropriations

FTE

Appropriations

FTE

Appropriations

FTE

Appropriations

11

1.727

11c

1.727

6.5

1.021

6.5

1.021

6.5

.1.02164

10.04820.170

 Establishment plan posts (officials and temporary staff)
20 01 02 01 Headquarters andRepresentation
offices
20 01 02 03 - Union
Delegations

AD

10.5

1.649

12

1.884

1

0.085

1

0.085

AST
AD
AST

 External staff 68
20 02 01 and 20 02
02 – External
personnel–
Headquarters andRepresentation
offices
20 02 03 – External
personnel - Union
Delegations

68

EN

AC
END
INT
AC
AL

AC = Contract Staff; AL = Local Staff; END = Seconded National Expert; INT= agency staff; JPD= Junior Professionals in Delegations.

2

E

END
INT
JPD

Other HR related
budgetlines(specify)

Subtotal HR –HEADING 7

11.5

1.734

13

1.969

11

1.727

11

1.727

6.5

1.021

6.5

1.021

6.5

.1.02166

10.218The human resources required will be met by staff from the DG who are already assigned to management of the action and/or have been redeployed within the DG, together if necessary with any additional
allocation which may be granted to the managing DG under the annual allocation procedure and in the light of budgetary constraints.

Outside HEADING 7

2022

of the multiannual financial
framework

FTE

Appropriations

2023
FTE

Appropriations

2024
FTE

Appropriations

2025
FTE

Appropriations

2026
FTE

Appropriations

2027
FTE

Appropriations

2028
FTE

Appropriations

TOTAL
FTE

Appropriations

 Establishment plan posts (officials and temporary staff)
01 01 01
Research69

01

Indirect01 01 01 11 Direct Research

AD

AST

Other (please specify)
 External staff 70
External staff

69
70

EN

-

at

AC

Please choose the relevant budget line, or specify another if necessary; in case more budget lines are concerned, staff should be differentiated by each budget line concerned
AC = Contract Staff; AL = Local Staff; END = Seconded National Expert; INT= agency staff; JPD= Junior Professionals in Delegations.

3

E

from
operational
appropriations(former ‘BA’lines).

Headquarters

END
INT
AC
AL

- in Uniondelegations

END
INT
JPD

01 01 01 02 Indirect Research
01 01 01 12 Direct research
Other (please specify)71

AC
END
INT

Other budget lines HR related(specify)

Subtotal HR – Outside
HEADING 7
Total HR (all MFF
Headings)

11.5

1.734

13

1.969

11

1.727

11

1.727

6.5

1.021

6.5

1.021

6.5

.1.02166

10.218The human resources required will be met by staff from the DG who are already assigned to management of the action and/or have been redeployed within the DG, together if necessary withany additional allocation which may be granted to the managing DG under the annual allocation procedure and in the light of budgetary constraints.

71

EN

Please choose the relevant budget line, or specify another if necessary; in case more budget lines are concerned, staff should be differentiated by each budget line concerned

4

E

8.

Cost of other administrative expenditure for DG GROW and DG CLIMA
 The proposal/initiative does not require the use of administrative appropriations
 The proposal/initiative requires the use of administrative appropriations, as explained below:
EUR million (to three decimal places)

HEADING 7of the multiannual financial framework

2022

2023

2024

2025

2026

2027

2028

Total

0.040

0.040

0.040

0.040

0.040

0.040

0.040

0.280

0.050

0.050

0.050

At headquarters or within EU territory:
20 02 06 01 - Mission and representation expenses
20 02 06 02 - Conference and meeting costs
20 02 06 03 - Committees72

0.150

20 02 06 04 Studies and consultations
20 04 – IT expenditure (corporate)73
Other budget lines non-HR related (specify where
necessary)
In Union delegations
20 02 07 01 - Missions, conferences and representation
expenses
20 02 07 02 - Further training of staff

72
73

EN

Specify the type of committee and the group to which it belongs.
The opinion of DG DIGIT – IT Investments Team is required (see the Guidelines on Financing of IT, C(2020)6126 final of 10.9.2020, page 7)5E

