EUROPEAN COMMISSION Brussels, 8.11.2021 COM(2021) 679 final REPORT FROM THE COMMISSION under Regulation (EU) 2018/956 analysing the data transmitted by Member States and manufacturers for the reporting period 2019 on CO2 emissions from and fuel consumption of new heavy-duty vehicles



Table of contents REPORT FROM THE COMMISSION under Regulation (EU) 2018/956 analysing the data transmitted by Member States and manufacturers for the reporting period 2019 on CO2 emissions from and fuel consumption of new heavy-duty vehicles 1. Legal base 2 2. Content of the report 2 3. Data basis 3 4. Analysis for the first reporting period 3 4.1 CO2 emissions and fuel consumption 3 4.1.1 Performance of the fleet of the Union 4 4.1.2 Performance of the fleet of the Member States 5 4.1.3 Performance of the fleet of the manufacturers 6 4.1.4 CO2 emissions at different mission profiles/payload combinations 7 4.1.5 CO2 emissions and fuel consumption by fuel type 8 4.2 Advanced CO2 technologies and alternative powertrains 9 4.2.1 Advanced CO2 technologies 9 4.2.2 Alternative fuels 10 4.2.3 Alternative powertrains 11 5. Extent of the use of standard values in the reported data 12

6. Conclusion 14 6.1 CO2 emissions 14 6.2 Fuels and powertrains 14 Annex 16 A.1 Mission profile weights (medium lorries) 16 A.2 Average payload 16 A.3 Average CO2 emissions per Member State 16 A.4 Average CO2 emissions per manufacturer 17 1. Legal base In accordance with Article 10 of Regulation (EU) 2018/956 of the European Parliament and of the Council of 28 June 2018 on the monitoring and reporting of CO2 emissions from and fuel consumption of new heavy-duty vehicles, the Commission shall publish each year a report with its analysis of the data transmitted by Member States and manufacturers for the preceding reporting period. This is the first report under this Regulation, providing a data analysis for the reporting period 2019 exceptionally running from 1 January 2019 to 30 June 2020 with a reporting deadline of 30 September 2020. The CO2 emissions from and fuel consumption of new heavy-duty vehicles are determined via the Vehicle Energy Consumption Calculation Tool (VECTO), a simulation tool for heavy-duty vehicles developed by the European Commission. The principles underpinning the simulation of new heavy-duty vehicles using VECTO are provided by Regulation (EU) 2017/2400 on the determination of the CO2 emissions and fuel consumption of heavy-duty vehicles. 2. Content of the report In accordance with the requirements of Article 10 of Regulation (EU) 2018/956, this analysis covers 1)the performance of the heavy-duty vehicle fleet of the Union 2)the performance of the heavy-duty vehicle fleet of each Member State 3)the performance of the heavy-duty vehicle fleet of each manufacturer All three items above are estimated on the basis of the CO2 emissions for selected representative heavy-duty vehicle groups for different mission profile load combinations and different fuels. Additionally, selected values on the average fuel consumption of the heavy-duty vehicle fleet of the Union are included. The analysis covers the available data on the uptake of new and advanced CO2 reducing technologies, as well as of alternative powertrains. Further performance values can be found in the Central Register for data on heavy-duty vehicles.

