Autotööstuse lihtsustamise omnibus

EN EN

EUROPEAN COMMISSION

Strasbourg, 16.12.2025

COM(2025) 993 final

2025/0422 (COD)

Proposal for a

REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

amending Regulations (EC) No 561/2006, (EU) 2018/858, (EU) 2019/2144 and (EU)

2024/1257 of the European Parliament and of the Council as regards the simplification

of technical requirements and testing procedures for motor vehicles and repealing

Council Directive 70/157/EEC and Regulation No 540/2014 of the European Parliament

and of the Council

{SWD(2025) 1056 final}

EN 1 EN

EXPLANATORY MEMORANDUM

1. CONTEXT OF THE PROPOSAL

• Reasons for and objectives of the proposal

The automotive value chain is a pillar of the EU economy, accounting for EUR 589.3 billion

euro and 3.7% of total value added of Europe’s GDP ,and direct employment of 10.6 million

Europeans1.

In an increasingly unpredictable trade environment, maintaining a robust and competitive

automotive industry is essential for safeguarding the EU’s strategic autonomy and global

economic standing.

The analysis provided by the recent high-level reports of Enrico Letta and Mario Draghi2 puts

the reduction of regulatory burdens and the simplification of EU legislation among the top

priorities. While the existing regulatory framework brings predictability and helps to achieve

our shared public policy objectives, it should, however, not put undue burden and costs on

industry. Representatives from the EU’s automotive industry have recently highlighted that a

high number of legislations3 must be complied with by European vehicle manufacturers

between now and 2030, resulting in up to 25% research & development costs in certain

cases4.

In her political guidelines for the European Commission’s 2024–20295, President von der

Leyen outlined a vision focused on sustainable prosperity and strengthening competitiveness

across Europe, emphasising the need to make doing business faster and easier. This has been

further outlined with the adoption of the Competitiveness Compass in January 20256,

followed by the Clean Industrial Deal in February 20257 and the “A simpler and faster

Europe” Communication on implementation and simplification8. A streamlined regulatory

framework with reduced administrative burden was mentioned as one of the fundamental

pillars of this new competitiveness roadmap.

1 Figures based on Eurostat FIGARO data: https://ec.europa.eu/eurostat/web/esa-supply-use-input-

tables/information-data#figaro 2 The Draghi report on EU competitiveness https://commission.europa.eu/topics/competitiveness/draghi-

report_en 3 ACEA proposal for simplified regulatory framework https://www.acea.auto/publication/acea-proposal-

for-simplified-regulatory-framework/ 4 ACEA policy paper EU regulatory framework for the decarbonisation of road transport

https://www.acea.auto/files/ACEA-policy-paper-EU-regulatory-framework-for-the-decarbonisation-of-

road-transport.pdf 5 Political Guidelines 2024-2029 https://commission.europa.eu/priorities-2024-2029_en 6 Communication from the Commission to the European Parliament, the European Council, the Council,

the European Economic and Social Committee and the Committee of the Regions - A Competitiveness

Compass for the EU COM(2025) 30 final https://eur-lex.europa.eu/legal-

content/EN/TXT/?uri=CELEX%3A52025DC0030 7 Communication from the Commission to the European Parliament, the Council, the European

Economic and Social Committee and the Committee of the Regions: The Clean Industrial Deal: A joint

roadmap for competitiveness and decarbonisation COM/2025/85 final https://eur-lex.europa.eu/legal-

content/EN/TXT/?uri=CELEX%3A52025DC0085 8 Communication from the Commission to the European Parliament, the Council, the European

Economic and Social Committee and the Committee of the Regions: A simpler and faster Europe:

Communication on implementation and simplification COM/2025/47 final https://eur-

lex.europa.eu/legal-content/EN/TXT/?uri=celex:52025DC0047

EN 2 EN

In line with this simplification agenda, the Industrial action plan for the European automotive

sector9, adopted in March 2025, stated that the Commission, in consultation with

stakeholders, would develop a regulatory simplification package for the automotive industry,

by improving coherence and consistency between different regulatory requirements.

Furthermore, it also announced the Commission’s intention to give, when making new

legislative proposals, sufficient lead time for the industry to reflect these new regulatory

requirements for motor vehicles in the product development process. This simplification

agenda is particularly important in light of the growing complexity of vehicle developments

and architectures, including software, AI models, and increasing autonomy.

Following the aforementioned commitments, the automotive omnibus will simplify and

streamline certain provisions and procedures of the following acts to achieve the following

specific objectives:

– Removing regulatory obstacles for the uptake of electric light

commercial vehicles

Electric light commercial vehicles are heavier as the result of the weight of their battery.

While they have the same payload and use cases as a light commercial vehicle with an

internal combustion engine with a maximum permissible mass below 3.5 tonnes, they fall

within the scope of the rules on driving times and rest rules which require the installation and

use of the tachograph for commercial vehicles with a maximum permissible mass exceeding

3.5 tonnes as well as the requirement to be equipped with speed limitation devices. These

requirements make such electric light electric vehicles with a mass exceeding 3.5 tonnes less

attractive to customers, many of whom are SMEs and microenterprises, due to the costs

involved in installing and using a tachograph10 and speed limitation device. Such additional

burden hampers the uptake of electric vans compared to similar combustion engine vans,

which can therefore also result in increased difficulty for vehicle manufacturers to reach CO2

performance targets for light commercial vehicles.

This issue has also been recognised and taken into account in the recent revision of the EU

Driving Licence Directive11, whereby a category B licence will be valid, two years after it was

issued for the first time, for vehicles with a maximum authorised mass exceeding 3.5 tonnes

but not exceeding 4.25 tonnes.

Regulation (EC) No 561/200612: This Regulation lays down rules on driving times, breaks

and rest periods for drivers of vehicles engaged in the carriage by road of goods, as well as

drivers engaged in the carriage by road of passengers, with an aim to ensure fair competition

among road transport operators, to improve working conditions of drivers, and to contribute to

9 Communication from the Commission to the European Parliament, the Council, the European

Economic and Social Committee and the Committee of the Regions: Industrial Action Plan for the

European automotive sector COM/2025/95 final https://eur-lex.europa.eu/legal-

content/EN/TXT/?uri=celex:52025DC0095 10 The tachograph is the device that records driving time, breaks and rest periods as well as periods of

other work and availability of drivers engaged in the carriage of goods or passengers by road. 11 Directive (EU) 2025/2205 of the European Parliament and of the Council of 22 October 2025 on

driving licences, amending Regulation (EU) 2018/1724 of the European Parliament and of the Council

and Directive (EU) 2022/2561 of the European Parliament and of the Council, and repealing Directive

2006/126/EC of the European Parliament and of the Council and Commission Regulation (EU) No

383/2012 (OJ L, 2025/2205, 5.11.2025 http://data.europa.eu/eli/dir/2025/2205/oj ). 12 Regulation (EC) No 561/2006 of the European Parliament and of the Council of 15 March 2006 on the

harmonisation of certain social legislation relating to road transport and amending Council Regulations

(EEC) No 3821/85 and (EC) No 2135/98 and repealing Council Regulation (EEC) No 3820/85 (OJ L

102, 11.4.2006, pp. 1–14 https://eur-lex.europa.eu/eli/reg/2006/561/oj/eng)

EN 3 EN

road safety. The main device used to control driving times and rest periods is the tachograph.

The installation, construction and use of the tachograph is regulated by Regulation (EU) No

165/201413.

Regulation (EC) No 2019/214414: also known as the General Safety Regulation (GSR), this

Regulation lays down EU vehicle safety requirements for vehicle type-approval, including

those addressing the specific concerns of vulnerable road users, such as pedestrians and

cyclists. It also includes the requirement for N2 vehicles15 to be equipped with speed

limitation devices.

– Reducing the adjustment costs related to Euro 7 emission tests

The Euro 7 Regulation (EU) 2024/125716 sets out in Article 14(7) that the methods for

measuring pollutant emissions shall reflect those laid down in Regulation (EU) 2017/115117

(i.e., Euro 6). However, while in Euro 6 specific – significantly higher - emission limits were

laid down for a laboratory test at low temperature, the Euro 7 Regulation does not contain

dedicated emission limits for that specific test procedure. The requirement to comply with the

general emission limits under such a laboratory test at low temperature goes against the

intention of Article 14(7) and would increase the regulatory burden for vehicle manufacturers

as well as for national type-approval authorities without any benefits for environmental

performance.

13 Regulation (EU) No 165/2014 of the European Parliament and of the Council of 4 February 2014 on

tachographs in road transport, repealing Council Regulation (EEC) No 3821/85 on recording equipment

in road transport and amending Regulation (EC) No 561/2006 of the European Parliament and of the

Council on the harmonisation of certain social legislation relating to road transport (OJ L 60, 28.2.2014,

pp. 1–33 https://eur-lex.europa.eu/eli/reg/2014/165/oj/eng) 14 Regulation (EU) 2019/2144 of the European Parliament and of the Council of 27 November 2019 on

type-approval requirements for motor vehicles and their trailers, and systems, components and separate

technical units intended for such vehicles, as regards their general safety and the protection of vehicle

occupants and vulnerable road users, amending Regulation (EU) 2018/858 of the European Parliament

and of the Council and repealing Regulations (EC) No 78/2009, (EC) No 79/2009 and (EC) No

661/2009 of the European Parliament and of the Council and Commission Regulations (EC) No

631/2009, (EU) No 406/2010, (EU) No 672/2010, (EU) No 1003/2010, (EU) No 1005/2010, (EU) No

1008/2010, (EU) No 1009/2010, (EU) No 19/2011, (EU) No 109/2011, (EU) No 458/2011, (EU) No

65/2012, (EU) No 130/2012, (EU) No 347/2012, (EU) No 351/2012, (EU) No 1230/2012 and (EU)

2015/166 (OJ L 325, 16.12.2019, pp. 1–40 https://eur-lex.europa.eu/eli/reg/2019/2144/oj/eng ). 15 According to the definition of Regulation (EU)2018/858 article 4 paragraph 1 (b) (ii): motor vehicles

with a maximum mass exceeding 3,5 tonnes but not exceeding 12 tonnes 16 Regulation (EU) 2024/1257 of the European Parliament and of the Council of 24 April 2024 on type-

approval of motor vehicles and engines and of systems, components and separate technical units

intended for such vehicles, with respect to their emissions and battery durability (Euro 7), amending

Regulation (EU) 2018/858 of the European Parliament and of the Council and repealing Regulations

(EC) No 715/2007 and (EC) No 595/2009 of the European Parliament and of the Council, Commission

Regulation (EU) No 582/2011, Commission Regulation (EU) 2017/1151, Commission Regulation (EU)

2017/2400 and Commission Implementing Regulation (EU) 2022/1362 (OJ L, 2024/1257, 8.5.2024

https://eur-lex.europa.eu/eli/reg/2024/1257/oj/eng) 17 Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007

of the European Parliament and of the Council on type-approval of motor vehicles with respect to

emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle

repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and

of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No

1230/2012 and repealing Commission Regulation (EC) No 692/2008 (OJ L 175, 7.7.2017, pp. 1–643

https://eur-lex.europa.eu/eli/reg/2017/1151/oj/eng).1–643 https://eur-

lex.europa.eu/eli/reg/2017/1151/oj/eng)

EN 4 EN

Moreover, Annex V of the Euro 7 Regulation requires for the type-approval of heavy-duty

vehicle engines tests per vehicle type. This requirement will introduce unnecessary

administrative and regulatory burden by multiplying tests without providing additional

environmental benefits. This is not aligned with the intention of the co-legislators to

strengthen emission limits for heavy-duty vehicles while retaining the established test

methods of the Euro 6 Regulation.

Lastly, the Euro 7 Regulation is not specific about the methods to process data received from

on-board monitoring (OBM) systems and on-board fuel and electric energy consumption

monitoring (OBFCM) devices present in Euro 7 vehicles, which could lead to dis-harmonised,

inefficient approaches that would increase costs on vehicle manufacturers and authorities.

Regulation (EC) No 2024/1257: also known as Euro 7, this Regulation covers the type-

approval of vehicles, engines, and related systems and components with respect to their

emissions and battery durability. It also introduces measures for on-board monitoring of

emissions, battery performance, and emission performance throughout a vehicle's lifetime.

– Improving coherence and avoid market fragmentation (noise; vehicle

interoperability with charging infrastructure and grid)

Regulation (EC) No 540/201418 sets mandatory noise limit values for different vehicle

categories and the development of acoustic vehicle alerting systems (AVAS) for electric

vehicles. At the same time, the EU motor vehicle type-approval regulation recognises

compliance with UN Regulations on noise and AVAS as alternative. As Regulation (EC) No

540/2014 does not include a mechanism to update the requirements in line with UN

developments, this has created a parallel set of rules to obtain motor vehicle type-approval

with potential loopholes and inconsistencies for the automotive industry, national type-

approval and market surveillance authorities.

Regulation (EC) No 540/2014: Regulation (EC) No 540/2014 aims to reduce major sources

of noise caused by motor vehicles. The regulation sets noise-limit values for the different

vehicle categories, it lays out rules on labelling and consumer information, and the

development of acoustic vehicle alerting systems (AVAS) for electric vehicles.

As battery electric vehicle’s technology is evolving at a fast pace and the penetration of

electric vehicles on the market is increasing, interoperability between vehicles, the charging

infrastructure and the electricity grid is becoming increasingly critical. A harmonised

approach to interoperability - at EU level – is essential to avoid fragmentation of certain

technical requirements which are currently being developed outside of the vehicle type-

approval framework, notably as regards the implementation of the revised Network Codes

(DDC 2.0 - Regulation (EU) 2016/138819 and RfG 2.0 Regulation (EU) 2016/63120).

18 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 (OJ L 158, 27.5.2014, pp. 131–195 https://eur-

lex.europa.eu/eli/reg/2014/540/oj/eng) 19 Commission Regulation (EU) 2016/1388 of 17 August 2016 establishing a Network Code on Demand

Connection (OJ L 223, 18.8.2016, pp. 10–54 https://eur-lex.europa.eu/eli/reg/2016/1388/oj/eng ).

