EUROPEAN COMMISSION
Brussels, 15.9.2023
COM(2023) 517 final
REPORT FROM THE COMMISSION
under Regulation (EU) 2018/956 analysing the data transmitted by Member States and manufacturers for the reporting period 2020 on CO2 emissions from and fuel consumption of new heavy-duty vehicles
Table of contents
1.
Legal base
2
2.
Content of the report
2
3.
Data basis
3
4.
Analysis for the 2020 reporting period
3
4.1
CO2 emissions and fuel consumption
3
4.1.1
Performance of the fleet of the Union
3
4.1.2
Performance of the fleet of the Member States
5
4.1.3
Performance of the fleet of the manufacturers
7
4.1.4
CO2 emissions at different mission profiles/payload combinations
9
4.1.5
CO2 emissions and fuel consumption by fuel type
10
4.2
Advanced CO2 technologies and alternative powertrains
11
4.2.1
Advanced CO2 technologies
11
4.2.2
Alternative fuels
12
4.2.3
Alternative powertrains
14
5.
Conclusion
14
5.1
CO2 emissions
15
5.2
Fuels and powertrains
15
Annex
16
A.1
Mission profile weights
16
A.2
Average payload
16
A.3
Average CO2 emissions per Member State
17
1.
Legal base
In accordance with Article 10 of Regulation (EU) 2018/956 of the European Parliament and of the Council of 28 June 2018 on the monitoring and reporting of CO2 emissions from and fuel consumption of new heavy-duty vehicles, the Commission shall publish each year a report with its analysis of the data transmitted by Member States and manufacturers for the preceding reporting period. This is the second report under this Regulation, providing a data analysis for the reporting period 2020 running from 1 July 2020 to 30 June 2021 with a reporting deadline of 30 September 2021.
The CO2 emissions from and fuel consumption of new heavy-duty vehicles are determined via the Vehicle Energy Consumption Calculation Tool (VECTO), a simulation tool for heavy-duty vehicles developed by the European Commission. The principles underpinning the simulation of new heavy-duty vehicles using VECTO are provided by Regulation (EU) 2017/2400 on the determination of the CO2 emissions and fuel consumption of heavy-duty vehicles
.
2.
Content of the report
In accordance with the requirements of Article 10 of Regulation (EU) 2018/956, this analysis covers
1)the performance of the heavy-duty vehicle fleet of the Union
2)the performance of the heavy-duty vehicle fleet of each Member State
3)the performance of the heavy-duty vehicle fleet of each manufacturer
All three items above are estimated based on the CO2 emissions for selected representative heavy-duty vehicle groups for different mission profile, payload combinations and different fuels. Additionally, selected values on the average fuel consumption of the heavy-duty vehicle fleet of the Union are included.
The analysis also covers the available data on the uptake of new and advanced CO2 reducing technologies, as well as of alternative powertrains.
It is based on data as available on 07/11/2022.
Further performance values can be found in the Central Register for data on heavy-duty vehicles.
Results of on-road verification tests could not be added to the report as they are not available to the Commission for the reporting period 2020.
3.
Data basis
This report is based on data including all vehicles reported by manufacturers, matched by registrations in the Member States during the reporting period of 2020. These cover lorries in vehicle groups 1, 2, 3, 4, 5, 9, 10, 11, 12 and 16. Lorries in groups 11, 12 and 16 are covered for the first time.
All these lorries are defined as heavy lorries in Regulation (EU) 2017/2400. This report, when relevant, distinguish between lorries below or equal to (groups 1, 2 and 3) and above (4, 5, 9, 10, 11, 12 and 16) 16 tonnes of technical maximum permissible laden weight.
Buses and coaches are not included.
4.
Analysis for the 2020 reporting period
4.1
CO2 emissions and fuel consumption
This section provides an analysis of the CO2 emissions by Member States, manufacturers, vehicle groups and different mission profiles. Additionally, selected values on fuel consumption, as well as different fuel types used by the newly registered vehicles are presented. Vehicles with alternative powertrains, i.e. zero emission vehicles, hybrid electric vehicles, and dual-fuel vehicles, are separately discussed in section 4.2.