Results of on-road verification tests could not be added to the report as they are not available to the Commission for the reporting period 2019. 3. Data basis This report is based on data including all vehicles reported by manufacturers, matched by registrations in the Member States during the reporting period of 2019 as they were available to the Commission by 30 June 2021 Regulation (EU) 2017/2400 sets out a grouping of vehicles based on key technical parameters. The starting date of the CO2 emissions determination differed between the different vehicle groups (see Table 1). Vehicle groups Starting date of mandatory CO2 emissions determination Covered by this report Heavy lorries 4, 5, 9, and 10 1 January 2019 Yes Medium lorries 1, 2, and 3 1 January 2020 Yes 11, 12, and 16 1 July 2020 No Table 1: Starting date of mandatory CO2 emissions determination for different vehicle groups For vehicles in the groups 4, 5, 9, and 10 (henceforth called together heavy lorries), the CO2 emissions determination is mandatory for vehicles registered as from 1 January 2019. The CO2 emissions of heavy lorries are regulated under the CO2 emissions Standard Regulation (EU) 2019/1242. It should also be noted that heavy lorries emit about 70% of all CO2 emissions of heavy-duty vehicles. In addition, the CO2 emissions determination is mandatory for vehicles in the groups 1, 2, and 3 (henceforth called together medium lorries) only when registered since 1 January 2020. Therefore, for this reporting period, the total number of medium lorries is not directly comparable with that of heavy lorries. The CO2 emissions determination is mandatory for vehicles in the groups 11, 12, and 16 only when registered since 1 July 2020. These vehicle groups are therefore not covered by the first reporting period and excluded from this report. 4. Analysis for the first reporting period 4.1 CO2 emissions and fuel consumption This section provides an analysis of the CO2 emissions by Member States, manufacturers, vehicle groups and different mission profiles. Additionally, selected values on fuel consumption, as well as different fuel types used by the newly registered vehicles are presented. Vehicles with alternative powertrains are separately discussed in section 4.2.3, and hence excluded from all data analysed in section 4.1. 4.1.1 Performance of the fleet of the Union The reported CO2 emissions strongly depend on the vehicle groups and sub-groups. Table 2 provides data on the composition and CO2 emissions of the vehicle groups. In particular, it shows the number of vehicles as well as the average specific CO2 emissions of different sub-groups. All vocational vehicles registered during the first reporting period belong to vehicle groups 4 and 9. The very large majority of medium lorries belong to groups 2 and 3. As regards heavy lorries, the vehicles in sub-group 5-Long Haul (5-LH) represent 63% of all new heavy lorries. These are the most common vehicles used for long-haul freight transportation in the EU. Vehicle group Vehicle sub-group Number of vehicles Average specific CO2 emissions (g/km) Average payload (t) 1 - 953 566.84 1.46 2 - 4647 619.85 2.34 3 - 4676 704.80 3.37 4 4-UD 681 814.32 2.65 4-RD 13 099 627.00 3.18 4-LH 9506 794.25 7.42 vocational 894 1396.77 - 5 5-RD 1345 862.69 10.26 5-LH 159 004 786.26 13.84 9 9-RD 10 302 697.11 6.28 9-LH 27 787 876.21 13.40 vocational 1957 1589.25 - 10 10-RD 171 858.04 10.26 10-LH 27 047 808.53 13.84 EU total - 262 069 790.31 - Table 2: Number of vehicles, average specific CO2 emissions in g/km, and average payload in t per vehicle sub-group (note: RD stands for vehicles used mostly for Regional Delivery, LH