EN 5 EN

Therefore, to ensure battery electric vehicles’ harmonised capabilities and enable

interoperable vehicle-to-grid (V2G) services, these vehicles will need to meet certain

technical requirements. For these reasons an empowerment to the Commission should be

established within the Regulation (EU) 2018/85821.

Regulation (EU) 2018/858: is the general framework which sets out EU-wide rules on

technical requirements and procedures to ensure that new types of motor vehicles and their

trailers conform to EU-approved requirements on safety and environmental protection. It aims

to raise the quality level and independence of vehicle type approval.

– Accelerating the uptake of small affordable electric vehicles

There is currently a lack of small affordable electric vehicles on the European market. The A-

and B-segments have lost a combined 1.6 million in sales volume compared to 2019, and in

2024 70% of new BEV sales were large cars (E- and F-segment) and SUVs22. This comes

along with a general trend of rising prices of vehicles across the EU, putting access to

individual vehicle ownership progressively out of reach for many middle-class households.

Therefore, in September 2025, the Commission President announced a small affordable car

initiative aimed to incentivise the market for small electric vehicles. This will require targeted

regulatory measures. The Commission will endeavour to freeze new requirements for 10 years

and propose targeted incentives in the CO2 vehicle emission standards for small electric

vehicles. The initiative may also lead to fiscal (such as subsidy schemes) and non-fiscal

incentives (such as reserved parking space), compatible with State aid rules, where applicable.

For this purpose, it is necessary to add a definition of a small electric car in motor vehicle

legislation that can be used for targeted measures in EU legislation and by Member States.

This would bring simplification for businesses, strengthening the business case to build small

affordable electric cars profitably in Europe and reduce the price for consumers.

The present proposal is only a first step to deliver on the simplification agenda for the

European automotive industry. It includes only a limited number of targeted, but effective

simplification measures. In the simplification context, stakeholders raised other issues

concerning simplification of the regulatory framework for the automotive industry that are not

addressed in this Omnibus but will be considered in the further development and

implementation of motor vehicle legislation. As part of the consultations with stakeholders,

the Association of European Automotive Manufacturers (ACEA) had cited approximately 130

upcoming pieces of legislation affecting the automotive industry. (23)

20 Commission Regulation (EU) 2016/631 of 14 April 2016 establishing a network code on requirements

for grid connection of generators (OJ L 112, 27.4.2016, pp. 1–68 https://eur-lex.europa.eu/legal-

content/EN/TXT/?uri=CELEX%3A32016R0631&qid=1765439921702 ). 21 Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the

approval and market surveillance of motor vehicles and their trailers, and of systems, components and

separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC)

No 595/2009 and repealing Directive 2007/46/EC (OJ L 151 14.6.2018, p. 1 https://eur-

lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02018R0858-20240701) 22 Vehicle “segments” refer to informal size classes commonly used in the European market. Segment A:

mini cars (e.g., very small city cars). Segment B: small cars/superminis. Segment C: lower-

medium/compact cars. Segment D: upper-medium/mid-size cars. Segment E: executive/full-size cars.

Segment F: luxury vehicles/flagships. These categories are descriptive conventions rather than legally

defined classes. 23 REACH Regulation; Classification, Labelling, and Packaging of substances and mixtures Regulation;

Persistent Organic Pollutants Regulations; Battery Regulation; Renewable Energy Directive; Data Act;

EN 6 EN

However, this list from ACEA includes nearly 70 updates of UN Regulations, which are not

all mandatory in EU legislation at this point. Of these, the European Commission has

identified approximately 40 amendments of existing UN Regulations or new UN Regulations

that the Commission will postpone or not adopt in the EU.

Furthermore, the simplification agenda will be based on the following general principles:

Grouping regulatory requirements into batches

The Commission could group new motor-vehicle specific regulatory requirements when

setting mandatory application dates in secondary legislation – unless the legislator has

established a different date in the legal act. There would be a unique “automotive compliance

date” set, therefore easing regulatory compliance for businesses.

In addition, the Commission will ensure, to the extent legally possible, that for non-

automotive specific legislation a mechanism is set to ensure that requirements for the

automotive sector enter into force on the “automotive compliance date”.

Respecting lead time for industry

In the Industrial Action Plan for the EU automotive sector, the Commission has committed to

give, when making legislative proposals, sufficient lead time for the industry to reflect such

new regulatory requirements in the product development process. This is a general principle,

the Commission stands ready to respect it, but it cannot be turned into a legal requirement in

an Omnibus Act.

Scope of new regulatory requirements

In motor vehicle-specific legislation, there is always a different application date for new

vehicle types and for all new vehicles (i.e., for existing vehicle types) to take into account the

need for redevelopment. In certain cases, such as the eCall Regulation, requirements have

only been established for new vehicle types. The decision not to regulate existing vehicle

types needs to be taken on a case-by-case basis, considering the costs of redevelopment of

existing vehicle types, which can have a high impact on small cars with lower margins, and

the benefits of the new regulatory requirements

Simplifying the type-approval framework

With the increasing speed of innovation in the industry, in particular trends on automated

driving and software updates, it is appropriate to assess the simplification potential in the EU

type-approval framework for motor vehicles. Regulatory complexity can be a constraint for

EU manufacturers in global competition with manufacturers from other jurisdictions.

In 2026, the Commission will undertake an evaluation of the Motor Vehicle Type-Approval

Framework Regulation, Regulation (EU) 2018/858. This will help to assess the potential to

reduce testing and reporting costs for the automotive industry. Preliminary analysis by the

Commission services has identified the potential to reduce the number of laboratory tests

during type-approval by using more virtual testing and by using risk-assessment practices to

assess how ex-ante tests can be best combined with in-use monitoring (as already applied in

Regulation on fluorinated greenhouse gases; Restriction of hazardous substances Directive; Critical

Raw Materials Act; European Sustainable Products Regulation; Radio Equipment Directive; Low-

Voltage Directive; Electromagnetic Compatibility Directive; Pyrotechnic Articles Directive; Alternative

Fuels Infrastructure Regulation; Artificial Intelligence Act; Market Surveillance Regulation; Pressure

Equipment Directive; Pressure Vessels Directive; Transportable Pressure Equipment Directive;

Intelligent Transport Systems Directive; Network Code on Grid Connectors; Cyber Resilience Act;

Machinery Regulation; Roadworthiness Directive.

EN 7 EN

the Euro 7 Regulation, where lighter ex ante tests are complemented by on-board monitoring

of emission performance).

• Consistency with existing policy provisions in the policy area

The proposal is part of a package of measures concerning the competitiveness of the

European automotive industry. It aims at reducing administrative and adjustment costs for

industries to ensure a well-functioning single market for motor vehicles, while maintaining

the high level of safety and environmental performance established in the regulatory

framework.

• Consistency with other Union policies

This initiative contributes to the simplification of the regulatory framework for the automotive

industry, as announced in the Industrial Action Plan for the European automotive sector. It

is part of an Automotive Package, together with the revision of the CO2 performance for cars

and vans, the Decarbonising Corporate Fleets and the Battery Booster to boost the

competitiveness of the EU automotive industry in the transition to zero-emission mobility.

In line with the Action Plan, the present initiative improves coherence and consistency

between different regulatory requirements. It implements the objectives of the Simplification

Agenda and the Single Market Strategy for the automotive industry. The simplification

measures do not affect the policy objectives behind the relevant regulations. The measures

contribute to the decarbonisation of the automotive industry by removing regulatory obstacles

for the uptake of electric light commercial vehicles, in line with the CO2 performance for cars

and vans. The simplification measures do not affect the environmental performance of

vehicles and are fully aligned with the environmental objectives of reducing air pollution and

ambient noise from motor vehicles. The simplification measures do not reduce the safety

performance of vehicles and are fully aligned with the EU policies for road safety.

Furthermore, the Digital Omnibus24 provides technical amendments to digital legislation

related to the automotive sector, including but not limited to the entry of application for high-

risk AI provisions, residual processing of special category personal data for AI training,

testing and operation and consolidating provisions of EU data laws.

2. LEGAL BASIS, SUBSIDIARITY AND PROPORTIONALITY

• Legal basis

The proposal is based on Article 91 and 114 of the Treaty on the Functioning of the European

Union, in line with the original legal bases for the adoption of the sectoral frameworks, which

this proposal aims to amend.

24 Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

amending Regulations (EU) 2016/679, (EU) 2018/1724, (EU) 2018/1725, (EU) 2023/2854 and

Directives 2002/58/EC, (EU) 2022/2555 and (EU) 2022/2557 as regards the simplification of the digital

legislative framework, and repealing Regulations (EU) 2018/1807, (EU) 2019/1150, (EU) 2022/868,

and Directive (EU) 2019/1024 (Digital Omnibus) (COM(2025) 837 final https://digital-

strategy.ec.europa.eu/en/library/digital-omnibus-regulation-proposal ).

EN 8 EN

• Subsidiarity (for non-exclusive competence)

The Regulations to be amended are EU legal acts. Accordingly, amendments to these

Regulations need to be made at EU level.

• Proportionality

The initiative does not go beyond what is necessary to achieve the objectives of simplification

and burden reduction without lowering the protection of human health and environment.

• Choice of the instrument

This proposal amends Regulations adopted by ordinary legislative procedure and therefore the

amendments of those Regulations need to be adopted by a Regulation in accordance with the

ordinary legislative procedure.

3. RESULTS OF EX-POST EVALUATIONS, STAKEHOLDER

CONSULTATIONS AND IMPACT ASSESSMENTS

• Ex-post evaluations/fitness checks of existing legislation

Not applicable.

• Stakeholder consultations

In the context of the Strategic Dialogue on the Future of the European Automotive Industry in

January 2025 and the Public Consultation on the Future of the European Automotive

Industry25, industry leaders raised the need for simplification of the regulatory framework.

Subsequently, the Commission inquired industry and other stakeholders' perspectives in

various bilateral exchanges, through written stakeholder submissions containing regulatory

simplification proposals, and in a meeting with the Motor Vehicle Working Group26. Various

suggestions for simplifying or clarifying certain provisions of automotive legislation and

removing the unnecessary administrative burden stemming from these provisions emerged

through these stakeholder inputs.

On 14 October 2025, the European Commission launched a Targeted Stakeholder

Consultation in the form of an online survey, aiming to gather feedback on a preliminary list

of amendments of existing automotive regulations. This survey was sent out to over 130

stakeholders (68 replies) of the automotive industry, comprising vehicle manufacturers,

automotive component manufacturers, industry associations, NGOs, fleet operators, national

type approval authorities, market surveillance authorities and other relevant national

authorities. Stakeholders were invited to indicate their views on a preliminary list of

amendments, i.e. whether they expect the measures to have a positive, neutral or negative

economic, social or environmental impact, and an impact on the regulatory burden.

Furthermore, the Commission received several position papers from stakeholders, providing

additional suggestions, data and costs estimates which have been taken into account in the

preparation of the present proposal.

Across all stakeholder groups, a strong support emerged for the proposed measures.

25 Public Consultation on the Future of the European automotive industry

https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/14487-Future-of-the-European-

automotive-industry_en 26 Commission expert group with Member State representatives and a broad range of stakeholders from

the automotive industry and civil society

EN 9 EN

• Impact assessment

Given the need to urgently put forward a proposal to address the identified problems in order

to reduce administrative burden for businesses and authorities it has not been possible to

prepare an impact assessment.

However, following better regulation principles, this proposal is accompanied by a

Commission staff working document that includes an analysis of the impacts of the proposed

measures, based on existing data and information gathered during the targeted stakeholder

consultation, written inputs received from stakeholders.

On the basis of the information available, it is expected that the amendments would entail

significant annual cost savings of EUR 706 million for industry including SMEs, citizens and

for public administrations.

• Regulatory fitness and simplification

This proposal is part of the commitment of the European Commission to lighten the

regulatory burden for people, businesses and public administrations in the EU, to boost

prosperity and resilience of the EU. The proposal is therefore aiming at simplifying provisions

of automotive-related legislation, reducing unnecessary burdens and costs for businesses and

authorities, without undermining the protection of the environment and the safety

performance of vehicles.

• Fundamental rights

The proposal respects the fundamental rights enshrined in the Charter of Fundamental Rights of

the European Union27 and adheres to the principles recognised therein. The reduction of

administrative burden on companies should lead to societal gains in terms of wealth creation,

employment and innovation. At the same time, the proposal seeks to ensure a high level of

protection of the environment and of safety of vehicles.

4. BUDGETARY IMPLICATIONS

This initiative will not imply any additional costs for the Commission.

5. OTHER ELEMENTS

• Implementation plans and monitoring, evaluation and reporting arrangements

The Commission will monitor the implementation and application of new provisions and

compliance with them. Furthermore, the Regulations to be amended by this proposal are

subject to regular evaluation of their efficiency, effectiveness in reaching their objectives,

relevance, coherence and value added in accordance with better regulation principles. This

proposal does not require an implementation plan.

• Detailed explanation of the specific provisions of the proposal

Proposed amendments to Regulation (EC) No 561/2006: the first proposed amendment is to

allow Member States to exempt N228 e-vans - with a maximum authorised mass exceeding 3.5

tonnes but not exceeding 4.25 tonnes - engaged exclusively in domestic transport, from the

27 OJ C 326, 26.10.2012, p. 391, ELI: http://data.europa.eu/eli/treaty/char_2012/oj 28 According to Article 4 (1)(b)(ii) of Regulation (EU) 2018/858, N2 category vehicles are: motor vehicles

with a maximum mass exceeding 3,5 tonnes but not exceeding 12 tonnes

EN 10 EN

obligation to install smart tachographs, in order to put them on equal footing with their fossil

fuel equivalent, N1 diesel vans29.

The main expected impact for the proposed measure is a reduced cost for companies, in

particular SMEs that are the primary users/buyers of such vans, that will no longer have to

install smart tachographs for the given type of e-van. In addition, the removal of the

tachograph will also determine a reduction of administrative burden/costs for the

companies/drivers who will no longer have to download tachograph data (2 to 4 hours a

month). Moreover, levelling the playing field between N1 diesel vans and N2 e-vans through

reduced prices for the latter will help stimulate the uptake of such e-vans.