4.1.1
Performance of the fleet of the Union
The reported CO2 emissions strongly depend on the vehicle groups and sub-groups. Table 1 provides data on the composition and CO2 emissions of the vehicle groups and sub-groups. In particular, it shows the number of vehicles as well as the average specific CO2 emissions of different groups and sub-groups. All vocational vehicles registered during the 2020 reporting period belong to vehicle groups 4, 5 and 9. The very large majority of matched lorries below 16 tonnes of technical maximum permissible laden weight belong to groups 2 and 3. As regards lorries above 16 tonnes, the vehicles in sub-group 5-Long Haul (5-LH) represent 68% of all new lorries above 16 tonnes. These are the most common vehicles used for long-haul freight transportation in the EU.
Average specific CO2 emissions of a heavy-duty vehicle from a given sub-group are calculated as a weighted mean over different mission profiles as defined in Annex I of Regulation (EU) 2019/1242. For vehicle groups 1, 2, 3, 11, 12 and 16, the mission profile weights used for all calculations in this report are not yet defined in legislation. The definitions used for this report can be found in Annex A.1.
Table 1 also provides the average payload in tonnes for all vehicle groups as well as the average specific CO2 emissions in g/tkm, calculated dividing the average specific CO2 emissions in g/km by the average payload in tonnes. The average specific CO2 emissions in g/tkm of a vehicle group corresponds to the reference CO2 emissions of a vehicle group as defined in Article 2(1), sub-paragraph point 38, subpoint (b) of Directive 1999/62/EC, as amended by Directive 2006/38/EC, by Directive 2011/76/EU, and by Directive (EU) 2022/362, and can be used for the purposes outlined in this Directive.
Section A.2 of the Annex provides a description on how the average payload has been calculated for all vehicle groups.
Table 1: Number of vehicles, average specific CO2 emissions in g/km, average payload in tonnes and average specific CO2 emissions in g/tkm per vehicle group and sub-group (note: RD stands for vehicles used mostly for Regional Delivery, LH for Long Haul, and UD for Urban Delivery)
Vehicle group
|
Vehicle sub-group
|
Number of vehicles
|
Average specific CO2 emissions (g/km)
|
Average payload (t)
|
Average specific CO2 emissions (g/tkm)
|
1
|
-
|
2 170
|
592.1
|
1.44
|
410,1
|
2
|
-
|
8 876
|
625.5
|
2.33
|
267.9
|
3
|
-
|
8 219
|
696.3
|
3.36
|
207.2
|
4
|
4-UD
|
94
|
814.7
|
2.65
|
307.4
|
|
4-RD
|
10 816
|
629.2
|
3.18
|
197.9
|
|
4-LH
|
3 223
|
758.8
|
7.42
|
102.3
|
|
vocational
|
583
|
1390.9
|
-
|
|
5
|
5-RD
|
1 318
|
853.7
|
10.26
|
83.2
|
|
5-LH
|
130 194
|
773.4
|
13.84
|
55.9
|
|
vocational
|
1
|
954.5
|
-
|
|
9
|
9-RD
|
13 080
|
701.5
|
6.28
|
111.7
|
|
9-LH
|
17 287
|
857.4
|
13.40
|
64.0
|
|
vocational
|
1 703
|
1554.5
|
-
|
|
10
|
10-RD
|
48
|
907.4
|
10.26
|
88.5
|
|
10-LH
|
5 573
|
810.5
|
13.84
|
58.6
|
11
|
-
|
2 166
|
846.3
|
5.39
|
157.0
|
12
|
-
|
1 167
|
1024.5
|
9.81
|
104.4
|
16
|
-
|
3 201
|
1082.5
|
9.81
|
110.3
|
EU total
|
-
|
209 719
|
773.7
|
|
|
4.1.2
Performance of the fleet of the Member States
Table 2 provides information on the average specific CO2 emissions in g/km for each Member State. Vocational vehicles are not taken into account. For conciseness reasons, only emission values for vehicle group 2, sub-group 5-Long-Haul (5-LH), and group 16 are shown. These 3 (sub) groups have been selected as the representative groups for lorries below 16 tonnes (groups 1, 2, and 3) and lorries above 16 tonnes (currently subject to the CO2 standards: groups 4, 5, 9, and 10; not subject to current CO2 standards: groups 11, 12 and 16) respectively. Section A.3 of the Annex provides a description on how the average specific CO2 emissions, reported in Table 2 are calculated.