for Long Haul, and UD for Urban Delivery) Therein, average specific CO2 emissions of a heavy-duty vehicle from a given sub-group are calculated as a weighted mean over different mission profiles as defined in Annex I of Regulation (EU) 2019/1242. For vehicle groups 1, 2, and 3, the mission profile weights used for all calculations in this report are not yet defined in legislation. The definitions used for this report can be found in Table A-1 in the Annex. Table 2 also provides the average payload in t for all vehicle groups. The average specific CO2 emissions in g/tkm can be obtained through a division of the specific CO2 emissions in g/km by the average payload in tone can obtain. Section A.2 of the Annex provides a description on how the average payload has been calculated for all vehicle groups. 4.1.2 Performance of the fleet of the Member States

Table 3 provides information on the average specific CO2 emissions in g/km for each Member States. Vocational vehicles are not taken into account. For conciseness reasons, only emission values for vehicle group 2 and sub-group 5-Long-Haul (5-LH), as well as all heavy lorries (i.e., groups 4, 5, 9, and 10) are shown herein. Groups 2 and 5-LH have been selected as the two representative groups for medium lorries (groups 1, 2, and 3) and heavy lorries (groups 4, 5, 9, and 10) respectively. Medium lorries Heavy lorries Member State Groups 1, 2, 3 Number of vehicles Group 2 Average specific CO2 emissions (g/km) Groups 4, 5, 9, 10 Number of vehicles Group 5-LH Average specific CO2 emissions (g/km) Groups 4, 5, 9, 10 Combined average specific CO2 emissions (g/km) Austria 219 619.41 4836 804.26 799.01 Belgium 458 636.11 7159 795.12 780.23 Bulgaria 18 600.96 2611 772.63 773.13 Croatia 36 653.07 877 777.48 778.79 Cyprus 2 569.51 10 752.88 802.88 Czechia 384 641.92 6567 777.68 783.79 Denmark 104 611.25 3059 775.19 798.63 Estonia 5 683.71 764 765.57 780.54 Finland 79 593.44 1480 776.98 805.17 France 2093 594.77 42 500 795.17 789.68 Germany 3469 616.74 43 703 791.84 794.94 Greece 24 746.75 122 807.34 740.52 Hungary 24 627.44 4418 779.23 782.54 Ireland 101 598.33 1083 774.59 775.04 Italy 477 666.24 16 641 787.17 789.91 Latvia 4 595.23 933 780.60 781.84 Lithuania 4 563.61 7666 784.17 784.48 Luxemburg 42 594.97 1069 801.07 797.38 Malta 12 681.17 10 790.63 801.98 Netherlands 400 621.66 12 539 776.98 779.00 Poland 458 643.44 25 462 777.11 779.19 Portugal 87 636.34 4026 770.12 768.37 Romania 35 628.95 5313 783.45 783.60 Slovakia 80 647.41 1432 772.17 768.83 Slovenia 8 609.04 1278 775.38 771.94 Spain 666 594.45 18 878 782.72 778.83 Sweden 151 607.41 4451 787.31 827.08 United Kingdom 833 736.10 29 508 793.91 789.57 Unknown 3 - 547 781.71 787.17 EU total 10276 619.85 248 942 786.26 787.50 Table 3: Average specific CO2 emissions in g/km of vehicle groups 2 and 5-LH, as well as all heavy lorries in each Member State Section A.3 of the Annex provides a description on how the average specific CO2 emissions, as well as the combined average specific CO2 emissions from Table 3 are calculated. 4.1.3 Performance of the fleet of the manufacturers Table 4 presents average specific CO2 emissions in g/km for all manufacturers. Vocational vehicles are not taken into account. Medium lorries Heavy lorries Manufacturer Groups 1, 2, 3 Number of vehicles Group 2 Average specific CO2 emissions (g/km) Groups 4, 5, 9, 10 Number of vehicles Group 5-LH Average specific CO2 emissions (g/km) Groups 4, 5, 9, 10 Combined average specific CO2 emissions (g/km) DAF NV 1968 709.58 48 247 784.34 783.95 DAIMLER TRUCK AG 2253 626.13 40 462 793.61 801.21 FORD OTOMOTIV SANAYI AS - - 789 830.36 824.81 IVECO SPA 407 693.41 