Motor caravans or motor caravan combinations that exceed 7.5 tonnes, also fall within the

scope of the rules on driving times and rest rules and of the installation and use of the

tachograph.

In case C-666/21 before the Court of Justice of the European Union (CJEU)30, a citizen

argued that Regulations (EC) No 561/2006 and (EU) No 165/2014 are not intended for non-

commercial users and that such vehicles should not be treated as commercial transport.

However, the Court ruled that such rules could apply to non-commercial users with vehicles

greater than 7.5 tonnes. In particular, the Court ruled that “the notion of ‘carriage by road of

goods’, […] covers carriage by road by a vehicle whose maximum permissible mass, within

the meaning of Article 4(m) of Regulation No 561/2006, as amended, exceeds 7.5 tonnes,

including where it is fitted out not only as a temporary private living area but also for the

non-commercial loading of goods, without that vehicle’s cargo capacity or the category in

which it appears in the national road traffic register having any effect in that regard ”.

In order to clarify the legal framework surrounding the specific case of motor caravans with a

maximum permissible mass exceeding 7.5 tonnes used for private reasons, and to provide

legal clarity to the manufacturers and customers of such vehicles, the second proposed

amendment consists of adding a new paragraph (s) to Article 13 of Regulation (EC) No

561/2006 that will allow Member States to exempt motor homes from the rules on driving

times and rest periods, and on the tachograph. Moreover, the planned exemption from the

tachograph obligation on these vehicles is going to bring reduced costs and more confidence

to the drivers, who use motor caravans for tourism.

Proposed amendments to Regulation (EU) No 2019/2144 : the proposed amendment is to

exempt N2 e-vans with a maximum permissible mass exceeding 3.5 tonnes and below 4.25

from the obligation to be equipped with speed limitation devices, thereby putting them on

equal footing with their fossil fuel equivalent, N1 diesel vans. .

The main expected impact for the proposed measure is a reduced cost for companies, in

particular SMEs that are the primary users/buyers of such vans. The cost saving will not only

derive from the non-incurred costs related to the installation of the speed limitation device,

but also from the increased operational flexibility deriving from the possibility to drive these

vehicles at slightly higher speed when on the highway. In addition, levelling the playing field

between N1 diesel vans and N2 e-vans through reduced prices for the latter will help stimulate

the uptake of such e-vans. Finally, it is important to highlight that this exemption is not

expected to produce any negative effect on the environmental or safety performance of the

29 According to Article 4 (1)(b)(i) of Regulation (EU) 2018/858, N1 category vehicles are: motor vehicles

with a maximum mass not exceeding 3,5 tonnes. 30 Judgment - 02/03/2023 – Åklagarmyndigheten - Case C-666/21, EU:C:2023:149

EN 11 EN

vehicles affected. Proposed amendments to Regulation (EC) No 2024/1257: The temperature

conditions of the 'laboratory test of low temperature for emissions' referred to in Table 1 and 2

of Annex V are covered by the 'gaseous pollutant and PN in road testing RDE' test in the same

tables. Demonstrating emission compliance at low temperature conditions (at -7 °C) is

covered by having to comply to the Real Driving Emissions (RDE) requirements (from -7 °C

to 38 °C) and, therefore, it is deemed justified to eliminate the dedicated low temperature

laboratory (Type 6) test.

The effects to be expected from the proposed measure primarily centre around preserving the

intent of the co-legislators to stick to Euro 6 rules in accordance with Article 14(7) of

Regulation (EC) No 2024/1257, reducing regulatory burden without creating compliance

challenges, and providing legal certainty.

Another proposed measure consists of referring to “vehicle categories” rather than “vehicle

types” for Euro 7 engine (Separate Technical Unit) type-approval, i.e., “Required

demonstration tests for all fuels for which the type-approval is granted per vehicle type

category and a declaration of compliance for all fuels, all payloads and all applicable vehicle

categories in respectively tables 3, 4, 7 and 8 of Annex V to Regulation (EU) 2024/1257”.

The proposed measure is expected to lead to a substantial reduction of regulatory burden, both

administrative and testing, without compromising environmental standards. It avoids

repetitive testing of engines in different vehicle types that use identical technology and cuts

costs associated with multiple type-approvals and testing processes. It supports market

stability and can potentially lead to lower vehicle prices, benefiting operators and consumers.

With another proposed measure, it will be clarified that the Commission is empowered to

develop measures to ensure that on-board monitoring (OBM) and on-board fuel consumption

monitoring (OBFCM) data are received, compiled, processed and stored effectively in a

harmonised manner to monitor real-world performance of Euro 7 vehicle types.

A harmonised EU-level OBM/OBFCM data infrastructure could generate substantial cost

savings compared with each Member State developing and maintaining its own systems. The

savings arise from economies of scale, reduced duplication, and harmonised compliance

processes. Instead of interacting with multiple national systems, vehicle manufacturers will be

able to transmit standardised data once, reducing software-integration and certification

expenses.

As Regulation (EC) No 540/2014 has become obsolete, it is proposed to repeal the

Regulation with effect from 1 July 2027. Moreover, in accordance with Article 14 of

Regulation 540/2014, the Council Directive 70/157/EEC31 is repealed from 1 July 2027. To

avoid any possible legal uncertainty, the present proposal confirms the repeal with the same

date of entry into effect.

To replace the reference to the repealed Regulation, an amendment to Annex II to Regulation

(EU) 2018/858 is proposed by reference to the noise-related Regulations of the Economic

Commission for Europe of the United Nations (UNECE): Regulation No 5132 on noise of M

31 Council Directive 70/157/EEC of 6 February 1970 on the approximation of the laws of the Member

States relating to the permissible sound level and the exhaust system of motor vehicles (OJ L 42,

23.2.1970, pp. 16–20 https://eur-lex.europa.eu/eli/dir/1970/157/oj/eng ). 32 Regulation No 51 of the Economic Commission for Europe of the United Nations (UNECE) —

Uniform provisions concerning the approval of motor vehicles having at least four wheels with regard

to their sound emissions (OJ L 138, 4.6.2018, pp. 1–69 https://eur-

lex.europa.eu/eli/reg/2018/798/oj/eng#:~:text=Regulation%20No%2051%20of%20the%20Economic%

EN 12 EN

and N categories of vehicles; Regulation No 5933 on replacement silencing systems and

Regulation No 13834 on quiet road transport vehicles or AVAS.

The proposed amendments to refer to UN Regulations would create a level playing field for

EU car manufacturers when selling their cars globally by preventing them from having to

follow two sets of regulations on noise. The proposed changes would also remove any

potential loopholes and result in a simpler/more consistent framework for the automotive

industry, type-approval authorities, and market surveillance authorities alike. In addition,

society and the environment would benefit from the enhanced scope that restricts noise from

backfire, sound actuators, and sound enhancement systems. Transitional provisions are

proposed to ensure smooth transition of the industry to the modified legal framework.

Proposed amendment to Regulation (EU) 2018/858: the first proposed measure amending

this Regulation consists of the introduction in Annex I, Part A, point 2 of Regulation (EU)

2018/858 of a new point 2.4 defining a sub-category for small electric vehicle.

The proposed amendment will allow EU legislation to target regulatory measures to this

specific sub-category, with a view of incentivising production and uptake of small electric

vehicles. For instance, when deciding on application dates of future motor vehicle regulations,

the Commission will take into account the proportionally higher impact on development costs

that new requirements can have on small electric vehicles as compared to heavier and more

expensive ones. Moreover, a targeted incentive mechanism is introduced [add reference to

CO2 review proposal] in the context of the CO2 vehicle emission standards in the form of a

super-credit. This will allow vehicle manufacturers to benefit from the contribution of small

electric vehicles in the achievement of the overall fleet-wide CO2 emission target, resulting in

a strong incentive for vehicle manufacturers to produce and commercialise higher volumes of

small electric vehicles. Furthermore, as announced in the Industrial Action Plan for the EU

automotive sector, the Commission is to issue a Commission Recommendation with options

for incentive schemes that, in line with State aid rules, where applicable, have proven

effective in promoting the uptake of zero-emission vehicles. All electric vehicles will likely

benefit from the Commission Recommendation, including small electric vehicles, as defined

in the new subcategory.

The expected benefits of this amendment should be perceived by EU citizens in terms of

larger advantages when purchasing or owning a small electric car, but this is subject to the

implementation of these policies at national level.

Another proposed amendment to Regulation (EU) 2018/858 is introducing a new paragraph 4

to Article 5.

With this measure the Commission is empowered to adopt delegated acts aimed at setting out

technical requirements for pure electric vehicles (PEV) and off-vehicle charging hybrid

electric vehicles (OVC-HEV), as regards their communication and hardware interface of

20Commission%20for,wheels%20with%20regard%20to%20their%20sound%20emissions%20%5B201

8%2F798%5D ). 33 Regulation No 59 of the Economic Commission for Europe of the United Nations (UNECE) —

Uniform provisions concerning the approval of replacement silencing systems (OJ L, 2025/844,

30.4.2025 http://data.europa.eu/eli/reg/2025/844/oj ). 34 Regulation No 138 of the Economic Commission for Europe of the United Nations (UNECE) —

Uniform provisions concerning the approval of Quiet Road Transport Vehicles with regard to their

reduced audibility (OJ L 9, 13.1.2017, pp. 33–63 https://eur-lex.europa.eu/eli/reg/2017/71/oj/eng ).

EN 13 EN

those vehicles with the recharging infrastructure, the electricity grid and the stationary power

systems capable of supporting smart and bidirectional charging functionalities.

While electric vehicle technology rapidly advances and the interaction between vehicles,

charging infrastructure, and the electricity grid is being increasingly regulated by non-sector

specific legislation (DDC 2.0 - Regulation (EU) 2016/1388 and RfG 2.0 Regulation (EU)

2016/631), having a harmonised approach to vehicle related technical requirements in this

field becomes crucial to avoid fragmentation and unnecessary administrative burden and

costs.

In the future, a unified approach to interoperability will be essential for accelerating the

development of emerging services like vehicle-to-grid (V2G) capabilities. These services can

support grid stability, smooth out peak demand, lower energy costs for EV owners, and enable

wider adoption of renewable energy.

EN 1 EN

2025/0422 (COD)

Proposal for a

REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

amending Regulations (EC) No 561/2006, (EU) 2018/858, (EU) 2019/2144 and (EU)

2024/1257 of the European Parliament and of the Council as regards the simplification

of technical requirements and testing procedures for motor vehicles and repealing

Council Directive 70/157/EEC and Regulation No 540/2014 of the European Parliament

and of the Council

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,

Having regard to the Treaty on the Functioning of the European Union, and in particular

Articles 91 and 114 thereof,

Having regard to the proposal from the European Commission,

After transmission of the draft legislative act to the national parliaments,

Having regard to the opinion of the European Economic and Social Committee35,

Having regard to the opinion of the Committee of the Regions36,

Acting in accordance with the ordinary legislative procedure,

Whereas:

(1) The 2024 Draghi report on European competitiveness37 highlighted that the number

and the complexity of rules risk limiting the room for manoeuvre for Union

undertakings and preventing them from remaining competitive. A detailed analysis

of Regulations (EC) No 561/200638, (EU) 2018/85839, (EU) 2019/214440 and (EU)

35 OJ C , , p. . 36 OJ C , , p. . 37 https://commission.europa.eu/topics/competitiveness/draghi-report_en 38 Regulation (EC) No 561/2006 of the European Parliament and of the Council of 15 March 2006 on the

harmonisation of certain social legislation relating to road transport and amending Council Regulations

(EEC) No 3821/85 and (EC) No 2135/98 and repealing Council Regulation (EEC) No 3820/85 (OJ L

102, 11.4.2006, p. 1, ELI: http://data.europa.eu/eli/reg/2006/561/oj). 39 Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the

approval and market surveillance of motor vehicles and their trailers, and of systems, components and

separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC)

No 595/2009 and repealing Directive 2007/46/E (OJ L 151, 14.6.2018, p. 1, ELI:

http://data.europa.eu/eli/reg/2018/858/oj). 40 Regulation (EU) 2019/2144 of the European Parliament and of the Council of 27 November 2019 on

type-approval requirements for motor vehicles and their trailers, and systems, components and separate

technical units intended for such vehicles, as regards their general safety and the protection of vehicle

occupants and vulnerable road users, amending Regulation (EU) 2018/858 of the European Parliament

and of the Council and repealing Regulations (EC) No 78/2009, (EC) No 79/2009 and (EC) No

661/2009 of the European Parliament and of the Council and Commission Regulations (EC) No

631/2009, (EU) No 406/2010, (EU) No 672/2010, (EU) No 1003/2010, (EU) No 1005/2010, (EU) No

1008/2010, (EU) No 1009/2010, (EU) No 19/2011, (EU) No 109/2011, (EU) No 458/2011, (EU) No

65/2012, (EU) No 130/2012, (EU) No 347/2012, (EU) No 351/2012, (EU) No 1230/2012 and (EU)

2015/166 (OJ L 325, 16.12.2019, p. 1, ELI: http://data.europa.eu/eli/reg/2019/2144/oj).

EN 2 EN

2024/125741 of the European Parliament and of the Council also pointed to excessive

administrative burden and costs associated with the requirements set out therein.

Based on those findings, it is appropriate to simplify certain obligations on

manufacturers and competent authorities set out in automotive-related legislation and

to reduce unnecessary burdens and costs for businesses and authorities, without

undermining the protection of the environment and the safety performance of vehicles.

(2) The Industrial Action Plan for the EU automotive sector42 called for a regulatory

simplification package for the automotive industry, by improving coherence and

consistency between different regulatory requirements.

(3) Article 114 TFEU is the appropriate legal basis to adopt the measures necessary for

the establishment and functioning of the internal market. In addition to Article 114

TFEU, this Regulation should have an additional specific basis to cover amendments

to Regulation (EC) No 561/2006 that is based on Article 91 TFEU.

