Proposal for a Regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information {SEC(2007)1718} {SEC(2007)1720}
Date: 2007-12-21
Institutions: European Commission
Subjects: access to information, commercial vehicle, engine, general mechanical engineering, motor vehicle, motor vehicle pollution, pollution control measures, reduction of gas emissions

COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 21.12.2007 
COM(2007) 851 final 

2007/0295 (COD) 

Proposal for a 

REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 

on type-approval of motor vehicles and engines with respect to emissions from heavy 
duty vehicles (Euro VI) and on access to vehicle repair and maintenance information  

(presented by the Commission) 

{SEC(2007)1718} 
{SEC(2007)1720} 

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EXPLANATORY MEMORANDUM 

1) 

CONTEXT OF THE PROPOSAL 

Grounds for and objectives of the proposal 

The objective of the proposal is to lay down harmonised rules on the construction of motor 
vehicles with a view to ensuring the functioning of the internal market while at the same time 
providing for a high level of environmental protection regarding atmospheric emissions. 

The  proper  functioning  of  the  single  market  in  the  European  Union  requires  common 
standards  limiting  the  emission  of  atmospheric  pollutants  from  motor  vehicles.  Action  at 
Community level prevents varying product standards emerging across Member States which 
results in fragmentation of the internal market and imposition of unnecessary barriers to intra-
Community trade.  

Member  States  and  their  citizens  are  concerned  about  the  risks  to  human  health  and  the 
environment that results from air pollution. Although air quality has improved over the past 
decade,  there  are  still  significant  air  quality  problems  throughout  the  European  Union, 
especially in urban areas and in densely populated regions. 

General context 

Euro  IV  emission  limits  for  trucks  and  buses  are  applicable  as  from  9  November  2006  and 
Euro V emission limits will apply from 1 October 2008 for new type-approvals1 in both cases.  

With no change in the policy of reducing emission levels for heavy duty motor vehicles, there 
is  a  high  risk  that  the  functioning  of  the  internal  market  would  be  impaired  with  Member 
States  seeking  to  take  unilateral  action.  Poor  air  quality  will  also  remain  an  issue  in  the 
European  Union  with  atmospheric  pollution  continuing  to  have  a  detrimental  impact  on 
human health.  

Existing provisions in the area of the proposal 

The requirements for emissions from heavy duty vehicles and engines are presently governed 
by Directive 2005/55/EC1 as implemented by Directive 2005/78/EC2. 

Consistency with the other policies and objectives of the Union 

1 

2 

Directive  2005/55/EC  of  the  European  Parliament  and  of  the  Council  of  28  September  2005  on  the 
approximation  of  the  laws  of  the  Member  States  relating  to  the  measures  to  be  taken  against  the 
emission  of  gaseous  and  particulate  pollutants  from  compression-ignition  engines  for  use  in  vehicles, 
and  the  emission  of  gaseous  pollutants  from  positive-ignition  engines  fuelled  with  natural  gas  or 
liquefied petroleum gas for use in vehicles (OJ L 275, 20.10.2005, p. 1). 
Commission  Directive  2005/78/EC  of  14  November  2005  implementing  Directive  2005/55/EC  of  the 
European Parliament and of the Council on the approximation of the laws of the Member States relating 
to  the  measures  to  be  taken  against  the  emission  of  gaseous  and  particulate  pollutants  from 
compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive 
ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles and amending 
Annexes I, II, III, IV and VI thereto (OJ L 313, 29.11.2005, p. 1). 

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The  proposal  has  been  developed  in  the  context  of  the  "Clean  Air  For  Europe"  (CAFE) 
programme that provided the technical basis for the preparation of the Thematic Strategy on 
Air Pollution3. CAFE assessed levels of emissions, current and future air quality and the costs 
and  benefits  of  further  measures  to  improve  air  quality.  On  this  basis,  the  Commission  has 
identified measures which are required in order to attain the necessary air quality levels. Euro 
VI  is  one  among  several  such  measures  that  are  important  to  reduce  emissions  of  ozone 
precursors (such as nitrogen oxides-NOX and hydrocarbons-HC) and particulate matter. 

Moreover,  the  proposal  is  fully  in  line  with  the  aims  of  the  European  Union's  Sustainable 
Development Strategy and contributes significantly to the objectives of the Lisbon strategy. 

INTERESTED 

PARTIES  AND 

IMPACT 

2) 

CONSULTATION  OF 
ASSESSMENT 

Collection and use of expertise 

Scientific/expertise domains concerned 

The proposal required analysis of vehicle technologies to be used to reduce emissions and the 
associated costs of achieving the various scenarios for Euro VI emission limit values. 

Methodology used 

In  the  year  2004,  the  Commission  services  sent  out  a  questionnaire  to  stakeholders  on  new 
Euro  VI  emission  limits  for  heavy  duty  vehicles.  The  questionnaire  developed  a  number  of 
scenarios  for  new  limit  values  and  sought  data  on  the  technology  that  would  be  required  to 
meet those values and the associated costs. An expert panel of independent consultants was 
engaged  to  review  responses  to  the  questionnaire.  The  aim  was  to  assess  and  validate  the 
stakeholder responses and reach a common position on the technology required and cost for 
each scenario. This information was used to model the impacts of a number of the emission 
limit scenarios. 

Main organisations/experts consulted 

Data  were  collected  from  a  range  of  stakeholders  in  the  automotive  area  and  collated  by  a 
group of consultants led by TNO in The Netherlands. 

Summary of advice received and used 

The panel of consultants summarised the cost data provided by stakeholders. The Commission 
used  the  panel’s  report  as  an  input  to  the  analysis  of  the  various  emission  limit  value 
scenarios.  The  preferred  limit  values  have  been  selected  on  the  basis  of  their  technical 
feasibility and cost-effectiveness.  

Means used to make the expert advice publicly available 

The report of the expert panel is available on the DG Enterprise and Industry web site4. 

3 
4 

COM (2005) 446 final, 21.9.2005. 
http://europa.eu.int/comm/enterprise/automotive/pagesbackground/pollutant_emission/index.htm 

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Impact assessment 

An Impact Assessment is currently under development, in which five policy options are being 
considered: 

(1) 

'No  policy  change'  approach:  the  emission  limit  values  of  Euro  V  (Directive 
2005/55/EC as amended) remain in force for heavy duty vehicles. 