1281 - 695.13 IVECO MAGIRUS-AG - - 11 432 802.80 803.60 MAN TRUCK AND BUS SE 2884 601.14 34 728 803.19 788.93 RENAULT TRUCK SA 1960 564.44 22 196 807.96 801.09 SCANIA CV AB - - 49 207 743.16 755.71 VOLVO TRUCK CORPORATION 804 597.01 40 600 798.19 805.58 Table 4: Average specific CO2 emissions in g/km of vehicle groups 2 and 5-LH, as well as all heavy lorries for each manufacturer It should be noted that the combined average specific CO2 emissions strongly depend on the distribution of vehicles between the different sub-groups. The sub-groups reflect the different technical parameters and driving patterns of the vehicles, and hence show significant differences in terms of their average specific CO2 emissions (see Table 2). Therefore, for a holistic analysis of the variations between manufacturers regarding the combined average specific CO2 emissions, the composition of their fleets needs to be taken into account (see Table 5 with the number of vehicles per sub-group for each manufacturer). As an example, Iveco SPA has by far most of its vehicles in the 4-RD sub-group, which has a relatively low mileage*payload weighting factor (which reflects the lifetime transport utility of the vehicle sub-group). As a result, the combined average specific CO2 emissions of this manufacturer are significantly lower than those of the other manufacturers. Vehicle sub-group Manufacturer 4-UD 4-RD 4-LH 5-RD 5-LH 9-RD 9-LH 10-RD 10-LH DAF NV 620 2332 1676 94 33 640 377 3320 5 6183 DAIMLER TRUCK AG 0 1765 2304 302 26 226 1812 5693 5 2355 FORD OTOMOTIV SANAYI AS 0 117 147 0 495 18 12 0 0 IVECO SPA 5 1187 89 0 0 0 0 0 0 IVECO MAGIRUS-AG 0 317 156 135 7978 1511 1107 0 228 MAN TRUCK AND BUS SE 0 2415 1337 279 20 896 2457 4296 98 2950 RENAULT TRUCK SA 3 2032 1159 163 14 339 1320 1766 0 1414 SCANIA CV AB 53 1514 1642 285 29 218 1528 6571 51 8345 VOLVO TRUCK CORPO-RATION 0 1420 996 87 26 212 1279 5022 12 5572 Section A.4 of the Annex provides a description on how the average specific CO2 emissions, as well as the combined average specific CO2 emissions from Table 4 are calculated. 4.1.4 CO2 emissions at different mission profiles/payload combinations In VECTO, all vehicles are simulated over different mission profiles and with two different payloads (low or representative). Each vehicle group is simulated over a defined number of corresponding mission profiles. Table 6 presents average specific emissions in g/km and g/tkm from vehicle groups 2, and 5, as well as from all vocational vehicles in group 9. Medium lorries Vehicle group 2 Heavy lorries Vehicle group 5 Vocational vehicles Vehicle group 9v Mission profile / payload Average CO2 emissions (g/km) Average CO2 emissions (g/tkm) Average CO2 emissions (g/km) Average CO2 emissions (g/tkm) Average CO2 emissions (g/km) Average CO2 emissions (g/tkm) RDL 506.95 845.48 674.46 259.41 - - RDR 546.14 182.15 839.13 65.05 - - LHL 671.07 516.21 647.22 248.93 - - LHR 775.28 79.02 846.45 43.86 - - UDL 633.01 1055.76 1056.16 406.21 - - UDR 733.52 244.65 1449.55 112.37 - - REL - - 852.18 243.48 - - RER - - 1080.30 61.73 - - LEL - - 813.22 232.35 - - MUL - - - - 2239.60 1866.34 MUR - - - - 2414.47 402.41 COL - - - - 784.72 560.52 COR - - - - 918.22 129.33 4.1.5 CO2 emissions and fuel consumption by fuel type Table 7 provides the average specific CO2 emissions by fuel type. Similarly to Table 3 and Table 4, it presents values for vehicle groups 2 and 5-LH, excluding vocational vehicles. None of the vehicles registered during the reporting period of 2019 used Petrol (PI), Ethanol (PI), or LPG (PI). A more detailed analysis of the different fuels used by newly registered vehicles is given in section 4.2.2.