(4) While this Regulation is adopted for the establishment and functioning of the internal

market, the simplification and streamlining of motor vehicle technical requirements,

testing procedures and type-approval rules also support the Union’s broader objective

of fostering the gradual integration of candidate countries into the Union market. By

promoting regulatory convergence, alignment with United Nations Economic

Commission for Europe (UNECE) Regulations and coherent implementation of the

Union acquis, this Regulation contributes to reducing technical barriers to trade,

strengthening integrated European automotive value chains and enhancing the

resilience and competitiveness of the European automotive ecosystem, without

affecting the autonomy of Union law or decision-making.

(5) To improve the working conditions of drivers, road safety and fair competition,

Regulations (EC) No 561/2006 and (EU) No 165/2014 of the European Parliament and

of the Council43 require the installation of a tachograph in goods vehicles with a

weight above 3,5 tonnes. However, Article 3(2) of Regulation (EU) No 165/2014

allows Member States to exempt from that requirement the vehicles mentioned in

Article 13(1) and (3) of Regulation (EC) No 561/2006.

(6) Due to the weight of the battery, battery-electric light commercial vehicles might

exceed a weight of 3,5 tonnes and are therefore subject to the requirements laid down

in Regulations (EC) No 561/2006 and (EU) No 165/2014, even though they have the

same payload and use case as light commercial vehicles with an internal combustion

41 Regulation (EU) 2024/1257 of the European Parliament and of the Council of 24 April 2024 on type-

approval of motor vehicles and engines and of systems, components and separate technical units

intended for such vehicles, with respect to their emissions and battery durability (Euro 7), amending

Regulation (EU) 2018/858 of the European Parliament and of the Council and repealing Regulations

(EC) No 715/2007 and (EC) No 595/2009 of the European Parliament and of the Council, Commission

Regulation (EU) No 582/2011, Commission Regulation (EU) 2017/1151, Commission Regulation (EU)

2017/2400 and Commission Implementing Regulation (EU) 2022/1362 (OJ L, 2024/1257, 8.5.2024,

ELI: http://data.europa.eu/eli/reg/2024/1257/oj). 42 Communication from the Commission to the European Parliament, the Council, the European

Economic and Social Committee and the Committee of the Regions: Industrial Action Plan for the

European automotive sector (COM(2025) 95 final). 43 Regulation (EU) No 165/2014 of the European Parliament and of the Council of 4 February 2014 on

tachographs in road transport, repealing Council Regulation (EEC) No 3821/85 on recording equipment

in road transport and amending Regulation (EC) No 561/2006 of the European Parliament and of the

Council on the harmonisation of certain social legislation relating to road transport (OJ L 60, 28.2.2014,

p. 1, ELI: http://data.europa.eu/eli/reg/2014/165/oj).

EN 3 EN

engine that are outside the scope of those Regulations. Compliance with the

requirements laid down in Regulations (EC) No 561/2006 and (EU) No 165/2014

represents a significant effort for vehicle operators and drivers and slows down the

increase in the number of battery-electric light commercial vehicles.

(7) To reduce unnecessary costs for vehicle manufacturers and operators, many of them

being small and medium-sized companies, the requirement of tachograph installation

for battery-electric light commercial vehicles with a weight below 4,25 tonnes should

be removed.

(8) As it is for the Member States to decide whether to use that exception, the exemption

should only apply to electric light commercial vehicles engaged exclusively in

domestic transport.

(9) To reduce the burden that the installation and use of a tachograph places on non-

professional drivers driving large motor caravans for non-commercial purposes and

the impact that this can have on the demand for such vehicles, national authorities

should be able to exempt such vehicles and operations from the driving and rest time

rules and the use of the tachograph, provided that the objectives referred to in Article 1

of that Regulation are not jeopardised.

(10) Regulation (EU) 2018/858 of the European Parliament and of the Council permits the

type-approval of motor vehicles as regards sound level and acoustic vehicle alerting

systems either through Regulation (EU) No 540/2014 of the European Parliament and

of the Council44 or through the UN Regulations, including Regulations No 13845, No

5146, and No 5947 of the UNECE. That parallel system risks causing market

fragmentation. Moreover, Regulation (EU) No 540/2014 has become obsolete due to a

deficit of updates in comparison with the three above-mentioned UNECE regulations.

To ensure a coherent framework and full alignment with UN regulations, Regulation

(EU) No 540/2014 should be repealed and Annex II to Regulation (EU) 2018/858

should be amended to only allow compliance with the applicable UN Regulations.

(11) As battery electric vehicle’s technology is evolving at a fast pace and the number of

electric vehicles on the market is increasing, interoperability between vehicles, the

charging infrastructure and the electricity grid is becoming increasingly critical. A

harmonised approach to interoperability at Union level is essential to avoid

fragmentation of certain technical requirements which are being developed outside of

the vehicle type-approval framework, notably as regards the implementation of the

revised Network Codes (a network code on demand connection established by

44 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 (OJ L 158, 27.5.2014, p. 131, ELI:

http://data.europa.eu/eli/reg/2014/540/oj) 45 Regulation No 138 of the Economic Commission for Europe of the United Nations (UNECE) —

Uniform provisions concerning the approval of Quiet Road Transport Vehicles with regard to their

reduced audibility [2017/71] (OJ L 9, 13.1.2017, p. 33, ELI: http://data.europa.eu/eli/reg/2017/71(1)/oj). 46 Regulation No 51 of the Economic Commission for Europe of the United Nations (UNECE) —

Uniform provisions concerning the approval of motor vehicles having at least four wheels with regard

to their sound emissions [2018/798] (OJ L 138, 4.6.2018, p. 1, ELI:

http://data.europa.eu/eli/reg/2018/798/oj). 47 Regulation No 59 of the Economic Commission for Europe of the United Nations (UNECE) —

Uniform provisions concerning the approval of replacement silencing systems [2025/844] (OJ L,

2025/844, 30.4.2025, ELI: http://data.europa.eu/eli/reg/2025/844/oj ).

EN 4 EN

Commission Regulation (EU) 2016/138848 and a network code on requirements for

grid connection of generators established by Commission Regulation (EU)

2016/63149). Therefore, to ensure battery electric vehicle’s harmonised capabilities

and enable interoperable vehicle-to-grid services, vehicles will need to meet certain

technical requirements. Therefore, to ensure interoperability between vehicles, the

charging infrastructure and the electricity grid, the empowerment should be provided

in Regulation (EU) 2018/858 for the Commission to set out technical requirements as

regards the communication and hardware interface of pure electric vehicles (PEV) and

off-vehicle charging hybrid electric vehicles (OVC-HEV)with the recharging

infrastructure, the electricity grid and the stationary power systems.

(12) The transition towards a more sustainable road transport has mainly been driven by the

growth of sales of premium electric vehicle models. However, to ensure the continuity

of this transition, it is necessary to make electric vehicles more affordable. Targeted

regulatory measures (longer transitional period for new requirements, targeted

incentives in the CO2 vehicle emission standards), fiscal (such as subsidy schemes)

and non-fiscal (such as reserved parking space) benefits, in line with State aid rules,

where applicable, can contribute to better affordability of small electric vehicles.

However, a legal definition of a small electric vehicle is currently not provided in the

type-approval framework. Therefore, it is appropriate to introduce a sub-category

under the existing M1 vehicle category.

(13) When deciding on application dates of future motor vehicle requirements affecting this

new small electric vehicle sub-category, the proportionally higher impact on

development costs that new requirements can have on these vehicles as compared to

heavier and more expensive ones, should be taken into account.

(14) As announced in the Industrial Action Plan for the EU automotive sector, the

Commission is to issue a Commission Recommendation with options for incentive

schemes that have proven effective in promoting the uptake of zero-emission vehicles

and are compliant with competition rules. Recommendations to Member States for

fiscal (i.e. purchase subsidies, tax exemptions, road-toll exemption) and non-fiscal (i.e.

size-based parking rights allocation, dedicated charging infrastructure, etc.) measures

could be also based on the new vehicle sub-category of small electric cars.

(15) Article 3(1) of Council Directive 92/6/EEC50on the installation and use of speed

limitation devices for certain categories of vehicles requires the installation and use of

speed limitation devices in vehicles of the category N2 and N3 . Under that Article,

such vehicles can be used on the road only if equipped with a speed limitation device.

The installation requirement has been integrated into motor vehicle type-approval

legislation with Regulation (EU) 2019/2144 of the European Parliament and of the

Council.

(16) Due to the weight of the battery, battery-electric light commercial vehicles might

exceed a weight of 3,5 tonnes and are subject to the requirement to be equipped with

48 Commission Regulation (EU) 2016/1388 of 17 August 2016 establishing a Network Code on Demand

Connection (OJ L 223, 18.8.2016, p. 10, ELI: https://eur- http://data.europa.eu/eli/reg/2016/1388/oj). 49 Commission Regulation (EU) 2016/631 of 14 April 2016 establishing a network code on requirements

for grid connection of generators (OJ L 112, 27.4.2016, p. 1, ELI:

http://data.europa.eu/eli/reg/2016/631/oj). 50 Council Directive 92/6/EEC of 10 February 1992 on the installation and use of speed limitation devices

for certain categories of motor vehicles in the Community (OJ L 57, 2.3.1992, p. 27, ELI:

http://data.europa.eu/eli/dir/1992/6/oj).

EN 5 EN

speed limitation devices although they have the same payload and use case as light

commercial vehicles with an internal combustion engine that are outside the scope of

the Regulation (EU) 2019/2144. That requirement imposes unnecessary costs on

vehicle manufacturers and enterprises purchasing such vehicles, slowing down the

increase in the number of zero-emission light commercial vehicles. It is therefore

appropriate to exempt zero-emission vehicles of category N2 with maximum

technically permissible laden mass between 3,5 and 4,25 tonnes from the requirement

to be equipped with speed limitation devices.

(17) Manufacturers of category M1 and N1 vehicles are required to perform laboratory

tests of engines in low-temperatures pursuant to Annex V to Regulation (EU)

2024/1257. As the temperature conditions of the laboratory test of low temperature for

emissions are covered by the gaseous pollutant and PN in road testing Real Driving

Emissions test, demonstrating emission compliance at low temperature conditions (at -

7 °C) is covered by having to comply to the Real Driving Emissions requirements

(from -7 °C to 38 °C). Therefore, to reduce costs for manufacturers related to

the specific requirements laid down Annex V to Regulation (EU) 2024/1257, it is

appropriate to remove that dedicated low temperature laboratory requirement as such

removal will not compromise environmental standards ensured by the Real Driving

Emissions test

(18) Annex V to Regulation (EU) 2024/1257 requires that, for the engine testing of heavy-

duty vehicles, demonstration tests be performed for all applicable fuels within each

vehicle type. In order to significantly reduce administrative costs related to those tests

without compromising environmental standards, it is appropriate to introduce test

requirements at vehicle category level in tables 1, 2, 3, 4, 7 and 8 of that Annex V.

(19) Regulation (EU) 2024/1257 introduces on-board monitoring (OBM) systems and on-

board fuel and electric energy consumption monitoring (OBFCM) devices, which are

aimed at facilitating real-time compliance checks, harmonisation efforts, lifecycle

oversight, reduced testing expenses, and streamlined enforcement measures. In order

to efficiently receive, process, and store OBM and OBFCM data it is necessary to

clarify that the empowerment of the Commission to adopt implementing measures also

covers the adoption of methods and requirements necessary for the monitoring

compliance of vehicle types.

(20) To ensure legal clarity following the repeal of Regulation (EU) No 540/2014 that

contained a provision repealing Council Regulation 70/157/EEC51, it is necessary to

provide for the repeal of Council Directive 70/157/EEC in this Regulation. To provide

manufacturers of vehicles with sufficient time to adjust their production processes, it is

appropriate to provide for the transitional period during which vehicles could still be

approved in accordance with Regulation (EU) No 540/2014,

HAVE ADOPTED THIS REGULATION:

Article 1

Amendments to Regulation (EC) No 561/2006

Article 13(1) of Regulation (EC) No 561/2006 is amended as follows:

51 Council Directive 70/157/EEC of 6 February 1970 on the approximation of the laws of the Member

States relating to the permissible sound level and the exhaust system of motor vehicles (OJ L 42,

23.2.1970, p. 16, ELI: http://data.europa.eu/eli/dir/1970/157/oj).

EN 6 EN

(1) the following point (fa) is inserted:

‘(fa) vehicles used for the carriage of goods and propelled by means of electricity, the

maximum permissible mass of which, including the mass of a trailer or semi-trailer,

exceeds 3,5 tonnes but does not exceed 4,25 tonnes;’;

(2) the following point (s) is added:

‘(s) motor caravans, as defined in Part A, point 5.1, of Annex I to Regulation (EU)

2018/858, used exclusively for non-commercial carriage.’.

Article 2

Amendments to Regulation (EU) 2018/858

Regulation (EU) 2018/858 is amended as follows:

(1) in Article 5, the following paragraph 4 is inserted:

‘4. The Commission is empowered to adopt delegated acts in accordance with Article

82 supplementing this Regulation by laying down technical requirements as regards

the communication and hardware interface of pure electric vehicles (PEV) and off-

vehicle charging hybrid electric vehicles (OVC-HEV) with the recharging

infrastructure, the electricity grid and the stationary power systems capable of

supporting smart and bidirectional charging functionalities.’

(2) Annexes I and II are amended in accordance with Annex II to this Regulation.

Article 3

Amendment to Regulation (EU) 2019/2144

In Article 9 of Regulation (EU) No 2019/2144, the following paragraph 5a is inserted:

‘5a. Vehicles of category N2 propelled by means of electricity, with maximum technically

permissible laden mass between 3,5 and 4,25 tonnes, shall not be required to be equipped

with speed limitation devices in accordance with UN Regulation No 89.’.

Article 4

Amendments to Regulation (EU) 2024/1257

Regulation (EU) 2024/1257 is amended as follows:

(1) Article 14(4), point (j) is replaced by the following:

‘(j) the methods, requirements and tests, including compliance thresholds, to ensure

performance of OBFCM devices, OBD and OBM systems and the sensors of such

devices and systems, for off-board communication of data recorded by such devices

and systems, including for the purpose of monitoring compliance of vehicle types;’;

(2) Annex V is amended in accordance with Annex I to this Regulation.