With no change in the policy of reducing emission levels for motor vehicles, there is a high 
risk  that  the  functioning  of  the  internal  market  would  be  impaired.  It  is  likely  that  in  the 
absence  of  stricter  emission  standards  at  European  level,  Member  States  would  start 
legislating themselves or would start using other measures, such as bans on certain types of 
vehicle entering cities or creation of low emission zones.  

Poor  air  quality  will  remain  an  issue  in  the  European  Union  as  atmospheric  pollution  will 
continue to have a detrimental impact on human health. The CAFE Programme showed that 
despite the improvements in pollutant emissions, health impacts from air pollution across the 
EU are still projected to be considerable in 2020. 

Therefore, this policy option is not considered to be viable. 

(2) 

Regulatory approach at the European level: revising the existing Euro V legislation 
through setting new Euro VI emission limit values at European Union level. 

In comparison with the no policy change scenario, the regulatory option will have the clear 
benefits of ensuring the proper functioning of the internal market and improving air quality. 
This will improve public health and, thus, will reduce healthcare costs. 

The indirect impacts of the regulatory option might be positive in terms of the international 
competitiveness of EU industry, especially in markets with strict environmental regulation in 
force.  

Within this approach, the possibility of applying the Euro VI stage in one single step or in two 
steps has been considered but according to the vast majority support expressed in the replies 
to  the  public  consultation,  it  has  been  decided  to  introduce  the  Euro  VI  stage  in  one  single 
step. 

Thus, the option of regulatory approach is pursued in the proposal. 

(3) 

Regulation in Member States: Member States develop their own emissions standards 
and/or impose other policy measures (e.g. temporary driving restrictions on vehicles 
not complying with more ambitious standards) 

This  approach  would  have  detrimental  effects on  the  functioning  of  the  internal  market,  for 
example regarding the market of commercial vehicles, but also in the free movement of goods 
transported by these vehicles. Therefore this approach has been rejected.  

(4) 

Fiscal  incentives  by  Member  States:  Member  States  introduce  on  a  voluntary  basis 
fiscal incentives for vehicles that fulfil stricter emission limit values than Euro V. 

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The sustainability of such measures can be questioned on the long term. Therefore, this policy 
could  lead  to  considerable  uncertainty  for  manufacturers  as  to  the  demand  for  cleaner 
vehicles. 

In  addition,  different  types  of  incentive  regimes  in  neighbouring  countries  could  result  in 
unpredictable  cross  border  effects,  both  in  terms  of  vehicle  purchasing  patterns  and  air 
pollution impacts. The continued existence of the single market for vehicles could therefore 
be put at risk. 

Thus, this option does not ensure that the policy objectives are attained and could even have a 
negative impact on the functioning of the internal market through reducing the certainty as to 
the demand for specific types of vehicles.  

Therefore, this is not the approach to be followed. 

(5) 

Non-regulatory approach: self-regulation through negotiated commitments with the 
automotive industry to reduce the emissions from new vehicles. 

It is not clear that a self commitment provides an adequate guarantee that a specific emission 
level  will  be  reached  or  that  there  will  be  appropriate  sanctions  available  if  the  self-
commitment  were  to  be  breached.  In  addition,  it  is  not  apparent  that  the  use  of  a  voluntary 
approach  would  offer  any  additional  benefits  to  the  industry,  governments  or  the  general 
public.  

The  Euro  series  of  emissions  regulations  are  widely  used  in  many  emerging  markets. 
Therefore,  developments  in  the  regulatory  system  for  emissions  established  in  the  EU  have 
important  implications  around  the  world.  A  move  away  from  a  regulatory  approach  to  a 
voluntary approach would therefore be disruptive to the process of global harmonisation.  

The option of non-regulatory approach will therefore not be considered further. 

3) 

LEGAL ELEMENTS OF THE PROPOSAL 

Summary of the proposed action 

The main aspect of this Regulation is that it requires a further tightening of vehicle emission 
limits for particulate matter (PM) and nitrogen oxides (NOX). 

A reduction of 66% in the mass of particulate emissions from compression-ignition engined 
vehicles  will  be  required.  While  this  lower  emission  limit  does  not  prescribe  a  particular 
technology, it will de facto require the introduction of diesel particulate filters (DPFs).  

The emission limit selected for particulates can be met by open or closed filters. Close filters 
have the benefit of reducing the ultra fine particles that are considered most harmful to health. 
To  prevent  the  possibility  that  in  the  future  open  filters  are  developed  that  meet  the  new 
particulate mass limit but enable a high number of ultra fine particles to pass, it is planned to 
introduce at a later stage a new standard limiting the number of particles that can be emitted. 
At  the  moment,  it  is  not  appropriate  to  define  a  number  standard  as  research  is  being 
conducted  at  the  UN/ECE  under  the  Particulate  Measurement  Programme  (PMP).  The 
UN/ECE working party is still examining this issue. Once the results of the PMP programme 
are available, a number standard should be implemented. 

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For compression-ignition engined vehicles, a reduction of 80% in NOx is planned. To comply 
with this emission limit, internal engine measures (e.g. Exhaust Gas Recirculation - EGR) and 
after-treatment  devices  (e.g.  Selective  Catalytic  Reduction  -  SCR)  will  be  needed  at  the 
current  state  of  the  art.  The  proposal  also  includes  reductions  in  emissions  from  positive-
ignition engines. 

The proposal includes a requirement that vehicle on-board diagnostic (OBD) information and 
vehicle  repair  and  maintenance  information  be  made  available  through  websites  in  the 
standardised  format  developed  by  a  technical  committee  of  stakeholders  (the  so-called 
'OASIS format'). 

Introduction  of  World-Wide  Harmonised  requirements  is  an  important  element  in  order  to 
reduce the testing costs of the automotive industry and will favour the competitiveness of the 
European  engine  and  vehicle  manufacturers.  In  this  context,  this  proposal  is  introducing 
requirements,  developed  in  the  framework  of  the  UN-ECE  WP.29  –  World  Forum  for 
Harmonisation of Vehicle Regulations – relating to: 

1. 

2. 

3. 

Use of world-wide harmonised steady state (WHSC) and transient (WHTC) driving 
cycles for the evaluation of pollutant emissions. 

Emissions testing and measurement methodology.  

World-Wide Harmonised on-board diagnostic (WWH-OBD) systems 

The proposal is also introducing requirements for the type-approval of exhaust after-treatment 
components such as catalysts and diesel particulate filters (DPFs). 