Medium lorries Vehicle group 2 Heavy lorries Vehicle sub-group 5-LH Fuel type (engine) Number of vehicles Average specific CO2 emissions (g/km) Average fuel consumption Number of vehicles Average specific CO2 emissions (g/km) Average fuel consumption Diesel (CI) 4632 620 23.69 l/100km 155 180 787.10 30.08 l/100km Ethanol (CI) - - - 15 696.22 46.90 l/100km LNG (PI) - - - 2015 754.62 272.42 g/km CNG (PI) 15 611 227.15 g/km 1350 752.63 279.79 g/km NG (PI) - - - 444 743.66 292.78 g/km For 444 natural gas vehicles from sub-group 5-LH simulated with early VECTO versions, no specification on the type of natural gas, whether liquefied natural gas (LNG), or compressed natural gas (CNG) is used, is available. These vehicles are classified here as NG. 4.2 Advanced CO2 technologies and alternative powertrains This section focuses on the use of advanced and alternative technologies within the vehicles registered during the first reporting period. In particular, it lists the total number of vehicles and the share of the fleet equipped with a given technology. It compares the fleets of different manufacturers and Member States. 4.2.1 Advanced CO2 technologies During the reporting period of 2019, manufacturers could, but were not obliged to, indicate additional “advanced CO2 technologies”. This information had no influence on VECTO simulation results. Only one manufacturer consistently indicated whether a vehicle registered presents advanced CO2 technologies. As a result, this analysis concerns only the fleet of this single manufacturer. Out of all new vehicles of its fleet, 67% were equipped with an active front grille, classified as an advanced aerodynamic measure. Furthermore, around 80% of its new vehicles were equipped with a pulse and glide technology, leading to more energy-efficient driving. No conclusions about advanced CO2 technologies within the whole fleet of the Union can be made. Besides this optional information on “advanced CO2 technologies”, the manufacturers had to indicate, whether the registered vehicle is equipped with an advanced driver-assistance systems (ADAS) technology. These parameters were taken into account during VECTO simulations, and hence it can be assumed that the data reported are accurate for all manufacturers. Table 8 presents the total number of vehicles equipped with an ADAS technology. Vehicle group Total ADAS technology 1 2 3 4 5 9 10 Eco-roll without engine stop-start 17 184 154 2121 58 180 7251 6461 74 368 Predictive cruise control 0 0 0 488 41 039 2668 3472 47 667 Total number of vehicles in group 953 4647 4676 24 180 160 349 40 046 27 218 262 069 Share of vehicles equipped with ADAS (%) 1.8 3.9 3.3 10.8 61.9 24.8 36.5 6.6 No vehicles registered during the reporting period of 2019 were equipped with the ADAS technologies “engine stop-start during vehicle stop” or “eco-roll with engine stop-start”. 4.2.2 Alternative fuels The fuel and engine type of a registered vehicle were mandatory specifications during the reporting period as they have an impact on the emissions determination via VECTO. Even though almost 98% of vehicles registered use Diesel, a small amount of newly registered vehicles use ethanol, LNG, or CNG. Table 9 gives an overview of the different fuel and engines within the vehicle groups. Vehicle group Total Fuel type (engine) 1 2 3 4 5 9 10 Conventional fuels Diesel (CI) 953 4632 4662 23 694 156 445 39 039 27 176 256 601 Alternative fuels Ethanol (CI) 0 0 0 0 16 15 0 31 LNG (PI) 0 0 0 28 2024 110 14 2176 CNG (PI) 0 15 14 389 1420 768 25 2631 NG (PI) 0 0 0 69 444 114 3 630 Total number of vehicles in group 953 4647 4676 24 180 160 349 40 046 27 218 262 069 Share of vehicles using alternative fuels (%) 0.0 0.3 0.3 2.0 2.4 2.5 0.2 2.1 For 630 natural gas vehicles simulated with early VECTO versions, no specification on the type of natural gas (LNG or CNG) is available. In Table 9 these vehicles are classified as NG. Table 10 shows data per Member State in terms of the number of vehicles using alternative fuels. The data are summed up within the two most important categories: medium lorries (i.e. groups 1, 2, and 3), as well as heavy lorries (i.e. groups 4, 5, 9, and 10).