20 03 05 – Infrastructure and logistics
Other budget lines non-HR related (specify where
necessary)

Subtotal Other - HEADING 7of the multiannual financial framework

0.090

0.090

0.090

0.040

0.040

0.040

0.040

0.430

EUR million (to three decimal places)

Outside HEADING 7of the multiannual financial framework

2022

2023

2024

2025

2026

2027

2028

Total

Expenditure on technical and administrative assistance(not including external staff) from operational
appropriations (former 'BA' lines):- at Headquarters- in Union delegations
Other management expenditure for research
Policy IT expenditure on operational programmes74
Corporate IT expenditure on operational programmes75
Other budget lines non-HR related (specify where
necessary)

74
75

EN

The opinion of DG DIGIT – IT Investments Team is required (see the Guidelines on Financing of IT, C(2020)6126 final of 10.9.2020, page 7)
This item includes local administrative systems and contributions to the co-financing of corporate IT systems (see the Guidelines on Financing of IT, C(2020)6126 final of
10.9.2020)

6E

Sub-total Other – Outside HEADING 7of the multiannual financial framework
Total Other admin expenditure (allMFFHeadings)

EN

0.090

0.090

0.090

0.040

7

0.040

0.040

0.040

0.430

E

9.

Total administrative costs for DG GROW and DG CLIMA (all Headings MFF)
EUR million (to three decimal places)

Summary

2022

2023

2024

2025

2026

2027

2028

Total

Heading 7 - Human Resources

1.734

1.969

1.727

1.727

1.021

1.021

1.021

10.218

Heading 7 – Other administrative expenditure

0.090

0.090

0.090

0.040

0.040

0.040

0.040

0.430

1.824

2.059

1.817

1.767

1.061

1.061

1.061

10.648

1.824

2.059

1.817

1.767

1.061

1.061

1.061

10,648Sub-total Heading 7
Outside Heading 7 – Human Resources
Outside Heading 7 – Other administrative expenditure

Sub-total Other Headings
TOTAL
HEADING 7 and Outside HEADING 7

The administrative appropriations required will be met by the appropriations which are already assigned to management of the action and/or which have been redeployed, together ifnecessary with any additional allocation which may be granted to the managing DG under the annual allocation procedure and in the light of existing budgetary constraints.

EN

8

E

10.

Methods of calculation used to estimate costs

10.1.

Human resources

This part sets out the method of calculation used to estimate the human resources considered necessary (workload assumptions, including specific jobs (Sysper 2 work
profiles), staff categories and the corresponding average costs)

HEADING 7 of the multiannual financial framework
NB: The average costs for each category of staff at Headquarters are available on BudgWeb:
https://myintracomm.ec.europa.eu/budgweb/EN/pre/legalbasis/Pages/pre-040-020_preparation.aspx

 Officials and temporary staff

10.5 FTE in 2022 for the preparation of delegated and implementing acts, organisation and supervision of market surveillance for emissions, review, reporting andupdate12 FTE in 2023 for the preparation of delegated and implementing acts, organisation and supervision of market surveillance for emissions, review, reporting and update
11 FTE in 2024-2025 for the follow-up of delegated and implementing acts, organisation and supervision of market surveillance for emissions, review, reporting andupdate6.5 FTE in 2026-2028 for the follow-up of delegated and implementing acts, organisation and supervision of market surveillance for emissions, review, reporting andupdate External staff

1 FTE in 2022-2023 for support to the preparation delegated and implementing acts, organisation and supervision of market surveillance for emissions, review, reporting
and update

Outside HEADING 7 of the multiannual financial framework

 Only posts financed from the research budget

EN

9

EN

 External staff

10.2.

Other administrative expenditure
Give details of the method of calculation used for each budget line
and in particular the underlying assumptions (e.g. number of meetings per year, average costs, etc.)

HEADING 7 of the multiannual financial framework
Around 12 missions in Member States in 2022-2028
Around 3 meeting days per year over 2022-2024 (TCMV and Forum meetings)

Outside HEADING 7 of the multiannual financial framework

EN

10

EN