Legal basis 

The legal basis of the proposal is Article 95 of the Treaty. 

Subsidiarity principle 

The  subsidiarity  principle  applies  insofar  as  the  proposal  does  not  fall  under  the  exclusive 
competence of the Community. 

The objectives of the proposal cannot be sufficiently achieved by actions of Member States, 
because of the need to avoid the emergence of barriers to the single market and because of the 
trans-boundary implications of air pollution. 

Atmospheric modelling shows that the pollution emitted in one Member State contributes to 
measured pollution in other Member States so, in order to solve the problem of air pollution, 
concerted action at the EU scale is required  

Community  action  will  better  achieve  the  objectives  of  the  proposal  because  it  will  avoid 
fragmentation  of  the  internal  market  which  would  otherwise  arise.  By  setting  uniform 
standards for the level of pollutant emissions from motor vehicles, the proposal ensures better 
air quality in the European Union and addresses the problem of trans-boundary air pollution. 

The proposal therefore complies with the subsidiarity principle. 

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Proportionality principle 

The proposal complies with the proportionality principle because it does not go beyond what 
is  necessary  in  order  to  achieve  the  objectives  of  ensuring  the  proper  functioning  of  the 
internal market while at the same time providing for a high level of environmental protection. 

The cost-benefit analysis that is being carried out in the framework of the impact assessment 
of the proposal demonstrates that the selected emission limit values provide benefits for the 
society as a whole. 

Choice of instruments 

The  proposed  instrument  is  a  Regulation.  Other  means  would  not  be  adequate  for  the 
following reason: 

– 

The  use  of  a  Regulation  is  considered  to  be  appropriate  in  providing  the  required 
assurance  for  compliance whilst not requiring the  transposition into Member States 
legislation. 

The proposal uses the "split-level approach" that has been used in other pieces of legislation, 
e.g.  in  the  case  of  the  previous  Directive  for  heavy  duty  vehicle  emissions5.  This  approach 
foresees that the proposal and adoption of legislation will be made according to two different, 
but parallel, routes: 

– 

– 

first,  the  main  provisions  will  be  laid  down  by  the  European  Parliament  and  the 
Council in a Regulation based on Article 95 of the EC Treaty through the co-decision 
procedure (the 'co-decision proposal'); 

secondly, the technical specifications implementing the main provisions will be laid 
down in a Regulation adopted by the Commission with the assistance of a regulatory 
committee (the 'comitology proposal'). 

4) 

BUDGETARY IMPLICATION 

The proposal has no implications for the Community budget. 

5) 

ADDITIONAL INFORMATION  

Simulation, pilot phase and transitory period 

There are general transitory periods in the proposal in order to allow sufficient lead times for 
vehicle manufacturers. 

5 

Directive 2005/55/EC (OJ L 275, 20.10.2005, p.1) as implemented by Directive 2005/78/EC (OJ L 313, 
29.11.2005, p.1) 

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Simplification 

The proposal provides for simplification of legislation. 

The  Communication  from  the  Commission  to  the  Council,  the  European  Parliament,  the 
European Economic and Social Committee and the Committee of the Regions having the title 
“updating  and  simplifying  the  Community  acquis”6  identifies,  as  a  priority  area  for 
simplification  of  Community  legislation,  the  type-approval  system  for  motor  vehicles. 
Directives 2005/55/EC, 2005/78/EC and 2006/51/EC will be repealed. In addition, Directive 
80/1269/EEC7, and its amendments, relating to the engine power of motor vehicles will also 
be repealed and its technical requirements will be included in this proposal. 

The  proposal  provides  for  simplification  of  administrative  procedures  for  public  authorities 
(EU or national). The proposal is included in the Commission's rolling programme for up-date 
and  simplification  of  the  acquis  communautaire  and  its  Legislative  Work  Programme  under 
the reference 2007/ENTR/009. 

Repeal of existing legislation 

The adoption of the proposal will lead to the repeal of existing legislation. This is detailed in 
Article 15 of the proposal. 

European Economic Area 

The  proposed  act  concerns  an  EEA  matter  and  should  therefore  extend  to  the  European 
Economic Area. 

6 
7 

COM (2003) 71 final, 11.2.2003. 
Council Directive 80/1269/EEC of 16 December 1980 on the approximation of the laws of the Member 
States relating to the engine power of motor vehicles (OJ L 375, 31.12.1980, p. 46). 

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2007/0295 (COD) 

Proposal for a 

REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 

on type-approval of motor vehicles and engines with respect to emissions from heavy 
duty vehicles (Euro VI) and on access to vehicle repair and maintenance information  

(Text with EEA relevance) 

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION, 

Having regard to the Treaty establishing the European Community, and in particular Article 
95 thereof, 

Having regard to the proposal from the Commission8, 

Having regard to the opinion of the European Economic and Social Committee9, 

Acting in accordance with the procedure laid down in Article 251 of the Treaty10, 

Whereas: 

(1) 

(2) 

(3) 

The  internal  market  comprises  an  area  without  internal  frontiers  in  which  the  free 
movement  of  goods,  persons,  services  and  capital  must  be  ensured.  To  that  end  a 
comprehensive Community type-approval system for motor vehicles is in place. The 
technical  requirements  for  the  type-approval  of  motor  vehicles  with  regard  to 
emissions should therefore be harmonised to avoid requirements that differ from one 
Member State to another and to ensure a high level of environmental protection. 

This Regulation is a new separate regulation in the context of the Community type-
approval procedure under Directive 2007/46/EC of the European Parliament and of 
the  Council  establishing  a  framework  for  the  approval  of  motor  vehicles  and  their 
trailers,  and  of  systems,  components  and  separate  technical  units  intended  for  such 
vehicles  (Framework  Directive)11.  Therefore,  Annexes  IV,  VI  and  XI  to  that 
Directive should be amended accordingly. 

Following  the  request  of  the  European  Parliament,  a  new  regulatory  approach  has 
been introduced in the EC vehicle legislation. This Regulation should therefore lay 
down  only  fundamental  provisions  on  vehicle  emissions,  whereas  the  technical 
specifications  should  be  laid  down  by  implementing  measures  adopted  following 
comitology procedures. 

8 
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10 
11 

OJ C , , p. . 
OJ C , , p. . 
OJ C , , p. . 
OJ L 263, 9.10.2007, p.1. 