Medium lorries Vehicle group 1, 2, and 3 Heavy lorries Vehicle groups 4, 5, 9, and 10 Total number of vehicles Share of vehicles using alternative fuels (%) Member State Diesel (CI) CNG (PI) Diesel (CI) Ethanol (CI) LNG (PI) CNG (PI) NG (PI) Austria 219 0 4822 0 7 22 8 5078 0.73 Belgium 458 0 7091 0 93 75 22 7739 2.46 Bulgaria 18 0 2417 0 1 171 29 2636 7.63 Croatia 36 0 873 0 1 1 4 915 0.66 Cyprus 2 0 10 0 0 0 0 12 0.0 Czechia 384 0 6522 0 6 44 15 6971 0.93 Denmark 104 0 3163 0 0 13 10 3290 0.70 Estonia 5 0 725 0 1 28 11 770 5.19 Finland 79 0 1448 1 5 45 5 1583 3.54 France 2087 6 41 452 14 323 805 144 44 831 2.88 Germany 3469 0 43 421 0 431 295 34 47 650 1.59 Greece 24 0 122 0 0 0 0 146 0.0 Hungary 24 0 4416 0 1 1 0 4442 0.05 Ireland 101 0 1081 0 0 10 0 1192 0.84 Italy 457 20 15 736 0 459 355 230 17 257 6.17 Latvia 4 0 921 0 10 2 0 937 1.28 Lithuania 4 0 7630 0 30 6 0 7670 0.47 Luxemburg 42 0 1077 0 1 2 0 1122 0.27 Malta 12 0 14 0 0 0 0 26 0.0 Netherlands 400 0 12 610 0 80 50 30 13 170 1.21 Poland 458 0 25 163 0 212 103 36 25 972 1.35 Portugal 87 0 3997 0 19 24 6 4133 1.19 Romania 35 0 5145 0 84 86 3 5353 3.23 Slovakia 80 0 1415 0 17 3 0 1515 1.32 Slovenia 8 0 1273 0 2 3 0 1286 0.39 Spain 663 3 18 355 0 366 177 37 19 601 2.97 Sweden 151 0 4396 16 24 99 3 4689 3.02 United Kingdom 833 0 30 516 0 1 182 1 31 533 0.58 Unknown 3 0 543 0 2 0 2 550 0.73 EU total 10 247 29 246 354 31 2176 2602 630 262 069 2.09 Differences between Member States might result from differently developed re-filling infrastructures for alternative fuels, e.g. CNG/LNG. Nonetheless, the number of registered vehicles using alternative fuels is low throughout the whole EU. 4.2.3 Alternative powertrains Vehicles with alternative powertrains, i.e. zero emission vehicles, hybrid electric vehicles, and dual-fuel vehicles, are exempt from VECTO simulations according to Article 9(1) of Regulation (EU) 2017/2400. Regulation (EU) 2019/1242 defines a zero-emission heavy-duty vehicle as a vehicle without an internal combustion engine, or with an internal combustion engine that emits less than 1 g CO2/kWh, or less than 1 g CO2/km. A hybrid electric vehicle is a vehicle combining an internal combustion engine with an electric motor. A dual-fuel vehicle is a vehicle with an internal combustion engine that is designed to operate on two different fuels at the same time. Based on the data provided during the reporting period of 2019, it is only possible to provide data on the total number of vehicles with alternative powertrains per manufacturer and Member State. Additional information on these vehicles, as e.g., their vehicle groups and sub-groups, are not available yet. Table 11 shows that the number of vehicles with alternative powertrains registered during the reporting period was very limited. Alternative powertrain Manufacturer Zero emission vehicle Hybrid electric vehicle Dual-fuel vehicle Total number of vehicles by manufacturer Share of vehicles with an alternative powertrain (%) DAF NV 1 0 0 51 765 0.00 DAIMLER TRUCK AG 0 0 0 43 942 0.00 FORD OTOMOTIV SANAYI AS 0 0 0 789 0.00 IVECO SPA 0 0 0 1688 0.00 IVECO MAGIRUS-AG 0 0 0 11 432 0.00 MAN TRUCK AND BUS SE 1 0 0 37 613 0.00 RENAULT TRUCK SA 0 0 0 24 156 0.00 SCANIA CV AB 0 20 0 49 227 0.04 VOLVO TRUCK CORPO-RATION 1 0 1006 42 486 2.37 Total number of vehicles 3 20 1006 263 098 0.39 5. Extent of the use of standard values in the reported data For CO2 emissions determination in accordance with Regulation (EU) 2017/2400, standard values, instead of certified values determined on the basis of testing, are set in that Regulation and can be used for certain components upon the choice of the manufacturer. The use of standard values reduces testing costs. These standard values are set in a way that encourages manufacturers to apply for component certification and testing. This means that standard values have to reflect the performance of the less efficient components available on the market.Therefore, their application results typically in a certain overestimation of the fuel consumption and CO2 emissions of the vehicles simulated. This section provides an overview on the extent of the use of standard values in the reported