Table 2: Average specific CO2 emissions in g/km of vehicle (sub)groups 2, 5-LH and 16, as well as the number of lorries registered in each Member State in certain groups
|
Groups 1, 2, 3
N. of vehicles
|
Group 2
Avg. spec. CO2 emissions (g/km)
|
Groups 4, 5, 9, 10
N. of vehicles
|
Sub-group 5-LH
Avg. spec. CO2 emissions (g/km)
|
Groups 11, 12, 16
N. of vehicles
|
Group 16
Avg. spec. CO2 emissions (g/km)
|
Austria
|
396
|
614.6
|
3 896
|
780.7
|
312
|
1 080.3
|
Belgium
|
834
|
622.0
|
4 432
|
784.2
|
506
|
1 050.3
|
Bulgaria
|
29
|
635.5
|
1 689
|
759.4
|
6
|
1 102.4
|
Croatia
|
63
|
614.7
|
500
|
774.8
|
14
|
1 084.1
|
Cyprus
|
5
|
573.3
|
17
|
789.8
|
4
|
N/A
|
Czechia
|
748
|
644.5
|
5 610
|
767.3
|
214
|
1 080.2
|
Denmark
|
225
|
619.4
|
2 428
|
763.1
|
280
|
1 083.9
|
Estonia
|
3
|
711.9
|
542
|
750.1
|
41
|
1 074.1
|
Finland
|
169
|
614.5
|
1 081
|
795.5
|
694
|
1 113.9
|
France
|
3 407
|
599.2
|
30 182
|
781.3
|
1 369
|
1 080.5
|
Germany
|
7 157
|
624.4
|
40 601
|
778.7
|
1 048
|
1 048.6
|
Greece
|
85
|
615.0
|
135
|
792.3
|
7
|
1 108.2
|
Hungary
|
44
|
629.7
|
1 828
|
765.3
|
2
|
1 009.7
|
Ireland
|
147
|
629.2
|
1 401
|
761.6
|
91
|
1 044.8
|
Italy
|
1 780
|
687.4
|
16 785
|
780.3
|
80
|
1 093.4
|
Latvia
|
27
|
635.1
|
996
|
760.7
|
31
|
987.6
|
Lithuania
|
18
|
629.9
|
6 389
|
771.4
|
41
|
N/A
|
Luxemburg
|
4
|
580.2
|
601
|
792.5
|
2
|
N/A
|
Malta
|
3
|
640.7
|
4
|
790.6
|
0
|
N/A
|
Netherlands
|
833
|
609.5
|
8 128
|
768.0
|
211
|
1 050.4
|
Poland
|
992
|
628.7
|
23 277
|
763.2
|
203
|
1 094.9
|
Portugal
|
207
|
662.0
|
3 455
|
767.4
|
88
|
1 127.4
|
Romania
|
73
|
613.6
|
3 821
|
771.2
|
40
|
1 094.5
|
Slovakia
|
163
|
626.1
|
1 943
|
764.0
|
27
|
1 044.0
|
Slovenia
|
35
|
659.3
|
1 254
|
764.3
|
21
|
1 108.3
|
Spain
|
1 331
|
622.8
|
17 057
|
769.2
|
118
|
1 077.0
|
Sweden
|
477
|
588.0
|
3 463
|
784.4
|
1 078
|
1 098.2
|
Unknown
|
10
|
599.1
|
118
|
742.8
|
6
|
974.2
|
EU total
|
19 265
|
625.5
|
181 633
|
773.4
|
6 534
|
1 082.5
|
4.1.3
Performance of the fleet of the manufacturers
Table 3 presents average specific CO2 emissions in g/km, for all manufacturers, in line with the data presented in Table 2.Vocational vehicles are not taken into account.
