(1)

Annexes 0, III, IIIa, IIIb and IV are amended as follows: (a) in Annex 0, Section 3 is amended as follows: (i) the heading is replaced by the following: ‘3. “EURO III”/“EURO IV”/“EURO V” vehicles’; (ii) in the table, the line concerning ‘'EEV’ vehicle' is deleted; (iii) the following is added: ‘Euro VI Emission Limits Limit values CO (mg/kWh) THC (mg/kWh) NMHC (mg/kWh) CH4 (mg/kWh) NOX (1) (mg/kWh) NH3 (ppm) PM mass (mg/kWh) PM number (#/kWh) WHSC (CI) 1 500 130 400 10 10 8,0 x 1011 WHTC (CI) 4 000 160 460 10 10 6,0 x 1011 WHTC (PI) 4 000 160 500 460 10 10 6,0 x 1011 Note: PI = Positive Ignition. CI = Compression Ignition. (b) Annex III is amended as follows: (i) Section 2 is amended as follows: — in point 2.1., the sixth indent is replaced by the following: ‘— Costs shall be apportioned to heavy duty vehicles each vehicle type on an objective and transparent basis taking account of the proportion of heavy duty vehicle traffic for each vehicle type to be carried on the network and the associated costs. The vehicle kilometres travelled by heavy duty vehicles may for this purpose be adjusted by objectively justified “equivalence factors” such as those set out in point 4 (*1). [Am. 120] — in point 2.2., the second indent is replaced by the following: ‘— Such costs shall be apportioned between heavy duty vehicles and other traffic light vehicles on the basis of actual and forecast shares of vehicle kilometres and may be adjusted by objectively justified equivalence factors such as those set out in point 4.’; [Am. 121] (ii) in Section 4, the heading and the first indent are replaced by the following: ‘4. SHARE OF HEAVY DUTY VEHICLE TRAFFIC, EQUIVALENCE FACTORS AND CORRECTION MECHANISM — The calculation of tolls shall be based on actual or forecast shares of heavy duty vehicle kilometres adjusted, if desired, by equivalence factors, to make due allowance for the increased costs of constructing and repairing infrastructure for use by heavy duty vehicles.’; (c) Annex IIIa is replaced by the following: ‘ANNEX IIIa MINIMUM REQUIREMENTS FOR LEVYING AN EXTERNAL-COST CHARGE This Annex sets out the minimum requirements for levying an external-cost charge and, where applicable, for calculating the maximum external-cost charge. 1. The parts of the road network concerned The Member State shall specify precisely the part or parts of their road network which are to be subject to an external-cost charge. Where a Member State intends to levy an external-cost charge on only a part or parts of the road network composed of its share in the trans-European network and of its motorways, the part or parts shall be chosen after an assessment establishing that: — vehicles’ use of the roads where the external-cost charge is applied generates environmental damage higher than that generated on average assessed in accordance with air quality reporting, national emissions inventories, traffic volumes and, for noise, in accordance with Directive 2002/49/EC, or — the imposition of an external-cost charge on other parts of the road network thus composed might have adverse effects on the environment or road safety, or levying and collecting an external-cost charge on them would entail disproportionate cost. [Am. 122] 2. The vehicles, roads and time period covered Where a Member State intends to apply higher external-cost charges than the reference values specified in Annex IIIb, it shall notify the Commission of the classification of vehicles according to which the external-cost charge shall vary. It shall also notify the Commission of the location of roads subject to higher external-cost charges (called hereafter “suburban roads (including motorways)”), and of roads subject to lower external-cost charges (called hereafter “interurban roads (including motorways)”). Where applicable, it shall also notify the Commission of the exact time periods corresponding to the night period during which a higher external noise-cost charge may be imposed to reflect greater noise nuisances. The classification of roads as suburban roads (including motorways) and interurban roads (including motorways), and the definition of time periods shall be based on objective criteria related to the level of exposure of the roads and their vicinities to pollution such as population density, the annual mean air pollution (in particular for PM10 and NO2) and the number of days (for PM10) and hours (NO2) on which limit values established under Directive 2008/50/EC are exceeded. The criteria used shall be included in the notification. [Am. 123] 3. Amount of the charge This section shall apply where a Member State intends to apply higher external cost charges than the reference values specified in Annex IIIb. For each vehicle class, type of road and time period, the Member State or, where appropriate, an independent authority shall determine a single specific amount. The resulting charging structure shall be transparent, made public and available to all users on equal terms. The publication should occur in a timely manner before implementation. All parameters, data and other information necessary to understand how the various external-cost elements are calculated shall be made public. When setting the charges, the Member State or, where appropriate, an independent authority shall be guided by the principle of efficient pricing that is a price close to the social marginal cost of the usage of the vehicle charged. The charge shall be set after having considered the risk of traffic diversion together with any adverse effects on road safety, the environment and congestion, and any solutions to mitigate these risks. The Member State or, where appropriate, an independent authority, shall monitor the effectiveness of the charging scheme in reducing environmental damage arising from road transport. It shall every two years adjust, where appropriate, the charging structure and the specific amount of the charge set for a given class of vehicle, type of road and period of time to the changes in transport supply and demand. 4. External-cost elements 4.1. Cost of traffic-based air pollution Where a Member State intends to apply higher external-cost charges than the reference values specified in Annex IIIb, that Member State or, where appropriate, an independent authority shall calculate the chargeable cost of traffic–based air pollution by applying the following formula: where: — PCVij = air pollution cost of vehicle class i on road type j (euro/vehicle.kilometre) — EFik = emission factor of pollutant k and vehicle class i (gram/vehicle.kilometre) — PCjk = monetary cost of pollutant k for type of road j (euro/gram) The emission factors shall be the same as those used by the Member State to establish the national emissions inventories provided for in Directive (EU) 2016/2284 of the European Parliament and of the Council of on the reduction of national emissions of certain atmospheric pollutants (*2) (which requires use of the EMEP/EEA air pollutant Emission Inventory Guidebook) (*3). The monetary cost of pollutants shall be estimated by the Member State or, where appropriate, the independent authority referrred to in Article 7c(4), using scientifically proven methods. The Member State or, where appropriate, an independent authority may apply scientifically proven alternative methods to calculate the value of air pollution costs using data from air pollutant measurement and the local value of the monetary cost of air pollutants. 