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(4) 

(5) 

(6) 

(7) 

(8) 

(9) 

The  Sixth  Community  Environment  Action  Programme  adopted  by  Decision 
No 1600/2002/EC  of  the  European  Parliament  and  of  the  Council  of  22  July  2002 
establishes the need to reduce pollution to levels which minimise harmful effects on 
human  health,  paying  particular  attention  to  sensitive  populations  and  the 
environment  as  a  whole.  Community  legislation  has  established  appropriate 
standards  for  ambient  air  quality  for  the  protection  of  human  health  and  sensitive 
individuals in particular, as well as for national emissions ceilings. The Clean Air For 
Europe  (CAFE)  programme  has  led  to  the  adoption  of  a  thematic  strategy  on  air 
pollution12. One of the conclusions of that thematic strategy is that further reductions 
in  emissions  from  the  transport  sector  (air,  maritime  and  land  transport),  from 
households  and  from  the  energy,  agricultural  and  industrial  sectors  are  needed  to 
achieve  EU  air  quality  objectives.  In  this  context,  the  task  of  reducing  vehicle 
emissions should be approached as part of an overall strategy. The Euro VI standards 
are  one  of  the  measures  designed  to  reduce  the  actual  in-use  emissions  of  air 
pollutants  such  as  particulate  pollutants  (PM)  as  well  as  ozone  precursors  such  as 
nitrogen oxides and hydrocarbons. 

Achieving  EU  air  quality  objectives  requires  a  continuing  effort  to  reduce  vehicle 
emissions.  For  that  reason,  industry  should  be  provided  with  clear  information  on 
future emission limit values. 

In  particular,  reduction  in  nitrogen  oxide  emissions  from  heavy  duty  vehicles  is 
necessary  to  improve  air  quality  and  comply  with  limit  values  for  pollution  and 
national  emissions  ceilings.  Setting  limit  values  for  nitrogen  oxide  emissions  at  an 
early  stage  should  provide  long-term,  Europe-wide  planning  security  for  vehicle 
manufacturers. 

In setting emissions standards it is important to take into account the implications for 
competitiveness of markets and manufacturers, the direct and indirect costs imposed 
on  business  and  the  benefits  that  accrue  in  terms  of  stimulating  innovation, 
improving air quality, reducing health costs and increasing life expectancy.  

Unrestricted  access  to  vehicle  repair  information,  via  a  standardised  format  which 
can  be  used  to  retrieve  the  technical  information,  and  effective  competition  on  the 
market  for  vehicle  repair  and  maintenance  information  services  are  necessary  to 
improve  the  functioning  of  the  internal  market,  particularly  as  regards  the  free 
movement  of  goods,  freedom  of  establishment  and  freedom  to  provide  services.  A 
great  proportion  of  such  information  is  related  to  on-board  diagnostic  systems  and 
their  interaction  with  other  vehicle  systems.  It  is  appropriate  to  lay  down  technical 
specifications  to  be  followed  by  the  manufacturers  in  their  websites,  along  with 
targeted  measures  to  ensure  reasonable  access  for  small  and  medium-sized 
enterprises (SMEs).  

The Commission should keep under review emissions which are as yet unregulated 
and which arise as a consequence of the wider use of new fuel formulations, engine 
technologies and emission control systems and, where necessary, submit a proposal 
to  the  European  Parliament  and  to  the  Council  with  a  view  to  regulating  such 
emissions. 

12 

COM(2005)0446, 21.9.2005. 

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(10) 

(11) 

(12) 

(13) 

(14) 

(15) 

It is appropriate to encourage the introduction of alternative fuel vehicles, which can 
have  low  nitrogen  oxides  and  particulate  emissions.  Thus,  limit  values  for 
hydrocarbons, non-methane hydrocarbons and methane should be introduced. 

In order to ensure that emissions of ultra fine particulate pollutants (PM 0,1 µm and 
below) are controlled, power should be given to the Commission to adopt a number 
based  approach  to  emissions  of  particulate  pollutants  in  addition  to  the  mass  based 
approach  which  is  currently  used.  The  number  based  approach  to  emissions  of 
particles  should  draw  on  the  results  of  the  UN/ECE’s  Particulate  Measurement 
Programme  (PMP)  and  be  consistent  with  the  existing  ambitious  objectives  for  the 
environment.  

The  Commission  should  adopt  world-wide  harmonised  driving  cycles  in  the  test 
procedure  that  provides  the  basis  of  EC  type-approval  emissions  regulations.  The 
application  of  portable  emissions  measurement  systems  for  verifying  the  actual  in-
use  emissions  and  the  introduction  of  procedures  to  control  off  cycle  emissions 
(OCE) should also be considered. 

On  board  diagnostic  (OBD)  systems  are  important  to  control  the  emissions  during 
the use of a vehicle. Due to the importance of controlling real world emissions, the 
Commission  should  keep  under  review  the  requirements  for  such  systems  and  the 
tolerance thresholds for monitoring faults.  

In  order  to  monitor  the  contribution  of  this  sector  to  the  global  emissions  of 
greenhouse  gases  (GHG)  the  Commission  should  introduce  measuring  of  fuel 
consumption and carbon dioxide emissions of heavy duty vehicles. 

In order to better control actual in-use emissions including OCE and to facilitate the 
in-service conformity process, a testing methodology and performance requirements 
based on the use of portable emission measuring systems (PEMS) should be adopted. 

(16)  With a view to meeting the air quality objectives, the Commission should introduce 
harmonised  provisions  to  ensure  that  off-cycle  emissions  from  heavy  duty  engines 
and vehicles are appropriately controlled over a broad range of engine and ambient 
operating conditions.  

(17) 

Correct functioning of the after-treatment system, and more specifically in the case 
of  NOx,  is  the  basic  requirement  to  fulfil  the  established  standards  for  pollutant 
emissions.  In  this  context,  measures  to  guarantee  the  proper  operation  of  systems 
relying in the use of a reagent should be introduced. 

(18)  Member  States  are  able,  by  means  of  financial incentives, to accelerate the placing 
on  the  market  of  vehicles  which  satisfy  the  requirements  adopted  at  Community 
level.  This  Regulation  should  not  affect  the  right  of  the  Member  States  to  include 
emissions in the basis for calculating taxes levied on vehicles.  

(19) 

The Member States should lay down rules on penalties applicable to infringements of 
the  provisions  of  this  Regulation  and  ensure  that  they  are  implemented.  Those 
penalties should be effective, proportionate and dissuasive. 