Table 3: Average specific CO2 emissions in g/km of vehicle (sub)groups 2, 5-LH and 16
|
Lorries below 16 tonnes
|
Lorries above 16 tonnes
|
|
Group 2
Average specific CO2 emissions (g/km)
|
Sub-group 5-LH
Average specific CO2 emissions (g/km)
|
Group 16
Average specific CO2 emissions (g/km)
|
DAF Trucks N.V.
|
669.3
|
778.4
|
1 031.1
|
Daimler Truck AG
|
628.7
|
780.5
|
1 126.1
|
Ford Otomotiv Sanayi A.S.
|
-
|
812.4
|
-
|
ISUZU MOTORS LIMITED
|
751.2
|
-
|
-
|
Iveco S.p.A.
|
706.1
|
-
|
-
|
Iveco-Magirus A.G.
|
-
|
797.2
|
1 112.7
|
MAN Truck & Bus AG
|
602.2
|
771.1
|
1 040.4
|
RENAULT TRUCKS
|
576.2
|
794.7
|
1 086.5
|
SCANIA CV AB
|
-
|
736.5
|
1 094.0
|
VOLVO TRUCK CORPORATION
|
592.6
|
771.8
|
1 088.1
|
EU total
|
625.5
|
773.4
|
1 082.5
|
Table 4 and Table 5 present the number of vehicles registered, for all manufacturers, in different groups and subgroups, respectively. Vocational vehicles are not included.
Table 4: Number of vehicles per vehicle group for each manufacturer, for groups 1,2, 3, 11, 12 and 16
|
Vehicle Group
|
Sub-Total
|
|
1
|
2
|
3
|
11
|
12
|
16
|
|
DAF Trucks N.V.
|
94
|
881
|
705
|
46
|
49
|
91
|
1 866
|
Daimler Truck AG
|
548
|
2 832
|
2 752
|
163
|
186
|
233
|
6 714
|
Ford Otomotiv Sanayi A.S.
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
ISUZU MOTORS LIMITED
|
0
|
9
|
13
|
0
|
0
|
0
|
22
|
Iveco S.p.A.
|
427
|
1 097
|
1 366
|
0
|
0
|
0
|
2 890
|
Iveco-Magirus A.G.
|
0
|
0
|
0
|
135
|
26
|
108
|
269
|
MAN Truck & Bus AG
|
832
|
2 101
|
1 184
|
274
|
128
|
633
|
5 152
|
Mitsubishi Fuso Truck & Bus Corporation
|
246
|
0
|
0
|
0
|
0
|
0
|
246
|
RENAULT TRUCKS
|
0
|
1 482
|
1543
|
160
|
37
|
221
|
3 443
|
SCANIA CV AB
|
0
|
0
|
0
|
545
|
232
|
1 048
|
1 825
|
VOLVO TRUCK CORPORATION
|
23
|
474
|
656
|
843
|
509
|
867
|
3 372
|
Total
|
2170
|
8 876
|
8 219
|
2 166
|
1 167
|
3 201
|
25 799
|
Table 5: Number of vehicles per vehicle sub-group for each manufacturer, for groups 4, 5, 9 and 10
|
Vehicle sub-group
|
Sub-Total
|
|
4-UD
|
4-RD
|
4-LH
|
5-RD
|
5-LH
|
9-RD
|
9-LH
|
10-RD
|
10-LH
|
|
DAF Trucks N.V.
|
34
|
854
|
310
|
83
|
26 170
|
173
|
1 703
|
8
|
820
|
30 155
|
Daimler Truck AG
|
0
|
1 782
|
876
|
385
|
22 505
|
3 074
|
3 859
|
13
|
549
|
33 043
|
Ford Otomotiv Sanayi A.S.
|
0
|
152
|
24
|
2
|
1 152
|
59
|
19
|
0
|
0
|
1 408
|
ISUZU MOTORS LIMITED
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
Iveco S.p.A.
|
11
|
951
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
962
|
Iveco-Magirus A.G.