Article 5

Repeals

EN 7 EN

1. Regulation (EU) No 540/2014 is repealed.

2. Directive 70/157/EEC is repealed with effect from 1 July 2027.

Article 6

Transitional provision

Certificates of conformity for new vehicles produced after [OP: please insert the date of entry

into force of this Regulation] and approved before 1 July 2028 in accordance with Regulation

(EU) 540/2014 shall continue to be valid for the purposes of Articles 48 and 49 of Regulation

(EU) 2018/858.

Article 7

Entry into force and application

This Regulation shall enter into force on the twentieth day following that of its publication in

the Official Journal of the European Union.

2. It shall apply from [on the twentieth day following that of its publication in the

Official Journal of the European Union]. However, Articles 3 shall apply from

…[the transposition date in the proposal amending Directive 92/6]

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

Done at Strasbourg,

For the European Parliament For the Council

The President The President

EN 8 EN

LEGISLATIVE FINANCIAL AND DIGITAL STATEMENT

1. FRAMEWORK OF THE PROPOSAL/INITIATIVE ................................................. 3

1.1. Title of the proposal/initiative ...................................................................................... 3

1.2. Policy area(s) concerned .............................................................................................. 3

1.3. Objective(s) .................................................................................................................. 3

1.3.1. General objective(s) ..................................................................................................... 3

1.3.2. Specific objective(s) ..................................................................................................... 3

1.3.3. Expected result(s) and impact ...................................................................................... 3

1.3.4. Indicators of performance ............................................................................................ 3

1.4. The proposal/initiative relates to: ................................................................................. 4

1.5. Grounds for the proposal/initiative .............................................................................. 4

1.5.1. Requirement(s) to be met in the short or long term including a detailed timeline for

roll-out of the implementation of the initiative ............................................................ 4

1.5.2. Added value of EU involvement (it may result from different factors, e.g.

coordination gains, legal certainty, greater effectiveness or complementarities). For

the purposes of this section 'added value of EU involvement' is the value resulting

from EU action, that is additional to the value that would have been otherwise

created by Member States alone. ................................................................................. 4

1.5.3. Lessons learned from similar experiences in the past .................................................. 4

1.5.4. Compatibility with the multiannual financial framework and possible synergies with

other appropriate instruments ....................................................................................... 5

1.5.5. Assessment of the different available financing options, including scope for

redeployment ................................................................................................................ 5

1.6. Duration of the proposal/initiative and of its financial impact .................................... 6

1.7. Method(s) of budget implementation planned ............................................................. 6

2. MANAGEMENT MEASURES................................................................................... 8

2.1. Monitoring and reporting rules .................................................................................... 8

2.2. Management and control system(s) ............................................................................. 8

2.2.1. Justification of the budget implementation method(s), the funding implementation

mechanism(s), the payment modalities and the control strategy proposed .................. 8

2.2.2. Information concerning the risks identified and the internal control system(s) set up

to mitigate them............................................................................................................ 8

2.2.3. Estimation and justification of the cost-effectiveness of the controls (ratio between

the control costs and the value of the related funds managed), and assessment of the

expected levels of risk of error (at payment & at closure) ........................................... 8

2.3. Measures to prevent fraud and irregularities ................................................................ 9

3. ESTIMATED FINANCIAL IMPACT OF THE PROPOSAL/INITIATIVE ............ 10

3.1. Heading(s) of the multiannual financial framework and expenditure budget line(s)

affected ....................................................................................................................... 10

EN 9 EN

3.2. Estimated financial impact of the proposal on appropriations ................................... 12

3.2.1. Summary of estimated impact on operational appropriations.................................... 12

3.2.1.1. Appropriations from voted budget ............................................................................. 12

3.2.1.2. Appropriations from external assigned revenues ....................................................... 17

3.2.2. Estimated output funded from operational appropriations......................................... 22

3.2.3. Summary of estimated impact on administrative appropriations ............................... 24

3.2.3.1. Appropriations from voted budget .............................................................................. 24

3.2.3.2. Appropriations from external assigned revenues ....................................................... 24

3.2.3.3. Total appropriations ................................................................................................... 24

3.2.4. Estimated requirements of human resources.............................................................. 25

3.2.4.1. Financed from voted budget....................................................................................... 25

3.2.4.2. Financed from external assigned revenues ................................................................ 26

3.2.4.3. Total requirements of human resources ..................................................................... 26

3.2.5. Overview of estimated impact on digital technology-related investments ................ 28

3.2.6. Compatibility with the current multiannual financial framework.............................. 28

3.2.7. Third-party contributions ........................................................................................... 28

3.3. Estimated impact on revenue ..................................................................................... 29

4. DIGITAL DIMENSIONS .......................................................................................... 29

4.1. Requirements of digital relevance .............................................................................. 30

4.2. Data ............................................................................................................................ 30

4.3. Digital solutions ......................................................................................................... 31

4.4. Interoperability assessment ........................................................................................ 31

4.5. Measures to support digital implementation .............................................................. 32

EN 10 EN

1. FRAMEWORK OF THE PROPOSAL/INITIATIVE

1.1. Title of the proposal/initiative

[…]

[…]

1.2. Policy area(s) concerned

[…]

[…]

1.3. Objective(s)

1.3.1. General objective(s)

[…]

1.3.2. Specific objective(s)

Specific objective No

[…]

1.3.3. Expected result(s) and impact

Specify the effects which the proposal/initiative should have on the beneficiaries/groups targeted.

[…]

[…]

[…]

1.3.4. Indicators of performance

Specify the indicators for monitoring progress and achievements.

[…]

1.4. The proposal/initiative relates to:

 a new action

 a new action following a pilot project / preparatory action52

 the extension of an existing action

 a merger or redirection of one or more actions towards another/a new action

1.5. Grounds for the proposal/initiative

1.5.1. Requirement(s) to be met in the short or long term including a detailed timeline for

roll-out of the implementation of the initiative

[…]

[…]

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

EN 11 EN

1.5.2. Added value of EU involvement (it may result from different factors, e.g.

coordination gains, legal certainty, greater effectiveness or complementarities). For

the purposes of this section 'added value of EU involvement' is the value resulting

from EU action, that is additional to the value that would have been otherwise

created by Member States alone.

Reasons for action at EU level (ex-ante) […]

Expected generated EU added value (ex-post) […]

1.5.3. Lessons learned from similar experiences in the past

[…]

[…]

1.5.4. Compatibility with the multiannual financial framework and possible synergies with

other appropriate instruments

[…]

[…]

1.5.5. Assessment of the different available financing options, including scope for

redeployment

[…]

[…]

EN 12 EN

1.6. Duration of the proposal/initiative and of its financial impact

 limited duration

–  in effect from [DD/MM]YYYY to [DD/MM]YYYY

–  financial impact from YYYY to YYYY for commitment appropriations and

from YYYY to YYYY for payment appropriations.

 unlimited duration

– Implementation with a start-up period from YYYY to YYYY,

– followed by full-scale operation.

1.7. Method(s) of budget implementation planned

 Direct management by the Commission

–  by its departments, including by its staff in the Union delegations;

–  by the executive agencies

 Shared management with the Member States

 Indirect management by entrusting budget implementation tasks to:

–  third countries or the bodies they have designated

–  international organisations and their agencies (to be specified)

–  the European Investment Bank and the European Investment Fund

–  bodies referred to in Articles 70 and 71 of the Financial Regulation

–  public law bodies

–  bodies governed by private law with a public service mission to the extent that

they are provided with adequate financial guarantees

–  bodies governed by the private law of a Member State that are entrusted with

the implementation of a public-private partnership and that are provided with

adequate financial guarantees

–  bodies or persons entrusted with the implementation of specific actions in the

common foreign and security policy pursuant to Title V of the Treaty on

European Union, and identified in the relevant basic act

– bodies established in a Member State, governed by the private law of a

Member State or Union law and eligible to be entrusted, in accordance with

sector-specific rules, with the implementation of Union funds or budgetary

guarantees, to the extent that such bodies are controlled by public law bodies or

by bodies governed by private law with a public service mission, and are provided

with adequate financial guarantees in the form of joint and several liability by the

controlling bodies or equivalent financial guarantees and which may be, for each

action, limited to the maximum amount of the Union support.

Comments

[…]

[…]

EN 13 EN

2. MANAGEMENT MEASURES

2.1. Monitoring and reporting rules

[…]

[…]

2.2. Management and control system(s)

2.2.1. Justification of the budget implementation method(s), the funding implementation

mechanism(s), the payment modalities and the control strategy proposed

[…]

[…]

2.2.2. Information concerning the risks identified and the internal control system(s) set up

to mitigate them

[…]

[…]

2.2.3. Estimation and justification of the cost-effectiveness of the controls (ratio between

the control costs and the value of the related funds managed), and assessment of the

expected levels of risk of error (at payment & at closure)

[…]

[…]

2.3. Measures to prevent fraud and irregularities

[…]

[…]

EN 14 EN

3. ESTIMATED FINANCIAL IMPACT OF THE PROPOSAL/INITIATIVE

3.1. Heading(s) of the multiannual financial framework and expenditure budget

line(s) affected

• Existing budget lines

In order of multiannual financial framework headings and budget lines.

Heading of

multiannual

financial

framework

Budget line Type of

expenditure Contribution

Number

Diff./Non-

diff.53

from

EFTA

countries 54

from

candidate

countries

and

potential

candidates 55

From

other

third

countries

other assigned

revenue

[XX.YY.YY.YY]

Diff./Non

-diff. YES/NO YES/NO YES/NO YES/NO

[XX.YY.YY.YY]

Diff./Non

-diff. YES/NO YES/NO YES/NO YES/NO

[XX.YY.YY.YY]

Diff./Non

-diff. YES/NO YES/NO YES/NO YES/NO

• New budget lines requested

In order of multiannual financial framework headings and budget lines.

Heading of

multiannual

financial

framework

Budget line Type of

expenditure Contribution

Number

Diff./Non-

diff.

from

EFTA

countries

from

candidate

countries

and

potential

candidates

from

other

third

countries

other assigned

revenue

[XX.YY.YY.YY]

Diff./Non

-diff. YES/NO YES/NO YES/NO YES/NO

[XX.YY.YY.YY]

Diff./Non

-diff. YES/NO YES/NO YES/NO YES/NO

[XX.YY.YY.YY]

Diff./Non

-diff. YES/NO YES/NO YES/NO YES/NO

53 Diff. = Differentiated appropriations / Non-diff. = Non-differentiated appropriations. 54 EFTA: European Free Trade Association. 55 Candidate countries and, where applicable, potential candidates from the Western Balkans.

EN 15 EN

3.2. Estimated financial impact of the proposal on appropriations

3.2.1. Summary of estimated impact on operational appropriations

–  The proposal/initiative does not require the use of operational appropriations

–  The proposal/initiative requires the use of operational appropriations, as explained below

3.2.1.1. Appropriations from voted budget

EUR million (to three decimal places)

Heading of multiannual financial framework Number

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations

for DG <…….>

Commitments =1a+1b+3 0.000 0.000 0.000 0.000 0.000

Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

================================================================================================

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

Operational appropriations

Budget line Commitments (1a) 0.000

EN 16 EN

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations

for DG <…….>

Commitments =1a+1b+3 0.000 0.000 0.000 0.000 0.000

Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

====================================================================================================

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

TOTAL operational appropriations

Commitments (4) 0.000 0.000 0.000 0.000 0.000

Payments (5) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations of an administrative nature financed

from the envelope for specific programmes (6) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations under

HEADING <….> Commitments =4+6 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework Payments =5+6 0.000 0.000 0.000 0.000 0.000

====================================================================================================

Heading of multiannual financial

framework Number

DG: <…….> Year Year Year Year TOTAL MFF

EN 17 EN

2024 2025 2026 2027 2021-2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations Commitments =1a+1b +3 0.000 0.000 0.000 0.000 0.000

for DG <…….> Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations Commitments =1a+1b +3 0.000 0.000 0.000 0.000 0.000

for DG <…….> Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

TOTAL operational appropriations Commitments (4) 0.000 0.000 0.000 0.000 0.000

EN 18 EN

Payments (5) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations of an administrative nature financed

from the envelope for specific programmes (6) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations under

HEADING <….> Commitments =4+6 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework Payments =5+6 0.000 0.000 0.000 0.000 0.000

==================================================================================================

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

• TOTAL operational appropriations (all

operational headings)

Commitments (4) 0.000 0.000 0.000 0.000 0.000

Payments (5) 0.000 0.000 0.000 0.000 0.000

• TOTAL appropriations of an administrative nature financed

from the envelope for specific programmes (all operational

headings)

(6) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations Under

Heading 1 to 6 Commitments =4+6 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework

(Reference amount) Payments =5+6 0.000 0.000 0.000 0.000 0.000

Heading of multiannual financial framework 7 ‘Administrative expenditure’

DG: <…….> Year Year Year Year TOTAL

MFF 2021-

2027 2024 2025 2026 2027

 Human resources 0.000 0.000 0.000 0.000 0.000

EN 19 EN

 Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

TOTAL DG <…….> Appropriations 0.000 0.000 0.000 0.000 0.000

DG: <…….> Year Year Year Year TOTAL

MFF 2021-

2027 2024 2025 2026 2027

 Human resources 0.000 0.000 0.000 0.000 0.000

 Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

TOTAL DG <…….> Appropriations 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations under HEADING 7 of the multiannual financial

framework

(Total

commitments

= Total

payments)

0.000 0.000 0.000 0.000 0.000

EUR million (to three decimal places)

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

TOTAL appropriations under HEADINGS 1 to 7 Commitments 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework Payments 0.000 0.000 0.000 0.000 0.000

=================================================================================================

3.2.1.2. Appropriations from external assigned revenues

EUR million (to three decimal places)

Heading of multiannual financial framework Number

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

EN 20 EN

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations

for DG <…….>

Commitments =1a+1b+3 0.000 0.000 0.000 0.000 0.000

Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

================================================================================================

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations

for DG <…….>

Commitments =1a+1b+3 0.000 0.000 0.000 0.000 0.000

Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

====================================================================================================

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

EN 21 EN

TOTAL operational appropriations

Commitments (4) 0.000 0.000 0.000 0.000 0.000

Payments (5) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations of an administrative nature financed

from the envelope for specific programmes (6) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations under