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(20) 

(21) 

(22) 

(23) 

(24) 

(25) 

The  requirements  of  engine  power  of  motor  vehicles  contained  in  Directive 
80/1269/EC  should  be  introduced  in  this  Regulation  and  in  Regulation  (EC)  No 
715/2007. Therefore, Regulation (EC) No 715/2007 should be amended accordingly 
and Directive 80/1269/EC should be repealed.  

Article 14(6) of Regulation No 715/2007 should be deleted as this Regulation repeals 
the  Directive  referred  to.  Therefore,  Regulation  (EC)  No  715/2007  should  be 
amended accordingly. 

In  order  to  simplify  community  legislation,  it  is  appropriate  to  replace  the  existing 
Directives  by  a  Regulation.  The  use  of  a  regulation  should  ensure  that  the  detailed 
technical  provisions  are  directly  applicable  to  manufacturers,  approval  authorities 
and technical services and that they can be updated in a fast and efficient way. The 
existing  heavy  duty  emissions  legislation,  Directives  2005/55/EC  2005/78/EC  and 
2006/51/EC, should be repealed.  

The measures necessary for the implementation of this Regulation should be adopted 
in accordance with Council Decision 1999/468/EC of 28 June 1999 laying down the 
procedures for the exercise of implementing powers conferred on the Commission13. 

In  particular,  power  should  be  conferred  on  the  Commission  to  introduce  particle 
number based limit values in Annex I, to specify the value of the admissible level of 
NO2  component  in  the  NOx  limit  value,  to  establish  specific  procedures,  tests  and 
requirements  for  type-approval,  as  well  as  a  measurement  procedure  for  particle 
number,  and  to  adopt  measures  concerning  off  cycle  emissions,  access  to  vehicle 
repair and maintenance information and test cycles used to measure emissions. Since 
those measures are of general scope and are designed to supplement this Regulation 
by the addition of new non-essential elements, they should be adopted in accordance 
with  the  regulatory  procedure  with  scrutiny  provided  for  in  Article  5a  of  Decision 
1999/468/EC. 

The  objectives  of  this  Regulation,  namely  the  realisation  of  the  internal  market 
through  the  introduction  of  common  technical  requirements  concerning  emissions 
from  motor  vehicles  and  guaranteed  access  to  vehicle  repair  and  maintenance 
information for independent operators on the same basis as for authorised dealers and 
repairers, cannot be sufficiently achieved by the Member States and can therefore be 
better  achieved  at  a  Community  level,  the  Community  may  adopt  measures,  in 
accordance with the principle of subsidiarity, as set out in Article 5 of the Treaty. In 
accordance  with  the  principle  of  proportionality,  as  set  out  in  that  Article,  this 
Regulation  does  not  go  beyond  what  is  necessary  in  order  to  achieve  those 
objectives, 

HAVE ADOPTED THIS REGULATION: 

Article 1 

Subject matter 

13 

OJ L184, 17.7.1999, p. 23. Decision as amended by Decision 2006/512/EC (OJ L200, 22.7.2006, p.11). 

EN 

12 

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This  Regulation  establishes  common  technical  requirements  for  the  type-approval  of  motor 
vehicles, engines and replacement parts with regard to their emissions. 

This  Regulation  also  lays  down  rules  for  in-service  conformity  of  vehicles  and  engines, 
durability of pollution control devices, on-board diagnostic (OBD) systems, measurement of 
fuel consumption and carbon dioxide (CO2) emissions and diesel smoke and accessibility of 
vehicle OBD and vehicle repair and maintenance information. 

Article 2 

Scope 

This Regulation shall apply to vehicles of categories M1, M2, N1 and N2 as defined in Annex II 
of Directive 2007/46/EC with a reference mass exceeding 2 610 kg and all motor vehicles of 
categories M3 and N3, as defined in that Annex. 

This  Regulation  shall  apply  without  prejudice  to  Article  2(2)  of  Regulation  (EC)  No 
715/2007. 

Article 3 

Definitions 

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

(1) 

(2) 

(3) 

(4) 

(5) 

(6) 

(7) 

“engine” means the motive propulsion source of a vehicle for which type-approval as 
a  separate  technical  unit,  as  defined  in  point  (25)  of  Article  3  of  Directive 
2007/46/EC, may be granted; 

“gaseous pollutants” means the exhaust gas emissions of carbon monoxide, oxides of 
nitrogen, expressed in nitrogen dioxide (NO2) equivalent, and hydrocarbons; 

“particulate  pollutants”  means  components  of  the  exhaust  gas  which  are  removed 
from the diluted exhaust gas at a maximum temperature of 325 K (52°C) by means of 
the filters described in the test procedure for verifying average tailpipe emissions; 

“tailpipe emissions” means the emission of gaseous and particulate pollutants; 

“crankcase” means the spaces in, or external to, an engine which are connected to the 
oil  sump  by  internal  or  external  ducts  through  which  gases  and  vapours  can  be 
emitted; 

“pollution control device” means those components of a vehicle that control and/or 
limit tailpipe emissions; 

“on-board  diagnostic”  or  “OBD  system”  means  a  system  for  controlling  emissions 
which  has  the  capability  of  identifying  the  likely  area  of  malfunction  by  means  of 
fault codes stored in computer memory; 

EN 

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(8) 

(9) 

(10) 

(11) 

(12) 

“defeat strategy” means an emission control strategy that reduces the effectiveness of 
the  emission  controls  under  ambient  or  engine  operating  conditions  encountered 
either during normal vehicle operation or outside the type approval test procedures; 

“original pollution control device” means a pollution control device or an assembly 
of such devices covered by the type-approval granted for the vehicle concerned; 

“replacement  pollution  control  device”  means  a  pollution  control  device  or  an 
assembly of such devices intended to replace an original pollution control device and 
which  can  be  approved  as  a  separate  technical  unit  as  defined  in  Article  3  of 
Directive 2007/46/EC; 

“vehicle  repair  and  maintenance  information”  means  all  information  required  for 
diagnosis,  servicing,  inspection,  periodic  monitoring,  repair,  re-programming  or  re-
initialising  of  the  vehicle  and  which  the  manufacturers  provide  for  their  authorised 
dealers and repairers, including all subsequent amendments and supplements to such 
information.  This  information  includes  all  information  required  for  fitting  parts  or 
equipment on to vehicles; 

“independent  operator”  means  undertakings  other  than  authorised  dealers  and 
repairers which are  directly or indirectly  involved in the  repair  and maintenance of 
motor  vehicles,  in  particular  repairers,  manufacturers  or  distributors  of  repair 
equipment,  tools  or  spare  parts,  publishers  of  technical  information,  automobile 
clubs,  roadside  assistance  operators,  operators  offering  inspection  and  testing 
services,  operators  offering  training  for  installers,  manufacturers  and  repairers  of 
equipment for alternative fuel vehicles;  

(13) 

"alternative  fuel  vehicle"  means  a  vehicle  designed  to  be  capable  of  running  on  at 
least one type of fuel that is either gaseous at atmospheric temperature and pressure, 
or substantially non-mineral oil derived; 

(14) 

"reference  mass"  means  the  mass  of  the  vehicle  in  running  order  less  the  uniform 
mass of the driver of 75 kg and increased by a uniform mass of 100 kg. 