|
0
|
311
|
119
|
100
|
11 251
|
1 599
|
1 284
|
0
|
121
|
14 785
|
MAN Truck & Bus AG
|
0
|
1 937
|
539
|
244
|
17 824
|
2 577
|
2 908
|
12
|
504
|
26 545
|
Mitsubishi Fuso Truck & Bus Corporation
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
0
|
RENAULT TRUCKS
|
0
|
2 120
|
503
|
84
|
10 461
|
1 904
|
771
|
1
|
230
|
16 074
|
SCANIA CV AB
|
49
|
1 510
|
546
|
343
|
20 283
|
2 241
|
3 663
|
6
|
1 817
|
30 458
|
VOLVO TRUCK CORPORATION
|
0
|
1 199
|
306
|
77
|
20 548
|
1 453
|
3 080
|
8
|
1 532
|
28 203
|
Total
|
94
|
10 816
|
3 223
|
1 318
|
130 194
|
13 080
|
17 287
|
48
|
5573
|
181 633
|
4.1.4
CO2 emissions at different mission profiles/payload combinations
In VECTO, all vehicles are simulated over different mission profiles and with two different payloads (low or representative). Each vehicle group is simulated over a defined number of corresponding mission profiles.
Table 6 presents average specific emissions in g/km and g/tkm from vehicle groups 2, subgroup 5-LH and group 16.
Table 6: Average specific CO2 emissions in g/km and g/tkm of vehicle groups 2, 5, and 16 for each mission profile
|
Lorries below 16 tonnes
|
Lorries above 16 tonnes
|
|
Vehicle group 2
|
Vehicle sub-group 5 LH
|
Vehicle group 16
|
Mission profile / payload
|
Average CO2 emissions (g/km)
|
Average CO2 emissions (g/tkm)
|
Average CO2 emissions (g/km)
|
Average CO2 emissions (g/tkm)
|
Average CO2 emissions (g/km)
|
Average CO2 emissions (g/tkm)
|
RDL
|
508.0
|
849.8
|
663.2
|
255.1
|
-
|
-
|
RDR
|
546.7
|
182.9
|
824.5
|
63.9
|
-
|
-
|
LHL
|
668.3
|
514.8
|
636.3
|
244.7
|
-
|
-
|
LHR
|
771.8
|
78.8
|
831.8
|
43.1
|
-
|
-
|
UDL
|
644.0
|
1 077.3
|
1 046.7
|
402.6
|
-
|
-
|
UDR
|
743.8
|
248.8
|
1 437.9
|
111.5
|
-
|
-
|
REL
|
-
|
-
|
838.7
|
239.6
|
-
|
-
|
RER
|
-
|
-
|
1 064.2
|
60.8
|
-
|
-
|
LEL
|
-
|
-
|
801.3
|
228.9
|
-
|
-
|
LER
|
-
|
-
|
1 079.2
|
40.7
|
-
|
-
|
MUL
|
-
|
-
|
-
|
-
|
-
|
-
|
MUR
|
-
|
-
|
-
|
-
|
-
|
-
|
COL
|
-
|
-
|
-
|
-
|
908.8
|
349.5
|
COR
|
-
|
-
|
-
|
-
|
1 156.9
|
89.7
|
4.1.5
CO2 emissions and fuel consumption by fuel type
Table 7 provides the average specific CO2 emissions by fuel type. Similarly to Table 2 and Table 3, it presents values for vehicle (sub)groups 2, 5-LH and 16, excluding vocational vehicles. None of the vehicles registered during the reporting period of 2020 used Petrol (PI), Ethanol (PI), or LPG (PI). A more detailed analysis of the different fuels used by newly registered vehicles is given in section 4.2.2.
Table 7: Number of vehicles, average specific CO2 emissions in g/km and average fuel consumption of vehicle (sub)groups 2,5-LH and 16 by fuel type
|
Lorries below 16 tonnes
|
Lorries above 16 tonnes
|
|
Vehicle group 2
|
Vehicle sub-group 5-LH
|
Vehicle group 16
|
Fuel type (engine)
|
Number of vehicles
|
Av. spec. CO2 emissions (g/km)
|
Average fuel consumption
|
Number of vehicles
|
Av. spec. CO2 emissions (g/km)
|
Average fuel consumption
|
Number of vehicles
|
Av. spec. CO2 emissions (g/km)
|
Average fuel consumption
|
Diesel (CI)
|
8 798
|
625.5
|
24 l/100km
|
124 406
|
774.1
|
30 l/100km
|
3 161
|
1 082.8
|
41 l/100km
|
Ethanol (CI)
|
-
|
-
|
-
|
5
|
720.4
|
49 l/100km
|
-
|
-
|
-
|
LNG (PI)
|
-
|
-
|
-
|
5 003
|
757.8
|
274 g/km
|
-
|
-
|
-
|
CNG (PI)
|
78
|
620.0
|
230 g/km
|
770
|
765.2
|
284 g/km
|
40
|
1 054.8
|
392 g/km
|
NG (PI)
|
-
|
-
|
-
|
9
|
749.8
|
295 g/km
|
-
|
-
|
-
|
For 9 natural gas vehicles from sub-group 5-LH simulated with early VECTO versions, no specification on the type of natural gas, whether liquefied natural gas (LNG), or compressed natural gas (CNG) is used, is available. These vehicles are classified here as NG.