HEADING <….> Commitments =4+6 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework Payments =5+6 0.000 0.000 0.000 0.000 0.000

====================================================================================================

Heading of multiannual financial framework Number

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations

for DG <…….>

Commitments =1a+1b+3 0.000 0.000 0.000 0.000 0.000

Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

================================================================================================

EN 22 EN

DG: <…….> Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

Operational appropriations

Budget line Commitments (1a) 0.000

Payments (2a) 0.000

Budget line Commitments (1b) 0.000

Payments (2b) 0.000

Appropriations of an administrative nature financed from the envelope of specific programmes

Budget line (3) 0.000

TOTAL appropriations

for DG <…….>

Commitments =1a+1b+3 0.000 0.000 0.000 0.000 0.000

Payments =2a+2b+3 0.000 0.000 0.000 0.000 0.000

====================================================================================================

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

TOTAL operational appropriations

Commitments (4) 0.000 0.000 0.000 0.000 0.000

Payments (5) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations of an administrative nature financed

from the envelope for specific programmes (6) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations under

HEADING <….> Commitments =4+6 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework Payments =5+6 0.000 0.000 0.000 0.000 0.000

==================================================================================================

Year Year Year Year TOTAL MFF

EN 23 EN

2024 2025 2026 2027 2021-2027

• TOTAL operational appropriations (all

operational headings)

Commitments (4) 0.000 0.000 0.000 0.000 0.000

Payments (5) 0.000 0.000 0.000 0.000 0.000

• TOTAL appropriations of an administrative nature financed

from the envelope for specific programmes (all operational

headings)

(6) 0.000 0.000 0.000 0.000 0.000

TOTAL appropriations under Headings 1

to 6 Commitments =4+6 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework (Reference

amount) Payments =5+6 0.000 0.000 0.000 0.000 0.000

Heading of multiannual financial framework 7 ‘Administrative expenditure’

EUR million (to three decimal places)

DG: <…….> Year Year Year Year TOTAL

MFF 2021-

2027 2024 2025 2026 2027

 Human resources 0.000 0.000 0.000 0.000 0.000

 Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

TOTAL DG <…….> Appropriations 0.000 0.000 0.000 0.000 0.000

DG: <…….> Year Year Year Year TOTAL

MFF 2021-

2027 2024 2025 2026 2027

 Human resources 0.000 0.000 0.000 0.000 0.000

 Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

TOTAL DG <…….> Appropriations 0.000 0.000 0.000 0.000 0.000

EN 24 EN

TOTAL appropriations under HEADING 7 of the multiannual

financial framework

(Total

commitments

= Total

payments)

0.000 0.000 0.000 0.000 0.000

EUR million (to three decimal places)

Year Year Year Year TOTAL MFF

2021-2027 2024 2025 2026 2027

TOTAL appropriations under HEADINGS 1 to 7 Commitments 0.000 0.000 0.000 0.000 0.000

of the multiannual financial framework Payments 0.000 0.000 0.000 0.000 0.000

3.2.2. Estimated output funded from operational appropriations (not to be completed for decentralised agencies)

Commitment appropriations in EUR million (to three decimal places)

Indicate

objectives and

outputs



Year 2024

Year 2025

Year 2026

Year 2027

Enter as many years as necessary to show the

duration of the impact (see Section1.6) TOTAL

OUTPUTS

Type56

Avera

ge

cost

N o

Cost N o

Cost N o

Cost N o

Cost N o

Cost N o

Cost N o

Cost Total

No

Total

cost

SPECIFIC OBJECTIVE No 157…

- Output

- Output

- Output

56 Outputs are products and services to be supplied (e.g. number of student exchanges financed, number of km of roads built, etc.). 57 As described in Section 1.3.2. ‘Specific objective(s)’

EN 25 EN

Subtotal for specific objective No 1

SPECIFIC OBJECTIVE No 2 ...

- Output

Subtotal for specific objective No 2

TOTALS

EN 26 EN

3.2.3. Summary of estimated impact on administrative appropriations

–  The proposal/initiative does not require the use of appropriations of an

administrative nature

–  The proposal/initiative requires the use of appropriations of an administrative

nature, as explained below

3.2.3.1. Appropriations from voted budget

VOTED APPROPRIATIONS Year Year Year Year TOTAL

2021 - 2027 2024 2025 2026 2027

HEADING 7

Human resources 0.000 0.000 0.000 0.000 0.000

Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

Subtotal HEADING 7 0.000 0.000 0.000 0.000 0.000

Outside HEADING 7

Human resources 0.000 0.000 0.000 0.000 0.000

Other expenditure of an administrative nature 0.000 0.000 0.000 0.000 0.000

Subtotal outside HEADING 7 0.000 0.000 0.000 0.000 0.000

TOTAL 0.000 0.000 0.000 0.000 0.000

===================================================================

3.2.3.2. Appropriations from external assigned revenues

EXTERNAL ASSIGNED REVENUES Year Year Year Year TOTAL

2021 - 2027 2024 2025 2026 2027

HEADING 7

Human resources 0.000 0.000 0.000 0.000 0.000

Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

Subtotal HEADING 7 0.000 0.000 0.000 0.000 0.000

Outside HEADING 7

Human resources 0.000 0.000 0.000 0.000 0.000

Other expenditure of an administrative nature 0.000 0.000 0.000 0.000 0.000

Subtotal outside HEADING 7 0.000 0.000 0.000 0.000 0.000

TOTAL 0.000 0.000 0.000 0.000 0.000

3.2.3.3. Total appropriations

TOTAL

VOTED APPROPRIATIONS

+

EXTERNAL ASSIGNED REVENUES

Year Year Year Year TOTAL

2021 -

2027 2024 2025 2026 2027

HEADING 7

Human resources 0.000 0.000 0.000 0.000 0.000

Other administrative expenditure 0.000 0.000 0.000 0.000 0.000

Subtotal HEADING 7 0.000 0.000 0.000 0.000 0.000

Outside HEADING 7

EN 27 EN

Human resources 0.000 0.000 0.000 0.000 0.000

Other expenditure of an administrative nature 0.000 0.000 0.000 0.000 0.000

Subtotal outside HEADING 7 0.000 0.000 0.000 0.000 0.000

TOTAL 0.000 0.000 0.000 0.000 0.000

===================================================================

The appropriations required for human resources and other expenditure of an administrative nature

will be met by appropriations from the DG that are already assigned to management of the action

and/or have been redeployed within the DG, together, if necessary, with any additional allocation

which may be granted to the managing DG under the annual allocation procedure and in the light of

budgetary constraints.

3.2.4. Estimated requirements of human resources

–  The proposal/initiative does not require the use of human resources

–  The proposal/initiative requires the use of human resources, as explained

below

3.2.4.1. Financed from voted budget

Estimate to be expressed in full-time equivalent units (FTEs)

VOTED APPROPRIATIONS Year Year Year Year

2024 2025 2026 2027

 Establishment plan posts (officials and temporary staff)

20 01 02 01 (Headquarters and Commission’s Representation Offices) 0 0 0 0

20 01 02 03 (EU Delegations) 0 0 0 0

01 01 01 01 (Indirect research) 0 0 0 0

01 01 01 11 (Direct research) 0 0 0 0

Other budget lines (specify) 0 0 0 0

• External staff (inFTEs)

20 02 01 (AC, END from the ‘global envelope’) 0 0 0 0

20 02 03 (AC, AL, END and JPD in the EU Delegations) 0 0 0 0

Admin. Support

line

[XX.01.YY.YY]

- at Headquarters 0 0 0 0

- in EU Delegations 0 0 0 0

01 01 01 02 (AC, END - Indirect research) 0 0 0 0

01 01 01 12 (AC, END - Direct research) 0 0 0 0

Other budget lines (specify) - Heading 7 0 0 0 0

Other budget lines (specify) - Outside Heading 7 0 0 0 0

TOTAL 0 0 0 0

===================================================================

3.2.4.2. Financed from external assigned revenues

EXTERNAL ASSIGNED REVENUES Year Year Year Year

2024 2025 2026 2027

 Establishment plan posts (officials and temporary staff)

20 01 02 01 (Headquarters and Commission’s Representation Offices) 0 0 0 0

EN 28 EN

20 01 02 03 (EU Delegations) 0 0 0 0

01 01 01 01 (Indirect research) 0 0 0 0

01 01 01 11 (Direct research) 0 0 0 0

Other budget lines (specify) 0 0 0 0

• External staff (in full time equivalent units)

20 02 01 (AC, END from the ‘global envelope’) 0 0 0 0

20 02 03 (AC, AL, END and JPD in the EU Delegations) 0 0 0 0

Admin. Support

line [XX.01.YY.YY]

- at Headquarters 0 0 0 0

- in EU Delegations 0 0 0 0

01 01 01 02 (AC, END - Indirect research) 0 0 0 0

01 01 01 12 (AC, END - Direct research) 0 0 0 0

Other budget lines (specify) - Heading 7 0 0 0 0

Other budget lines (specify) - Outside Heading 7 0 0 0 0

TOTAL 0 0 0 0

3.2.4.3. Total requirements of human resources

TOTAL VOTED APPROPRIATIONS

+

EXTERNAL ASSIGNED REVENUES

Year Year Year Year

2024 2025 2026 2027

 Establishment plan posts (officials and temporary staff)

20 01 02 01 (Headquarters and Commission’s Representation Offices) 0 0 0 0

20 01 02 03 (EU Delegations) 0 0 0 0

01 01 01 01 (Indirect research) 0 0 0 0

01 01 01 11 (Direct research) 0 0 0 0

Other budget lines (specify) 0 0 0 0

• External staff (in full time equivalent units)

20 02 01 (AC, END from the ‘global envelope’) 0 0 0 0

20 02 03 (AC, AL, END and JPD in the EU Delegations) 0 0 0 0

Admin. Support

line

[XX.01.YY.YY]

- at Headquarters 0 0 0 0

- in EU Delegations 0 0 0 0

01 01 01 02 (AC, END - Indirect research) 0 0 0 0

01 01 01 12 (AC, END - Direct research) 0 0 0 0

Other budget lines (specify) - Heading 7 0 0 0 0

Other budget lines (specify) - Outside Heading 7 0 0 0 0

TOTAL 0 0 0 0

===================================================================

The staff required to implement the proposal (in FTEs):

To be covered by

current staff

available in the

Commission

services

Exceptional additional staff*

EN 29 EN

To be financed

under Heading 7

or Research

To be financed

from BA line

To be financed

from fees

Establishment

plan posts

N/A

External staff

(CA, SNEs, INT)

Description of tasks to be carried out by:

Officials and temporary staff

External staff

3.2.5. Overview of estimated impact on digital technology-related investments

Compulsory: the best estimate of the digital technology-related investments entailed

by the proposal/initiative should be included in the table below.

Exceptionally, when required for the implementation of the proposal/initiative, the

appropriations under Heading 7 should be presented in the designated line.

The appropriations under Headings 1-6 should be reflected as “Policy IT expenditure

on operational programmes”. This expenditure refers to the operational budget to be

used to re-use/ buy/ develop IT platforms/ tools directly linked to the implementation

of the initiative and their associated investments (e.g. licences, studies, data storage

etc). The information provided in this table should be consistent with details

presented under Section 4 “Digital dimensions”.

TOTAL Digital and IT appropriations

Year Year Year Year TOTAL

MFF

2021 -

2027 2024 2025 2026 2027

HEADING 7

IT expenditure (corporate) 0.000 0.000 0.000 0.000 0.000

Subtotal HEADING 7 0.000 0.000 0.000 0.000 0.000

Outside HEADING 7

Policy IT expenditure on operational programmes

0.000 0.000 0.000 0.000 0.000

Subtotal outside HEADING 7 0.000 0.000 0.000 0.000 0.000

TOTAL 0.000 0.000 0.000 0.000 0.000

3.2.6. Compatibility with the current multiannual financial framework

The proposal/initiative:

–  can be fully financed through redeployment within the relevant heading of the

multiannual financial framework (MFF)

–  requires use of the unallocated margin under the relevant heading of the MFF

and/or use of the special instruments as defined in the MFF Regulation

EN 30 EN

–  requires a revision of the MFF

3.2.7. Third-party contributions

The proposal/initiative:

–  does not provide for co-financing by third parties

–  provides for the co-financing by third parties estimated below:

Appropriations in EUR million (to three decimal places)

Year 2024

Year 2025

Year 2026

Year 2027

Total

Specify the co-financing body

TOTAL appropriations co-

financed

3.3. Estimated impact on revenue

–  The proposal/initiative has no financial impact on revenue.

–  The proposal/initiative has the following financial impact:

–  on own resources

–  on other revenue

–  please indicate, if the revenue is assigned to expenditure lines

EUR million (to three decimal places)

Budget revenue line:

Appropriations

available for the

current financial

year

Impact of the proposal/initiative58

Year 2024 Year 2025 Year 2026 Year 2027

Article ………….

For assigned revenue, specify the budget expenditure line(s) affected.

[…]

Other remarks (e.g. method/formula used for calculating the impact on revenue or

any other information).

[…]

4. DIGITAL DIMENSIONS

4.1. Requirements of digital relevance

Reference to the

requirement Requirement description

Actors

affected or

concerned by

High-

level

Processes

Categories

58 As regards traditional own resources (customs duties, sugar levies), the amounts indicated must be net

amounts, i.e. gross amounts after deduction of 20% for collection costs.

EN 31 EN

the

requirement

Article 2(1)

The Commission is

empowered to adopt

delegated acts in

accordance with Article

82 amending and

supplementing this

Regulation to set out

technical requirements for

pure electric vehicles

(PEV) and off-vehicle

charging hybrid electric

vehicles (OVC-HEV), as

regards their

communication and

hardware interface of

those vehicles with the

recharging infrastructure,

the electricity grid and the

stationary power systems

capable of supporting

smart and bidirectional

charging functionalities

European

Commission

National

Authorities

Economic

Operators

Data

exchange Data

Article 4(1)

The Commission shall

take measures, in

cooperation with Member

States when necessary, to

ensure that OBM and

OBFCM data are

received, processed and

stored effectively in a

harmonised manner.