Article 4 

Obligations of the manufacturers 

Manufacturers  shall  demonstrate  that  all  new  vehicles  sold,  registered  or  put  into 
service  within  the  Community,  all  new  engines  sold  or  put  into  service  within  the 
Community  and  all  new  replacement  pollution  control  devices  requiring  type-
approval  pursuant  to  Article  8,  which  are  sold  or  put  into  service  within  the 
Community, are type approved in accordance with this Regulation. 

Manufacturers shall ensure that type-approval procedures for verifying conformity of 
production,  durability  of  pollution  control  devices  and  in-service  conformity  are 
followed.  

1. 

2. 

EN 

14 

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The technical measures taken by the manufacturer shall be such as to ensure that the 
tailpipe emissions are effectively limited, pursuant to this Regulation, throughout the 
normal life of the vehicles under normal conditions of use.  

For that purpose, the mileage and period of time by reference to which the tests for 
durability  of  pollution  control  devices  undertaken  for  type-approval  and  testing  of 
conformity  of  in-service  vehicles  or  engines  are  to  be  carried  out  shall  be  the 
following:  

(a) 

160 000 km or five years, whichever is the sooner, in the case of engines fitted 
to vehicles of category M1, N1 and M2,;  

(b)  300 000 km or six years, whichever is the sooner, in the case of engines fitted 
to  vehicles  of  category  N2,  N3  with  a  maximum  technically  permissible  mass 
not exceeding 16 tonnes and M3 Class I, Class II and Class A, and Class B with 
a maximum technically permissible mass not exceeding 7.5 tonnes; 

(c) 

700  000  km  or  seven  years,  whichever  is  the  sooner,  in  the  case  of  engines 
fitted to vehicles of category N3 with a maximum technically permissible mass 
exceeding 16 tonnes and M3, Class III and Class B with a maximum technically 
permissible mass exceeding 7.5 tonnes. 

The Commission shall, in accordance with the procedure referred to in Article 39(9) 
of the Directive 2007/46/EC, establish specific procedures and requirements for the 
implementation of paragraphs 1 and 2 of this Article. 

Article 5 

Requirements and tests 

Manufacturers shall ensure compliance with the emission limits set out in Annex I. 

Manufacturers  shall  equip  engines  and  vehicles  so  that  the  components  likely  to 
affect emissions are designed, constructed and assembled so as to enable the engine 
or vehicle, in normal use, to comply with this Regulation. 

The  use  of  defeat  strategies  that  reduce  the  effectiveness  of  emission  control 
equipment shall be prohibited.  

The Commission shall, in accordance with the procedure referred to in Article 39(9) 
of  Directive  2007/46/EC,  adopt  measures  for  the  implementation  of  this  Article. 
These measures shall concern the following: 

(a) 

tailpipe emissions, including test cycles, off cycle emissions, particle number, 
emissions  at  idling  speed,  smoke  opacity  and  correct  functioning  and 
regeneration of pollution control devices; 

(b) 

crankcase emissions; 

(c)  OBD systems and in-service performance of pollution control devices; 

3. 

1. 

2. 

3. 

4. 

EN 

15 

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(d)  durability  of  pollution  control  devices,  replacement  pollution  control  devices, 
conformity  of  in-service  engines  and  vehicles,  conformity  of  production  and 
roadworthiness; 

(e) 

carbon dioxide emissions and fuel consumption;  

(f) 

granting extension of type-approvals; 

(g) 

test equipment;  

(h) 

reference fuels; 

(i)  measurement of engine power; 

(j) 

specific  provisions  to  ensure  the  correct  operation  of  NOx  control  measures; 
such  measures  shall  ensure  that  vehicles,  which  need  a  reagent  in  order  to 
respect  the  limit  values  for  NOx  emissions,  cannot  be  operated  without  such 
reagent. 

The Commission may, in accordance with the procedure referred to in Article 39(9) 
of Directive 2007/46/EC, adopt other measures concerning specific procedures, tests 
and requirements for type-approval. 

Article 6 

Access to information 

1. 

2. 

Manufacturers  shall  provide  unrestricted  and  standardised  access  to  on-board 
diagnostic  (OBD)  information  and  vehicle  repair  and  maintenance  information  to 
independent operators.  

Articles 6 and 7 of Regulation (EC) No 715/2007 shall apply. 

The Commission shall, in accordance with the procedure referred to in Article 39(9) 
of Directive 2007/46/EC, establish and update, for the implementation of paragraph 1 
of  this  Article,  the  technical  specifications  relating  to  the  way  in  which  OBD 
information and vehicle repair and maintenance information shall be provided. 

The Commission may, in accordance with the procedure referred to in Article 39(9) 
of Directive 2007/46/EC, adopt other measures necessary for the implementation of 
paragraph 1 of this Article. 

Article 7 

Obligations concerning systems using a consumable reagent 

1. 

Manufacturers, repairers and operators of the vehicles shall not tamper with systems 
which use a consumable reagent.  

EN 

16 

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2. 

Operators  of  the  vehicles  shall  ensure  that  the  vehicle  is  not  being  driven  without 
consumable reagent. 

1. 

2. 

3. 

Article 8 

Time table for application of type-approval of vehicles and engines 

With  effect  from  the  date  set  out  in  the  first  sentence  of  the  second  paragraph  of 
Article 16, national authorities shall refuse, on grounds relating to emissions, to grant 
EC  type-approval  or  national  type-approval  in  respect  of  new  types  of  engine  or 
vehicle which do not comply with this Regulation.  