4.2
Advanced CO2 technologies and alternative powertrains
This section focuses on the use of advanced and alternative technologies within the vehicles registered during the first reporting period. In particular, it lists the total number of vehicles and the share of the fleet equipped with a given technology. It compares the fleets of different manufacturers and Member States.
4.2.1
Advanced CO2 technologies
During the reporting period of 2020, manufacturers could, but were not obliged to, indicate additional “advanced CO2 technologies”. This information had no influence on VECTO simulation results.
Out of all new vehicles of the manufacturer which has reported on such technologies, 66% were equipped with an active front grille, classified as an advanced aerodynamic measure. Furthermore, around 94% of its new vehicles were equipped with a pulse and glide technology, leading to more energy-efficient driving.
No conclusions about advanced CO2 technologies within the whole fleet of the Union can be made.
Besides this optional information on “advanced CO2 technologies”, the manufacturers had to indicate, whether the registered vehicle is equipped with an advanced driver-assistance systems (ADAS) technology. Table 8 presents the total number of vehicles equipped with an ADAS technology.
Table 8: Number of vehicles per vehicle group equipped with an ADAS technology
|
Vehicle group
|
Total
|
ADAS technology
|
1
|
2
|
3
|
4
|
5
|
9
|
10
|
11
|
12
|
16
|
|
Eco-roll without engine stop-start
|
287
|
2 047
|
1 818
|
4 500
|
102 002
|
15 050
|
3 385
|
765
|
504
|
974
|
131 330
|
Predictive cruise control
|
0
|
0
|
0
|
2 569
|
83 993
|
9 294
|
2 258
|
381
|
375
|
522
|
99 392
|
Share of vehicles equipped with at least 1 ADAS (%)
|
13
|
23
|
22
|
31
|
78
|
47
|
60
|
37
|
51
|
32
|
60
|
No vehicles registered during the reporting period of 2020 were equipped with the ADAS technologies “engine stop-start during vehicle stop” or “eco-roll with engine stop-start”.
4.2.2
Alternative fuels
The fuel and engine type of a registered vehicle were mandatory specifications during the reporting period as they have an impact on the emissions determination via VECTO. Even though almost 98% of vehicles registered use Diesel, a small amount of newly registered vehicles uses ethanol, LNG, or CNG. Table 9 gives an overview of the different fuel and engines within the vehicle groups.
|
Vehicle group
|
Total
|
Fuel type (engine)
|
1
|
2
|
3
|
4
|
5
|
9
|
10
|
11
|
12
|
16
|
|
Diesel (CI)
|
2 166
|
8 798
|
8 117
|
14 268
|
125 685
|
30 615
|
5 602
|
2 164
|
1 166
|
3 161
|
201 742
|
Ethanol (CI)
|
0
|
0
|
0
|
8
|
5
|
14
|
1
|
0
|
0
|
0
|
28
|
LNG (PI)
|
0
|
0
|
0
|
27
|
5 013
|
401
|
9
|
0
|
0
|
0
|
5 450
|
CNG (PI)
|
4
|
78
|
99
|
405
|
800
|
999
|
9
|
2
|
1
|
40
|
2 437
|
NG (PI)
|
0
|
0
|
0
|
0
|
9
|
2
|
0
|
0
|
0
|
0
|
11
|
Share of vehicles using AF (%)
|
0
|
1
|
1
|
3
|
4
|
4
|
0
|
0
|
0
|
1
|
4
|
Table 9: Number of vehicles per vehicle group by fuel type (AF: Alternative Fuels)
For 11 natural gas vehicles simulated with early VECTO versions, no specification on the type of natural gas (LNG or CNG) is available. In Table 9 these vehicles are classified as NG.