European

Commission

National

Authorities

Economic

Operators

Data

exchange Data

Article 4(2)

the methods, measures,

requirements and tests,

including compliance

thresholds, to ensure

performance of OBFCM

devices, OBD and OBM

systems and the sensors of

such devices and systems,

as well as off-board

communication of data

recorded by such devices

and systems

European

Commission

National

Authorities

Economic

Operators

Data

EN 32 EN

4.2. Data

Type of data Reference to the

requirement(s)

Standard and/or specification

(if applicable)

Data related to the

communication of pure electric

vehicles (PEV) and off-vehicle

charging hybrid electric

vehicles (OVC-HEV) with the

recharging infrastructure, the

electricity grid and the

stationary power systems

capable of supporting smart and

bidirectional charging

functionalities

Article 2 The Commission shall take

measures establishing the

technical specifications.

OBM and OBFCM data Article 4 The Commission shall take

measures establishing the

technical specifications.

Alignment with the European Data Strategy

Explanation of how the requirement(s) are aligned with the European Data Strategy

The Commission shall take measures establishing alignment with the European Data Strategy

Alignment with the once-only principle

Explanation of how the once-only principle has been considered and how the possibility to

reuse existing data has been explored

The once-only principle will be considered in the delegated acts.

Explanation of how newly created data is findable, accessible, interoperable and reusable,

and meets high-quality standards

All details will be described in the future delegated acts.

Data flows

High-level description of the data flows

Type of data Reference(s)

to the

requirement(s)

Actors who

provide the

data

Actors who

receive the

data

Trigger

for the

data

exchange

Frequency

(if

applicable)

Data related to

the

communication

of pure electric

vehicles (PEV)

Article 2 Vehicle

Manufacturers

Grid

Operators

Vehicle

Manufacturers

Grid

Operators

// //

EN 33 EN

and off-vehicle

charging

hybrid electric

vehicles

(OVC-HEV)

with the

recharging

infrastructure,

the electricity

grid and the

stationary

power systems

capable of

supporting

smart and

bidirectional

charging

functionalities

Other

economic

operators

Other

economic

operators

OBM and

OBFCM data

Article 4 Vehicle

Manufacturers

European

Commission

Member

States

// //

4.3. Digital solutions

Digital

solution

Reference(s

) to the

requiremen

t(s)

Main

mandated

functionalit

ies

Responsi

ble body

How is

accessibili

ty catered

for?

How is

reusabilit

y

considere

d?

Use of AI

technolog

ies (if

applicabl

e)

Harmonised

EU-level

OBM/OBF

CM data

infrastructur

e

Article 4 The

Commissio

n shall take

measures

establishing

the

functionaliti

es.

European

Commissi

on

The

accessibili

ty

requireme

nts will be

considere

d in the

measures.

The

reusability

requireme

nts will be

considere

d in the

measures.

//

Digital solution #1

Digital and/or sectorial policy

(when these are applicable)

Explanation on how it aligns

AI Act //

EU Cybersecurity framework Shall be considered in the measures.

EN 34 EN

eIDAS Shall be considered in the measures.

Single Digital Gateway and IMI Shall be considered in the measures.

Others //

4.4. Interoperability assessment

Digital

public

service or

category of

digital

public

services

Description Reference(s) to

the

requirement(s)

Interoperable

Europe

Solution(s)

(NOT

APPLICABLE)

Other

interoperability

solution(s)

Streamlined

monitoring of

real-world

vehicle

performance

under Euro 7

Streamlined

monitoring of

real-world

vehicle

performance

under Euro 7

Article 4 //

Digital public service #1

Assessment Measure(s) Potential remaining barriers

(if applicable)

Alignment with existing

digital and sectorial

policies

•

Organisational

measures for a smooth

cross-border digital

public services delivery

• Shall be established

in the measures.

•

Measures taken to

ensure a shared

understanding of the

data

• Shall be established

in the measures.

•

Use of commonly agreed

open technical

specifications and

standards

• Shall be established

in the measures.

•

EN 35 EN

4.5. Measures to support digital implementation

Description of the

measure

Reference(s) to the

requirement(s)

Commission

role

(if applicable)

Actors to

be involved

(if

applicable)

Expected

timeline

(if applicable)

The Commission

shall take measures

establishing the

common technical

specifications.

Article 2

Article 4

The

Commission

shall adopt

such acts

Member

States

Economic

Operators

/ /

EN EN

EUROPEAN COMMISSION

Strasbourg, 16.12.2025

COM(2025) 993 final

ANNEXES 1 to 2

ANNEXES

to the

REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

amending and supplementing Regulations (EC) No 561/2006, (EU) 2018/858, (EU)

2019/2144 and (EU) 2024/1257 as regards the simplification of technical requirements

and testing procedures for motor vehicles and repealing Council Directive 70/157/EEC

and Regulation No 540/2014

{SWD(2025) 1056 final}

EN 1 EN

ANNEX I

Annex V to Regulation (EU) 2024/1257 is amended as follows:

(1) in table 1, the entry for ‘Laboratory test of low temperature for emissions’ is deleted;

(2) in table 2, the entry for ‘Laboratory test of low temperature for emissions’ is deleted;

(3) in table 3, the entry for ‘Gaseous pollutants, PN in road testing (RDE) for each fuel

and for the applicable vehicle categories (M2, M3, N2 and N3)’ is replaced by the

following:

‘Gaseous pollutants,

PN in road testing

(RDE) for each fuel

and for the

applicable vehicle

categories (M2, M3,

N2 and N3)

Required

demonstration tests

for all fuels for which

the type-approval is

granted per vehicle

category and a

declaration of

compliance for all

fuels, all payloads

and all applicable

vehicle categories (*4)

Not required

Required test on a vehicle

with any fuel and on any

vehicle category and any

payload for all engine

types every two years

(*5)’;

(4) in table 4, the entry for ‘Gaseous pollutants and PN in road testing (RDE) for each

fuel and for the applicable vehicle categories (M2, M3, N2 and N3)’ is replaced by

the following:

‘Gaseou

s

pollutant

s and PN

in road

testing

(RDE)

for each

fuel and

for the

applicab

le

vehicle

categori

es (M2,

M3, N2

and N3)

Required

demonstratio

n tests for all

fuels for

which the

type-

approval is

granted per

vehicle

category and

a declaration

of

compliance

for all fuels,

all payloads

and all

applicable

vehicle

categories

(*7)

(See engine

requirement

s)

Required

yearly for

an adequate

number of

vehicle

categories

on any fuel

and on any

vehicle

category

covered by

the

emission

type-

approval

(*8)

Option

al

Required/Option

al

Optiona

l’;

EN 2 EN

(5) in table 7, in the entry for ‘Gaseous pollutants, PN in road testing (RDE) for each

type of fuel and for the applicable vehicle categories (M2, M3, N2 and N3)’, the text

in the second column is replaced by the following:

‘Required demonstration tests for all fuels for which the type-approval is granted per

vehicle category and a declaration of compliance for all fuels, all payloads and all

applicable vehicle categories’

(6) in table 8, in the entry for ‘Gaseous pollutants, PN in road testing (RDE) for each

type of fuel and for the applicable vehicle categories (M2, M3, N2 and N3)’, the text

in second column is replaced by the following:

‘Required demonstration tests for all fuels for which the type-approval is granted per

vehicle category and a declaration of compliance for all fuels, all payloads and all

applicable vehicle categories’.

EN 3 EN

ANNEX II

Annexes I and II to Regulation (EU) 2018/858 are amended as follows:

(1) in Annex I, Part A, the following point 2.4 is inserted after point 2.3.1.:

‘2.4. Small electric vehicle:

2.4.1. Small electric vehicle means a pure electric vehicle that belongs to category M1, having

a length not exceeding 4.2 metres.

For this subcategory of vehicles, the letter ‘E’ shall be added as suffix to letter and numeral

identifying the vehicle category (M1).’.

(2) Annex II is amended as follows:

(a) Part I is amended as follows:

(i) the entry for item B14 is replaced by the following:

‘B14 Acoustic Vehicle

Alerting Systems

UN Regulation No

138 *

[01 series of

amendments]

X X X X X X ’;

_________

* Regulation No 138 of the Economic Commission for Europe of the United Nations (UNECE) – Uniform

provisions concerning the approval of Quiet Road Transport Vehicles with regard to their reduced audibility

[2017/71] (OJ L9, 13.1.2017, ELI: http://data.europa.eu/eli/reg/2017/71(1)/oj)’;

(ii) the entry for item G1 is replaced by the following:

‘G1 Sound level UN Regulation No

51**

[03 series of

amendments]

X X X X X X

UN Regulation No

59***

[03 series of

amendments]

X

_________

** Regulation No 51 of the Economic Commission for Europe of the United Nations (UNECE) – Uniform

provisions concerning the approval of motor vehicles having at least four wheels with regard to their sound

emissions [2018/798] (OJ L 138, 4.6.2018, p.1, ELI: http://data.europa.eu/eli/reg/2018/798/oj)

*** Regulation No 59 of the Economic Commission for Europe of the United Nations (UNECE) – Uniform

provisions concerning the approval of replacement silencing systems [2025/844] (OJ L, 2025/844, 30.4.2025,

ELI: https://eur-lex.europa.eu/eli/reg/2025/844/oj)’;

(b) Appendix 1 is amended as follows:

(i) Table 1 is amended as follows:

(1) the entry for item B14 is replaced by the following:

‘B14 Acoustic Vehicle

Alerting Systems

UN Regulation No 138 A A A A’;

(2) the entry for item G1 is replaced by the following:

EN 4 EN

‘G1 Sound level UN Regulation No 51 A A A A’;

(ii) Table 2 is amended as follows:

(1) the entry for item B14 is replaced by the following:

‘B14 Acoustic Vehicle

Alerting Systems

UN Regulation No 138 X X X ’;

(2) the entry for item G1 is replaced by the following:

‘G1 Sound level UN Regulation No 51 A A X (for

manual

driving mode A (for fully

automated

driving

mode)

Test mode necessary.

Manufacturer to define

how to perform the test in

accordance with the

technical justification in

agreement with technical

service. Highest value

measured in manual

or/and in autonomous

mode shall be considered

for type approval.

Vehicles having overall

sound levels complying

with the requirements in

paragraph 6.2.8 of

UNECE Regulation No

138(1) with a margin of

+3 dB(A), are not

required to be equipped

with Acoustic Vehicle

Alerting System (AVAS).

The requirements laid

down in paragraph 6.2.8

of that Regulation for

one-third octave bands

and the requirements laid

down in paragraph 6.2.3

of that Regulation for the

frequency shift as defined

in paragraph 2.4 of that

Regulation (‘frequency

shift’) shall not apply to

those vehicles to

determine the need for

AVAS independent

whether the vehicles is

driven in manual or

autonomous mode

during the test.

The R point of the driver

seat shall be considered to

be the lowest R point of

the passenger seats in the

1st seat row.

Used test

procedure/special

arrangement to be

recorded in the test

report.’;

EN 5 EN

(c) in Part II, in the table, the entries for items B14 and G1 are deleted;

(d) Part III is amended as follows:

(i) in Appendix 1, the table is amended as follows:

(1) the entry for item B14 is replaced by the following:

‘B14 Acoustic Vehicle

Alerting Systems

UN Regulation No 138 X

X X

X’;

(2) the entry for item G1 is replaced by the following:

‘G1 Sound level UN Regulation No 51 X Modification of

exhaust system

length after the

last silencer not

exceeding 2,0 m

is permissible

without any

further test.

G Modification

of exhaust

system length

after the last

silencer not

exceeding

2,0 m is

permissible

without any

further test.

G Modification

of exhaust

system length

after the last

silencer not

exceeding

2,0 m is

permissible

without any

further test.

G Modification

of exhaust

system length

after the last

silencer not

exceeding

2,0 m is

permissible

without any

further test.’;

(3) the entry for item GA1 is replaced by the following:

‘GA1 Sound level UN Regulation No 51 X Modification of

exhaust system

length after the

last silencer not

exceeding 2,0 m

is permissible

without any

further test.

G Modification

of exhaust

system length

after the last

silencer not

exceeding

2,0 m is

permissible

without any

further test.

G Modification of

exhaust system

length after the

last silencer not

exceeding

2,0 m is

permissible

without any

further test.

G Modification of

exhaust system

length after the

last silencer not

exceeding 2,0 m

is permissible

without any

further test.’;

(ii) in Appendix 2, the table is amended as follows:

(1) the entry for item B14 is replaced by the following:

‘B14 Acoustic Vehicle

Alerting Systems

UN Regulation No

138

X X X X X X not in

scope

not in

scope

not in

scope

not in

scope’;

(2) the entry for item G1 is replaced by the following:

‘G1 Sound level UN Regulation No

51

X X X X X X not in

scope

not in

scope

not in

scope

not in

scope’;

(3) the entry for item GA1 is replaced by the following:

‘GA1 Sound level UN Regulation No

51

X X X X X X not in

scope

not in

scope

not in

scope

not in

scope’;

(iii) in Appendix 3, the table is amended as follows:

(1) the entry for item B14 is replaced by the following:

EN 6 EN

‘B14 Acoustic Vehicle

Alerting Systems

UN Regulation No

138

X’;

(2) the entry for item G1 is replaced by the following:

‘G1 Sound level UN Regulation No

51

G Modification of the exhaust system length is permitted without

the need for retesting, provided that the exhaust back pressure

remains similar.’;

(3) the entry for item GA1 is replaced by the following:

‘GA1 Sound level UN Regulation No

51

G Modification of the exhaust system length is permitted without

the need for retesting, provided that the exhaust back pressure

remains similar.’;

(iv) in Appendix 4, the table is amended as follows:

(1) the entry for item B14 is replaced by the following:

‘B14 Acoustic Vehicle

Alerting Systems

UN Regulation No 138 X X X X X not in

scope

not in

scope

not in

scope

not in

scope’;

(2) the entry for item G1 is replaced by the following:

‘G1 Sound

level

UN

Regulation

No 51

G Modific

ation of

exhaust

system

length

after the

last

silencer

not

exceedi

ng

2,0 m is

permiss

ible

without

any

further

test.