Type-approval  technical  certificates  corresponding  to  emission  stages  previous  to 
Euro  VI  may  be  granted  to  vehicles  and  engines  intended  for  export  to  third 
countries,  provided  such  certificates  clearly  state  that  the  vehicles  and  engines  in 
question cannot be placed on the Community market. 

With  effect  from  1  October  2014,  national  authorities  shall,  in  the  case  of  new 
vehicles  which  do  not  comply  with  this  Regulation,  consider  certificates  of 
conformity  to  be  no  longer  valid  for  the  purposes  of  Article  26  of  Directive 
2007/46/EC and shall, on grounds relating to emissions, prohibit the registration, the 
sale and entry into service of such vehicles.  

With effect from the same date and except in the case of replacement engines for in-
service  vehicles,  national  authorities  shall  prohibit  the  sale  or  use  of  new  engines 
which do not comply with this Regulation. 

Without  prejudice  to  paragraphs  1  and  2  of  this  Article,  and  subject  to  entry  into 
force  of  the  implementing  measures  referred  to  in  Article  4(3),  in  the  first 
subparagraph  of  Article  5(4)  and  in  the  first  subparagraph  of  Article  6(2),  if  a 
manufacturer  so  requests,  national  authorities  may  not,  on  grounds  relating  to 
emissions of vehicles, refuse to grant EC type-approval or national type-approval for 
a new type of vehicle or engine, or prohibit the registration, sale or entry into service 
of  a  new  vehicle  and  the  sale  or  use  of  new  engines,  where  the  vehicle  or  engines 
concerned comply with this Regulation . 

Article 9 

Obligations of Member States concerning type-approval of replacement parts 

National  authorities  shall  prohibit  the  sale  or  installation  on  a  vehicle  of  new  replacement 
pollution control devices intended to be fitted on vehicles approved under this Regulation if 
they are not of a type in respect of which a type-approval has been granted in compliance with 
this Regulation. 

Article 10 

Financial incentives 

EN 

17 

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1. 

2. 

3. 

4. 

1. 

Subject  to  the  entry  into  force  of  the  implementing  measures  to  this  Regulation, 
Member States may provide for financial incentives that apply to motor vehicles in 
series production, which comply with this Regulation. 

Those  incentives  shall  apply  to  all  new  vehicles  put  on  the  market  of  the  Member 
State  concerned,  which  comply  with  this  Regulation.  However,  they  shall  cease  to 
apply on 1 October 2014 at the latest. 

Subject  to  the  entry  into  force  of  the  implementing  measures  to  this  Regulation, 
Member  States  may  grant  financial  incentives  for  the  retrofitting  to  the  emission 
limit values set out in Annex I of in-use vehicles and for scrapping vehicles which do 
not comply with this Regulation.  

For  each type of  motor vehicle, the financial incentives referred to in  paragraphs 1 
and  2  shall  not  exceed  the  additional  cost  of  the  technical  devices  introduced  to 
ensure compliance with the emission limits specified in Annex I, including the cost 
of installation on the vehicle. 

The  Commission  shall  be  informed  of  plans  to  institute  or  change  the  financial 
incentives referred to in paragraphs 1 and 2.  

Article 11 

Penalties 

Member States shall lay down the provisions on penalties applicable for infringement 
of the provisions of this Regulation and shall take all measures necessary to ensure 
that  they  are  implemented.  The  penalties  provided  for  must  be  effective, 
proportionate  and  dissuasive.  Member  States  shall  notify  those  provisions  to  the 
Commission  by  [DATE  18  months  after  entry  into  force  of  this  Regulation]  at  the 
latest and shall notify it without delay of any subsequent amendment affecting them. 

2. 

The  types  of  infringements  by  manufacturers  which  are  subject  to  a  penalty  shall 
include:  

(a)  making false declarations during the approval procedures or procedures leading 

to a recall; 

(b) 

falsifying test results for type-approval or in-service conformity; 

(c)  withholding  data  or  technical  specifications  which  could  lead  to  recall  or 

withdrawal of type-approval; 

(d)  use of defeat strategies;  

(e) 

refusal to provide access to information. 

The  types  of  infringements  by  manufacturers,  repairers  and  operators  which  are 
subject  to  a  penalty  shall  include  tampering  with  systems  which  use  a  consumable 
reagent. 

EN 

18 

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The types of infringements by operators which are subject to a penalty shall include 
driving a vehicle without consumable reagent. 

Article 12 

Redefinition of Specifications 

1. 

2. 

3. 

4. 

After  the  completion  of  the  UN/ECE  Particulate  Measurement  Programme, 
conducted  under  the  auspices  of  the  World  Forum  for  Harmonization  of  Vehicle 
Regulations,  the  Commission  shall,  without  lowering  the  level  of  environment 
protection within the Community: 

(a) 

introduce particle number based limit values, and if appropriate to specify the 
value  of  the  admissible  level  of  NO2  component  in  the  NOx  limit  value; 
therein, in accordance with Article 39(2) of Directive 2007/46/EC; 

(b) 

adopt a measurement procedure for particle number 

The  Commission  shall  establish  correlation  factors  between  the  European  transient 
cycle  (ETC)  and  the  European  steady  state  cycle  (ESC)  as  described  in  Directive 
2005/55/EC, and the world-wide harmonised transient driving cycle (WHTC) and the 
world-wide harmonised steady state driving cycle (WHSC) and shall adapt the limit 
values accordingly.  

The  Commission  shall  keep  under  review  the  procedures,  tests  and  requirements 
referred to in Article 5(4) as well as the test cycles used to measure emissions. 

If  the  review  finds  that  those  procedures, tests,  requirements  and  test  cycles  are  no 
longer adequate or no longer reflect actual world emissions, they shall be adapted so 
as to adequately reflect the emissions generated by real driving on the road. 

The Commission shall keep under review the pollutants listed in point 2 of Article 3. 
If  the  Commission  concludes  that  it  is  appropriate  to  regulate  the  emissions  of 
additional pollutants, it shall amend this Regulation accordingly.  

Article 13 

Amendments to Regulation (EC) No 715/2007  

Regulation (EC) No 715/2007 is amended as follows:  

1.  Article 5(3) is amended as follows: 

(i) 

after point (h), the word “and” is deleted; 

(ii) 

the following point (j) is added: 

‘(j) measurement of engine power.’ 

EN 

19 

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2.  Article 14(6) is deleted.  