4.2. Cost of traffic-based noise pollution Where a Member State intends to apply higher external-cost charges than the reference values specified in Annex IIIb, the Member State or, where appropriate, an independent authority shall calculate the chargeable cost of traffic–based noise pollution by applying the following formulae: where: — NCVj = noise cost of one heavy goods vehicle on road type j (euro/vehicle.kilometre) — NCjk = noise cost per person exposed on road type j to noise level k (euro/person) — POPk = population exposed to daily noise level k per kilometre (person/kilometre) — WADT = weighted average daily traffic (passenger car equivalent) — a and b are weighting factors determined by the Member State in such a way that the resulting weighted average noise charge per vehicle kilometre corresponds to NCVj (daily). The traffic-based noise pollution relates to the impact of noise on health of citizens around the road. The population exposed to noise level k shall be taken from the strategic noise maps drafted under Article 7 of Directive 2002/49/EC of the European Parliament and the Council (*4). The cost per person exposed to noise level k shall be estimated by the Member State or, where appropriate, an independent authority, using scientifically proven methods. The weighted average daily traffic shall assume an equivalence factor ‘e’ between heavy goods vehicles and passenger cars derived on the basis of the noise emission levels of the average car and of the average heavy goods vehicle and considering the Regulation (EU) No 540/2014 of the European Parliament and of the Council of 16 April 2014 on the sound level of motor vehicles and of replacement silencing systems, and amending Directive 2007/46/EC and repealing Directive 70/157/EEC. The Member State or, where appropriate, an independent authority, may establish differentiated noise charges to reward the use of quieter vehicles provided it does not result in discrimination against foreign vehicles. (*2) Directive (EU) 2016/2284 of the European Parliament and of the Council of 14 December 2016 the reduction of national emissions of certain atmospheric pollutants, amending Directive 2003/35/EC and repealing Directive 2001/81/EC (OJ L 344, 17.12.2016, p. 1)." (*3) Methodology of the European Environmental Agency: http://www.eea.europa.eu//publications/emep-eea-guidebook-2016" (*4) Directive 2002/49/EC of the European Parliament and the Council of 25 June 2002 relating to the assessment and management of environmental noise (OJ L 189, 18.7.2002, p. 12).’;" (d) Annex IIIb is replaced by the following: ‘ANNEX IIIb REFERENCE MINIMUM VALUES OF THE EXTERNAL-COST CHARGE This Annex sets out reference minimum values of the external-cost charge, including the cost of air pollution and noise. [Am. 126] Table 1: reference minimum values of the external-cost charge for heavy goods vehicles [Am. 127] Vehicle class cent/vehicle-kilometre Suburban (2) Interurban (3) Heavy goods vehicle having a maximum permissible gross laden weight of less than 14 tonnes or having two axles EURO 0 13,3 8,3 EURO I 9,1 5,4 EURO II 8,8 5,4 EURO III 7,7 4,3 EURO IV 5,9 3,1 EURO V 5,7 1,9 EURO VI 3,2 0,6 Less polluting than EURO VI 2,5 0,3 Heavy goods vehicle having a maximum permissible gross laden weight between 14 and 28 tonnes or having three axles EURO 0 23,3 15,1 EURO I 16,4 10,1 EURO II 15,7 10,0 EURO III 13,5 8,2 EURO IV 9,5 5,7 EURO V 8,9 3,7 EURO VI 3,6 0,8 Less polluting than EURO VI 2,5 0,3 Heavy goods vehicle having a maximum permissible gross laden weight between 28 and 40 tonnes or having four axles EURO 0 30,4 19,7 EURO I 22,6 13,9 EURO II 21,3 13,9 EURO III 17,8 11,2 EURO IV 12,2 7,7 EURO V 9,2 4,0 EURO VI 3,5 0,8 Less polluting than EURO VI 2,5 0,3 Heavy goods vehicle having a maximum permissible gross laden weight above 40 tonnes or having 5 or more axles EURO 0 43,0 28,6 EURO I 31,5 19,8 EURO II 29,2 19,4 EURO III 24,0 15,6 EURO IV 16,2 10,6 EURO V 9,8 4,7 EURO VI 3,6 1,0 Less polluting than EURO VI 2,5 0,3