G Modificatio

n of exhaust

system

length after

the last

silencer not

exceeding

2,0 m is

permissible

without any

further test.

G Modific

ation of

exhaust

system

length

after the

last

silencer

not

exceedin

g 2,0 m

is

permissi

ble

without

any

further

test.

G Modification

of exhaust

system

length after

the last

silencer not

exceeding

2,0 m is

permissible

without any

further test.

G Modificatio

n of exhaust

system

length after

the last

silencer not

exceeding

2,0 m is

permissible

without any

further test.

not

in

scop

e

not

in

scop

e

not

in

scop

e

not

in

scop

e’;

(3) the entry for item GA1 is replaced by the following:

‘GA1 Sound

level

UN

Regulation

No 51

G Modificati

on of

exhaust

system

length

after the

G Modificatio

n of

exhaust

system

length after

the last

G Modifi

cation

of

exhaust

system

length

G Modification

of exhaust

system length

after the last

silencer not

exceeding

G Modificatio

n of exhaust

system

length after

the last

silencer not

not

in

scop

e

not

in

scop

e

not

in

scop

e

not

in

scop

e’;

EN 7 EN

last

silencer

not

exceeding

2,0 m is

permissibl

e without

any further

test.

silencer not

exceeding

2,0 m is

permissible

without any

further test.

after

the last

silencer

not

exceedi

ng

2,0 m is

permiss

ible

without

any

further

test.

2,0 m is

permissible

without any

further test.

exceeding

2,0 m is

permissible

without any

further test.

(v) in Appendix 5, the table is amended as follows:

(1) the entry for item B14 is replaced by the following:

‘B14 Acoustic Vehicle

Alerting Systems

UN Regulation No

138

X’;

(2) the entry for item G1 is replaced by the following:

‘G1 Sound level UN Regulation No 51 G Test to be performed only with the complete/completed vehicle.

The vehicle may be tested in accordance with UN Regulation

No 51 or Directive 70/157/EEC (until 30 June 2027). The

following limit values are applicable, irrespective of the vehicle

conditions such as engine type, gearbox type and any sub-

classifications:

(a) 81 dB(A) for vehicles with an engine power of less

than 75 kW;

(b) 83 dB(A) for vehicles with an engine power of not

less than 75 kW but less than 150 kW;

(c) 84 dB(A) for vehicles with an engine power of not

less than 150 kW.’;

(3) the entry for item GA1 is replaced by the following:

‘GA1 Sound level UN Regulation No 51 G Test to be performed only with the complete/completed vehicle. The vehicle

may be tested in accordance with UN Regulation No 51 or Directive

70/157/EEC (until 30 June 2027). The following limit values are applicable,

irrespective of the vehicle conditions such as engine type, gearbox type and

any sub-classifications:

(a) 81 dB(A) for vehicles with an engine power of less than 75 kW;

(b) 83 dB(A) for vehicles with an engine power of not less than 75

kW but less than 150 kW;

(c) 84 dB(A) for vehicles with an engine power of not less than 150

kW.’;

(vi) in Appendix 6, the table is amended as follows:

EN 8 EN

(1) the entry for item B14 is replaced by the following:

‘B14 Acoustic

Vehicle

Alerting

Systems

UN Regulation No

138

X not in scope’;

(2) the entry for item G1 is replaced by the following:

‘G1 Sound level UN Regulation No

51

G Test to be performed only with the complete/completed

vehicle. The vehicle can be tested in accordance with UN

Regulation No 51 or Directive 70/157/EEC (until 30 June

2027). The following limit values are applicable,

irrespective of the vehicle conditions such as engine type,

gearbox type and any sub-classifications:

(a) 81 dB(A) for vehicles with an engine power of

less than 75 kW;

(b) 83 dB(A) for vehicles with an engine power

of not less than 75 kW but less than 150 kW;

(c) 84 dB(A) for vehicles with an engine power of

not less than 150 kW.

not in scope’;

(3) the entry for item GA1 is replaced by the following:

‘GA1 Sound level UN Regulation

No 51

G Test to be performed only with the complete/completed

vehicle. The vehicle can be tested in accordance with UN

Regulation No 51 or Directive 70/157/EEC (until 30 June

2027). The following limit values are applicable, irrespective

of the vehicle conditions such as engine type, gearbox type

and any sub-classifications:

(a) 81 dB(A) for vehicles with an engine power of

less than 75 kW;

(b) 83 dB(A) for vehicles with an engine power of

not less than 75 kW but less than 150 kW;

(c) 84 dB(A) for vehicles with an engine power of

not less than 150 kW.

not in scope’.

08.01.2026

Ettepanek:

Autotööstuse lihtsustamise omnibus (COM (2025) 993; COM (2025) 999)

Otsuse ettepanek koordinatsioonikogule

Kujundada seisukoht

Kaasvastutaja sisendi tähtpäev 30.01.2026

KOKi esitamise tähtpäev 11.02.2026

VV esitamise tähtpäev 19.02.2026

Vastutav ministeerium: Kliimaministeerium

Kaasvastutajad: Majandus- ja Kommunikatsiooniministeerium, Siseministeerium

Seisukoha valitsusse toomise alus ja põhjendus

Algatuse vastuvõtmisega kaasneks oluline majanduslik või sotsiaalne mõju (RKKTS § 152¹ lg 1 p 2)

Sisukokkuvõte

Euroopa Komisjon avaldas 16.12.25 autotööstuse paketi, mille üldeesmärk on tagada Euroopa autotööstuse dekarboniseerimine ja konkurentsivõime tõstmine. Paketi osana avaldati autotööstuse lihtsustamise omnibuspakett kahe õigusakti eelnõuga.

Muudatuste üks peamistest eesmärkidest on võrdsustada väiksematele elektrikaubikutele kehtivad nõuded sarnase kandevõime ja kasutusotstarbega sisepõlemismootoriga sõidukitele kehtivate nõuetega. Kuna elektrilised sõidukid on raskemad oma akude tõttu, siis langevad nad kategooriasse, kus neile kohalduvad rangemad nõuded kui sama kasutusotstarbe ja kandevõimega sisepõlemismootoriga sõidukitele, mis muudab nende tootmise kallimaks ja turul ebaatraktiivsemaks. N2 elektriliste kaubikute klientide sihtrühma hulka kuuluvad enamasti VKEd ja mikroettevõtted, leevenduste toel tõuseks nende sõidukite atraktiivsus sihtrühma jaoks. Lisaks lihtsustatakse ja ühtlustatakse ELi sõidukiregulatsiooni, et vähendada ebaproportsionaalset halduskoormust ja kulusid autotootjatele.

2

Eesmärgid 1. Direktiivi eelnõuga (COM (2025) 999) muudetakse direktiivi 92/6/EEÜ, et

vabastada N2-kategooria elektrilised kaubikud, mille lubatud täismass ületab 3,5 tonni, kuid jääb alla 4,25 tonni, kiiruspiiriku paigaldamise kohustusest, viies need samale tasemele nende fossiilkütusel töötavate ekvivalentidega ehk N1- kategooria diiselkaubikutega. Riikidel on 3 kuud muudatuse siseriiklikku õigusesse ülevõtmiseks alates direktiivi muudatuse jõustumisest.

2. Määruse eelnõuga (COM (2025) 993) muudetakse määruseid nr (EÜ) 561/2006, (EL) 2018/858, (EL) 2019/2144 ja (EL) 2024/1257. - Määruse nr (EÜ) 561/2006 muudatusega vabastatakse N2-kategooria

elektrikaubikud (maksimaalse täismassiga 3,5 kuni 4,25 tonni ning mida kasutatakse üksnes riigisiseseks veoks) kohustusest paigaldada nutikas sõidumeerik, kuna sellist kohustust pole ka N1-kategooria diiselkaubikutel. Lisaks vabastatakse eratarbimiseks kasutatavad matkaautod sõidu- ja puhkeaja eeskirjade ning sõidumeeriku kasutamise nõuetest.

- Määruse (EL) nr 2019/2144 muudatus näeb ette N2-kategooria elektrikaubikute (maksimaalse täismassiga 3,5 kuni 4,25 tonni) vabastamise kiiruspiiriku paigaldamise kohustusest, asetades need seeläbi samale alusele nende fossiilkütusel töötava vastandiga, s.o N1-kategooria diiselkaubikutega.

- Määruse (EL) 2024/1257 muudatused lihtsustavad heitkoguste nõuetele vastavuse tõendamist ning vähendavad haldus- ja testimiskoormust. Kaotatakse madalal temperatuuril eraldi laborikatse tegemise nõue ja Euro 7 mootori tüübikinnituses minnakse üle sõidukitüüpide asemel sõidukikategooriatele, millega välditakse samal tehnoloogial põhinevate mootorite korduvat katsetamist eri sõidukitüüpides. Lisaks antakse komisjonile selgem volitus sõidukitüüpide nõuetele vastavuse seireks vajaliku EL ühtlustatud andmetaristu loomiseks, mis toob märkimisväärse kulude kokkuhoiu sõidukitootjatele (saavad edastada standarditud andmeid ühe korra, väheneb tarkvara integreerimise ja sertifitseerimisega seotud kulu).

- Määruse (EL) 2018/858 peamise muudatusena lisatakse uus väikeste elektrisõidukite alamkategooria, mis hõlmab kuni 4,2 meetri pikkuseid M1- kategooria elektrisõidukeid. See võimaldab liikmesriikidel ja kohalikel omavalitsustel välja töötada sihipäraseid stiimuleid, soodustades ELis toodetud väikeste elektrisõidukite nõudlust. Lisaks vähendatakse killustatust elektrisõidukite ja laadimistaristu vaheliste tehniliste nõuete vahel ning ühtlustatakse õigusraamistikku ÜRO (UNECE) eeskirjadega.

Kas EL algatus reguleerib karistusi või haldustrahve? Ei Kas nähakse ette uue asutuse loomine (järelevalvelised või muud asutused)? Ei

Kas lahenduse rakendamine vajab IT-arendusi? Ei

3

Lisaks autotööstuse lihtsustamise ja ettevõtete sõidukiparkide eelnõudele esitati autotööstuse paketis ka autode ja kaubikute CO2 standardite määruse ülevaatamine, sõidukite märgistamise direktiivi ülevaatus ja akude strateegia teatis (Battery Booster).

Mõju ja sihtrühm

Majandus

Ettevõtlus/Halduskoormus – Autotööstuse omnibuspakett vähendab Euroopa tootjate kulusid ja leevendab halduskoormust, suurendades nende ülemaailmset konkurentsivõimet ning vabastades ressursse dekarboniseerimiseks. Ettevõtted säästavad ligikaudu 706 miljonit eurot aastas. Muu hulgas ühtlustatakse ja lihtsustatakse uute kaubikute ja veokite katsetamisnõudeid. See aitab kulusid vähendada, säilitades samal ajal kõrgeimad keskkonna- ja ohutusstandardid. Elektriliste kaubikute kasutuselevõttu riigisiseses transpordis toetatakse meetmetega, millega seatakse need juhtide puhkeaegade ja neid reguleerivate eeskirjade osas võrdsele alusele sisepõlemismootoriga kaubikutega. Lisaks ajakohastab ja ühtlustab komisjon sõiduautode märgistamise eeskirju, et tarbijatel oleks ostuotsuseid tehes täielik teave sõidukite heitkoguste kohta.

Keskkond

Kliimamuutused – Mõjutatud sihtrühmadeks on elanikud ja ettevõtjad. Muudatuse rakendamisega kaasneb oluline mõju EL-s seatud kliimaeesmärkide elluviimisele läbi maanteetranspordi süsinikuheite vähendamise, samuti kaasneb mõju tööstuse konkurentsivõime eesmärkide saavutamisele. Muudatused peaksid muutma elektrilised sõidukid tavatarbijatele, VKEdele ja mikroettevõtjatele kättesaadavamaks, mistõttu suureneks elektrisõidukite kasutuselevõtt.

Kaasamine

Kaasata kõik asjassepuutuvad partnerid ja huvirühmad, sh Eesti Kaubandus- Tööstuskoda, Eesti Tööandjate Keskliit.

    Resolutsiooni liik: Riigikantselei resolutsioon Viide: Kliimaministeerium /  / ; Riigikantselei /  / 2-5/26-00063

Resolutsiooni teema: Autotööstuse lihtsustamise omnibus 

Adressaat: Kliimaministeerium Ülesanne: Tulenevalt Riigikogu kodu- ja töökorra seaduse § 152` lg 1 p 2 ning Vabariigi Valitsuse reglemendi § 3 lg 4 palun valmistada ette Vabariigi Valitsuse seisukohtade ja otsuste eelnõud järgmiste algatuste kohta, kaasates seejuures olulisi huvigruppe ja osapooli:

- Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL amending Regulations (EC) No 561/2006, (EU) 2018/858, (EU) 2019/2144 and (EU) 2024/1257 of the European Parliament and of the Council as regards the simplification of technical requirements and testing procedures for motor vehicles and repealing Council Directive 70/157/EEC and Regulation No 540/20,COM(2025)993

- Proposal for a DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL amending Directive 92/6/EEC to exempt certain N2 electric vehicles from the requirement to install and use a speed limitation device,COM(2025)999

EISi toimiku nr: 26-0007 Tähtaeg: 06.02.2026

Adressaat: Majandus- ja Kommunikatsiooniministeerium, Siseministeerium Ülesanne: Palun esitada oma sisend kliimaministeeriumile seisukohtade kujundamiseks antud eelnõude kohta (eelnõude infosüsteemi (EIS) kaudu). Tähtaeg: 30.01.2026

Lisainfo: Eelnõusid on kavas arutada valitsuse 19.02.2026 istungil ja Vabariigi Valitsuse reglemendi § 6 lg 6 kohaselt sellele eelneval nädalal (11.02.2026) EL koordinatsioonikogus. Esialgsed materjalid EL koordinatsioonikoguks palume esitada hiljemalt 06.02.2026.

Kinnitaja: Merli Vahar, Euroopa Liidu asjade direktori asetäitja Kinnitamise kuupäev: 13.01.2026 Resolutsiooni koostaja: Sandra Metste [email protected],  

.