Article 14 

Amendments to Directive 2007/46/EC 

Annexes IV, VI and IX to Directive 2007/46/EC are amended in accordance with Annex II to 
this Regulation  

Article 15 

Repeal 

1. 

2. 

Council  Directive  80/1269/EEC,  Commission  Directives  88/195/EEC,  97/21/EC, 
1999/99/EC  and  2005/78/EC,  and  Directive  2005/55/EC  are  repealed  with  effect 
from 1 October 2014. 

References  made  to  the  repealed  Directives  shall  be  construed  as  references  to  this 
Regulation. 

Article 16 

Entry into force 

This Regulation shall enter into force on the twentieth day following that of its publication in 
the Official Journal of the European Union. 

It shall apply from 1st April 2013. However, Articles 8(3) and 10 shall apply from the date of 
entry into force and points 1(a)(i), 1(b)(i), 2(a), 3(a)(i), 3(b)(i), 3(c)(i) and 3(d)(i) of Annex II 
shall apply from 1 October 2014. 

This Regulation shall be binding in its entirety and directly applicable in all Member States. 

Done at Brussels,  

For the European Parliament 
The President 

For the Council 
The President 

EN 

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ANNEX I  

Euro VI Emission Limits  

Limit values 

CO 

THC 

NMHC 

CH4 

NOX (3) 

NH3 

PM mass 

(mg/kWh) 

(mg/kWh) 

(mg/kWh)

(mg/kWh)

(mg/kWh)

(ppm) 

(mg/kWh) 

PM (1) 
number 

(#/kWh) 

1500 

130 

4000 

160 

400 

400 

10 

10 

10 

4000 

160 

500 

400 

10 

10 

10 

ESC 
(CI) 

ETC 
(CI) 

ETC 
(PI)  

WHSC 
(2) 

WHTC 
(2) 

Note: 

PI = Positive Ignition,  

CI = Compression Ignition 

(1) A number standard is to be defined at a later stage 

(2)The limit values relating to WHSC and WHTC will be introduced, at a later stage, once correlation factors with respect to 
the current cycles (ESC and ETC) have been established  

(3)  The  admissible 

level  of  NO2  component 

in 

the  NOx 

limit  value  may  be  defined  at  a 

later  stage 

EN 

21 

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ANNEX II 

Amendments to Directive 2007/46/EC  

Directive 2007/46/EC is amended as follows: 

1. Part I of Annex IV is amended as follows:  

(a) the table is amended as follows: 

(i) point 40 is deleted; 

(ii) the following point 41a is inserted: 

Subject 

Regulatory 
act 
reference 

Official 
reference 

Journal 

41a 

Emissions 
(Euro  VI) 
heavy  duty 
vehicles/acc
ess 
information 

to 

No 

[EC) 
…/… 
number  of 
this 
Regulation 
to 
inserted] 

be 

[L ..,  …,  p. .. 
reference  to  this 
Regulation  to  be 
inserted] 

Applicability 

M1  M2  M3  N1 

N2  N3  O1  O2  O3  O4 

X12  X12  X  X 12  X12  X 

(iii) the following note is added: 

"12 

For  vehicles  with  a  reference  mass  exceeding  2610  kg  which  are  not  type-approved  (at  the 
manufacturer’s request and provided their reference mass does not exceed 2840 kg) under Regulation 
EC (No) 715/2007" 

(b) in the Appendix, the table is amended as follows: 

(i) point 40 is deleted; 

(ii) the following point 41a is inserted:  

Subject 

Regulatory 
reference 

act 

Official Journal 
reference 

M1 

[EC)  No  …/… 
number  of 
this 
Regulation  to  be 
inserted] 

[L ..,  …,  p. .. 
reference 
to 
this  Regulation 
to be inserted] 

A 

41a 

set 

(Euro  VI) 
Emissions 
heavy  duty  vehicles, 
with  the  exception  of 
the  whole 
of 
requirements  relating  to 
On  Board  Diagnostics 
(OBDs)  and  access  to 
information /Access 
to 
information 

2. 

In the Appendix to Annex VI, the table is amended as follows: 

EN 

22 

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(a) point 40 is deleted; 

(b) the following point 41a is inserted: 

Subject 

Regulatory 
reference 

act 

As amended by

Applicable to 

versions 

41a  Emissions 
heavy 
VI) 
vehicles/access 
information  

(Euro 
duty 
to 

[EC)  No  …/… 
this 
number  of 
Regulation  to  be 
inserted] 

3. 

Annex XI is amended as follows: 

(a) In Appendix 1, the table is amended as follows: 

(i) point 40 is deleted 

(ii) the following point 41a is inserted: 

Item  Subject 

Regulatory 
reference 

act 

M1 ≤ 2 500 
(1) kg 

M1 > 2 500 
(1) kg 

M2 

M3 

41a  Emissions  (Euro  VI) 
duty 
to 

heavy 
vehicles/access 
information  

[EC)  No  …/… 
number  of  this 
Regulation 
to 
be inserted] 

G+H 

G+H 

G+H 

G+H 

(b) In Appendix 2 , the table is amended ad follows: 

(i) point 40 is deleted; 

(ii) the following point 41a is inserted in the table: 

Item  Subject 

41a  Emissions  (Euro  VI) 
duty 
to 

heavy 
vehicles/access 
information 

Regulatory 
act reference 

[EC) 
No 
…/…  number 
of 
this 
Regulation  to 
be inserted] 

M1  M2  M3  N1  N2  N3  O1  O2  O3  O4 

X 

X 

X 

X 

X 

X 

. 

(c) In Appendix 4, the table is amended ad follows: 

(i) point 40 is deleted; 

(ii) the following point 41a is inserted: 

EN 

23 

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Item  Subject 

Regulatory  act 
reference 

M2  M3  N1 

N2 

N3 

O1 

O2 

O3 

O4 

41a  Emissions  (Euro  VI) 
duty 
to 

heavy 
vehicles/access 
information 

[EC)  No  …/… 
number  of  this 
to 
Regulation 
be inserted] 

H 

H 

H 

H 

H 

(d) In Appendix 5, the table is amended as follows: 

(i) point 40 is deleted; 

(ii)the following point 41a is inserted : 

Item 

Subject 

Regulatory act reference 

Mobile 
crane 
of category N3 

41a 

Emissions  (Euro  VI) 
duty 
heavy 
to 
vehicles/access 
information 

[EC) No …/… number of 
this  Regulation 
to  be 
inserted] 

X 

EN 

24 

   EN