Table 2: reference minimum values of the external-cost charge for coaches [Am. 128] Vehicle class cent/vehicle-kilometre Suburban (4) Interurban (5) Coach having maximum permissible gross laden weight of 18 tonnes or having two axles EURO 0 20,3 13,1 EURO I 16,0 10,4 EURO II 15,6 9,9 EURO III 13,9 8,5 EURO IV 10,0 5,7 EURO V 9,0 5,0 EURO VI 2,8 0,8 Less polluting than EURO VI 1,4 0,2 Coach having maximum permissible gross laden weight above 18 tonnesor having three or more axles EURO 0 24,9 16,2 EURO I 19,2 12,3 EURO II 18,5 12,0 EURO III 15,7 9,8 EURO IV 10,6 6,6 EURO V 10,2 5,2 EURO VI 2,8 0,8 Less polluting than EURO VI 1,4 0,2 The values of Tables 1 and 2 may be multiplied by a reference factor of up to 2 4 in mountain areas and around agglomerations to the extent that it is justified by lower dispersion, the gradient of roads, altitude or temperature inversions. If there is scientific evidence for a higher mountain or agglomeration factor, this reference value can be increased based on a detailed justification ’; [Am. 129] Table 3: Minimum values of the external-cost charge for passenger cars (€ct/vkm) Vehicle Engine EURO-Class Suburban Interurban Car diesel <1,4 l Euro 2 1,9 0,9 Euro 3 1,6 0,9 Euro 4 1,3 0,7 Euro 5 0,9 0,5 Euro 6 0,6 0,3 1,4 -2,0 l Euro 0 3,6 1,0 Euro 1 1,9 0,9 Euro 2 1,8 0,8 Euro 3 1,7 0,9 Euro 4 1,4 0,7 Euro 5 0,9 0,5 Euro 6 0,6 0,3 >2,0 l Euro 0 3,9 1,3 Euro 1 1,9 0,9 Euro 2 1,8 0,9 Euro 3 1,7 0,9 Euro 4 1,4 0,7 Euro 5 0,9 0,5 Euro 6 0,6 0,3 Car petrol <1,4 l Euro 0 3,7 2,4 Euro 1 1,0 0,4 Euro 2 0,7 0,3 Euro 3 0,5 0,2 Euro 4 0,5 0,2 Euro 5 0,5 0,2 Euro 6 0,5 0,2 1,4 -2,0 l Euro 0 3,9 3,0 Euro 1 1,1 0,4 Euro 2 0,7 0,3 Euro 3 0,5 0,2 Euro 4 0,5 0,2 Euro 5 0,4 0,2 Euro 6 0,4 0,2 >2,0 l Euro 0 4,0 3,0 Euro 1 1,0 0,4 Euro 2 0,5 0,3 Euro 3 0,5 0,2 Euro 4 0,5 0,2 Euro 5 0,4 0,2 Euro 6 0,4 0,2 [Am. 124] Table 4: Minimum values of the external-cost charge for light duty vehicles (€ct/vkm) Vehicle EURO-Class Suburban Interurban LCV petrol Euro 1 2,4 0,7 Euro 2 1,9 0,4 Euro 3 1,8 0,4 Euro 4 1,7 0,3 Euro 5 1,6 0,3 Euro 6 1,6 0,3 LCV diesel Euro 1 4,0 1,7 Euro 2 4,1 1,7 Euro 3 3,5 1,3 Euro 4 3,0 1,1 Euro 5 2,2 0,8 Euro 6 1,9 0,5 [Am. 125] (e) in Annex IV, the table with the heading ‘Vehicle combinations (articulated vehicles and road trains)’ is replaced by the following: ‘VEHICLE COMBINATIONS (ARTICULATED VEHICLES AND ROAD TRAINS) Driving axles with air suspension or recognised as equivalent Other driving axle suspension systems Damage class Number of axles and maximum permissible gross laden weight (in tonnes) Number of axles and maximum permissible gross laden weight (in tonnes) Not less than Less than Not less than Less than 2 + 1 axles 7,5 12 14 16 18 20 22 23 25 12 14 16 18 20 22 23 25 28 7,5 12 14 16 18 20 22 23 25 12 14 16 18 20 22 23 25 28 I 2 + 2 axles 23 25 26 28 25 26 28 29 23 25 26 28 25 26 28 29 29 31 29 31 II 31 33 31 33 33 36 36 38 33 36 III 2 + 3 axles II 36 38 38 40 36 38 38 40 III 3 + 2 axles II 36 38 38 40 36 38 38 40 40 44 III 40 44 3 + 3 axles 36 38 38 40 36 38 I 38 40 II 40 44 40 44 7 axles 40 50 40 50 II 50 60 50 60 III 60 60 8 or 9 axles 40 50 40 50 I 50 60 50 60 II 60 60 III’; (ea) in Annex IV, the following paragraph is added: ‘For all motor vehicles that are alternatively fuelled, the maximum authorised weight is increased by the additional weight required for the alternative fuel technology used, the maximum increase being one tonne.’; [Am. 130]