data. A more exhaustive analysis of the quantitative influence of the use of standard versus certified values on the reported CO2 emissions is beyond the scope of this report. An evaluation will be carried out by the Commission in the context of the assessment of reference CO2 emissions. Table 12 shows the percentage of vehicles from groups 1, 2, and 3 using at least one standard value during simulation. Additionally, it provides the total number of vehicles in the respective groups. Vehicle group Share of vehicles within group using a standard value for at least one component (%) Fleet composition: total number of vehicles 1 82.7 1890 2 61 4660 3 48.3 3557 Table 12: Fleet composition and share of vehicles using standard values in groups 1, 2, and 3 (medium lorries) Vehicles belonging to the heavy lorries’ groups are further separated into sub-groups that reflect the vehicles’ typical usage pattern and specific technical characteristics. Table 13 shows the percentage of vehicles from the different sub-groups using at least one standard value during simulation. It also presents the composition of the heavy lorries’ fleet. Vehicle sub-group Share of vehicles within sub-group using a standard value for at least one component (%) Fleet composition: total number of vehicles 4-UD 0.2 413 4-RD 43.5 10 324 4-LH 10.7 2419 5-RD 35.5 1151 5-LH 1.3 76 504 9-RD 30.8 9822 9-LH 10.6 11 445 10-RD 12 150 10-LH 1.4 11 751 Table 13: Fleet composition and share of vehicles using standard values in groups 4, 5, 9, and 10 (heavy lorries) The reported data also covers vocational vehicles, i.e. vehicles used for special purposes such as garbage collection or construction works. Vocational vehicles are, however, excluded from the data in Table 12 and 13.

Overall, within sub-group 5-LH, which has the largest share of the fleet, 98.7% of all vehicles are simulated using certified values. In total, 93.6% of the heavy lorries are simulated using certified values. However, a significant use of at least one standard value can be observed in some of the vehicle sub-groups of the heavy lorries (i.e. 43.5% in 4-RD, 35.5% in 5-RD or 30.8% in 9-RD). Furthermore, more than 57% of all medium lorries were simulated using at least one standard value. This observation confirms the expectations that standard values would be mainly used for vehicle types that are registered in lower numbers. 6. Conclusion This first report aims foremost to present the status quo of the EU’s heavy-duty vehicle fleet. More in-depth analyses of the monitoring data are planned for the upcoming reports, as it will only then be possible to examine developments and trends over time. The report compares the performance of the fleets of different Member States, manufacturers, and vehicle groups. It provides selected values on CO2 emissions, fuel consumption, as well as the share of alternative technologies in heavy-duty vehicles registered during the first reporting period. This section summarizes the key observations from the reported data. 6.1 CO2 emissions A fair comparison of the performance of different Member States and manufacturers in terms of the average specific CO2 emissions of their fleets is only possible within a given group (for medium lorries) or sub-groups (for heavy lorries). Within the representative group for medium lorries, i.e. group 2, significant differences among the fleets of different Member States and manufacturers can be observed. The relative difference between the best- and the worst-performing Member State’s fleet is of more than 30% (see Table 3). For the manufacturers, the relative difference accounts to 25% (see Table 4). As for the heavy lorries, the performances of the 5-Long Haul fleets of different Member States and manufacturers are more aligned. The relative difference in the performance of fleets is of around 7% amongst Member States (see Table 3), and around 12% amongst manufacturers (see Table 4). The higher variation of average specific CO2 emissions of medium lorries as compared to heavy lorries can be explained by two elements. Firstly, medium lorries are simulated with slightly different payloads depending on their technically permissible maximum laden mass, while the payload used at the simulations of heavy lorries does not depend on the technical characteristics of the individual vehicle. Secondly, there are more than one order of magnitude more heavy than medium lorries. As a result, coincidental fluctuations of CO2 emissions, in particular in smaller Member States, are more likely to occur for medium lorries. Furthermore, the data on the uptake of advanced technologies indicates that almost half of the newly registered vehicles are equipped with an advanced driver-assistance systems. The data on additional advanced CO2 technologies is limited, but suggests that a high share of vehicles is also equipped with advanced aerodynamic measures or a pulse and glide technology. 6.2 Fuels and powertrains At present, diesel vehicles still account for more than 97% of all EU’s newly registered heavy-duty vehicles. Only a limited number of vehicles use alternative fuels or alternative powertrains. The share of vehicles using alternative fuels, i.e. ethanol, CNG, or LNG, significantly varies between the Member States. While it is very low (below 0.5%) in Cyprus, Greece, Hungary, Lithuania, Luxemburg, Malta, and Slovenia, it reaches more than 7% and 6% in Bulgaria and Italy, respectively (see Table 10). This is mainly due to a relatively high share of natural gas (LNG, CNG, NG) vehicles, reflecting a quite well-developed gas refilling infrastructure in these countries. Currently, the number of zero-emission heavy-duty vehicles across the EU is negligibly small, with only three vehicles registered during the first reporting period (see Table 11). However, due to the entry in force of Regulation 2019/1242 setting CO2 emission performance standards for new heavy-duty vehicles, the uptake of zero-emission heavy-duty vehicles is expected to increase in the coming years.

Annex A.1 Mission profile weights (medium lorries)

Vehicle group RDL RDR UDL UDR 1 0.1 0.3 0.18 0.42 2 0.125 0.375 0.15 0.35 3 0.125 0.375 0.15 0.35 A.2 Average payload For groups 1, 2, and 3, the payload values are not fixed but vary according to the technically permissible maximum laden mass (TPMLM) of the individual vehicle. Hence, to calculate the average payload within a group, one has to take into account vehicle-specific payloads. The average payload for groups 1, 2, and 3 is calculated as follows: . Therein, is the sum over all vehicles from group , the sum over all mission profiles, the payload value attributed to vehicle for mission profile , and the total number of vehicles from vehicle group . are the same mission profile weights that are used for the calculation of the specific CO2 emissions of groups 1, 2, 3 (see Table A-1) A.3 Average CO2 emissions per Member State The average specific CO2 emissions in g/km of a vehicle (sub-)group per Member State are calculated as follows: . Therein, is the sum over all vehicles from a given (sub-)group and Member State and are the average specific CO2 emissions of a new heavy-duty vehicle from group and Member State , as defined by point 2.1. in Annex I of Regulation (EU) 2019/1242. is the total number of vehicles from group registered in Member State . The combined average specific CO2 emissions from groups 4, 5, 9, and 10 are calculated analogously to the formula given in 2.7. in Annex I of Regulation (EU) 2019/1242: . Therein, is the sum over all sub-groups within groups 4, 5, 9, and 10, are the average specific emissions of all new heavy-duty vehiclesin the Member State MS and in the vehicle sub-group , as defined above and presented in Table 3. is the mileage and payload weighting factor as determined in point 2.6. in Annex I of Regulation (EU) 2019/1242, is the share of new heavy-duty vehicles from a given Member State in a given sub-group A.4 Average CO2 emissions per manufacturer All values are calculated using the same methodology as in section A.3. Vocational vehicles are not taken into account. The average specific emissions in g/km of a vehicle (sub-)group per manufacturer are calculated as follows: . Herein the specific CO2 emissions are averaged over all vehicles from a given (sub-)group g and a given manufacturer (instead of a given Member State , as above).