Table 10 shows data per Member State in terms of the number of vehicles using alternative fuels. The data are summed up within the two most important categories: lorries below 16 tonnes (i.e. groups 1, 2, and 3), as well as lorries above 16 tonnes (i.e. groups 4, 5, 9, 10, 11, 12 and 16) and exclude the alternative powertrains presented in the next section.
Table 10: Number of vehicles per Member State by fuel. Gas powered include LNG and CNG
|
Lorries below 16 tonnes
|
Lorries above 16 tonnes
|
Total number of vehicles (excl. ZEV)
|
Share of vehicles using AF (%)
|
|
Diesel (CI)
|
Ethanol (CI)
|
|
|
Member State
|
Diesel (CI)
|
Ethanol (CI)
|
Gas powered
|
Diesel (CI)
|
Ethanol (CI)
|
Gas powered
|
|
|
Austria
|
393
|
0
|
3
|
4 181
|
0
|
62
|
4 639
|
1
|
Belgium
|
827
|
0
|
7
|
4 931
|
0
|
186
|
5 951
|
3
|
Bulgaria
|
29
|
0
|
0
|
1 531
|
0
|
167
|
1 727
|
10
|
Croatia
|
63
|
0
|
0
|
515
|
0
|
1
|
579
|
0
|
Cyprus
|
5
|
0
|
0
|
22
|
0
|
0
|
27
|
0
|
Czechia
|
746
|
0
|
2
|
5 764
|
0
|
98
|
6 610
|
2
|
Denmark
|
225
|
0
|
0
|
2 771
|
0
|
64
|
3 060
|
2
|
Estonia
|
3
|
0
|
0
|
576
|
0
|
8
|
587
|
1
|
Finland
|
165
|
0
|
4
|
1 716
|
0
|
64
|
1 949
|
3
|
France
|
3 345
|
0
|
62
|
30 432
|
6
|
1 426
|
35 271
|
4
|
Germany
|
7 151
|
0
|
6
|
40 134
|
0
|
2 080
|
4 9371
|
4
|
Greece
|
85
|
0
|
0
|
159
|
0
|
0
|
244
|
0
|
Hungary
|
44
|
0
|
0
|
1 832
|
0
|
3
|
1 879
|
0
|
Ireland
|
147
|
0
|
0
|
1 497
|
0
|
14
|
1 658
|
1
|
Italy
|
1 747
|
0
|
33
|
15 926
|
0
|
1 181
|
18 887
|
6
|
Latvia
|
27
|
0
|
0
|
948
|
0
|
79
|
1 054
|
7
|
Lithuania
|
18
|
0
|
0
|
6 360
|
0
|
70
|
6 448
|
1
|
Luxemburg
|
4
|
0
|
0
|
596
|
0
|
8
|
608
|
1
|
Malta
|
3
|
0
|
0
|
8
|
0
|
0
|
11
|
0
|
Netherlands
|
831
|
0
|
1
|
8 463
|
0
|
249
|
9 544
|
3
|
Poland
|
981
|
0
|
11
|
22 600
|
0
|
1 000
|
24 592
|
4
|
Portugal
|
198
|
0
|
9
|
3 526
|
0
|
46
|
3 779
|
1
|
Romania
|
70
|
0
|
3
|
3 770
|
0
|
107
|
3 950
|
3
|
Slovakia
|
163
|
0
|
0
|
1 931
|
0
|
43
|
2 137
|
2
|
Slovenia
|
35
|
0
|
0
|
1 250
|
0
|
26
|
1 311
|
2
|
Spain
|
1 296
|
0
|
35
|
16 688
|
0
|
545
|
18 564
|
3
|
Sweden
|
470
|
0
|
5
|
4 409
|
22
|
188
|
5 094
|
4
|
Unknown
|
10
|
0
|
0
|
125
|
0
|
2
|
137
|
1
|
Total EU
|
19 081
|
0
|
181
|
182 661
|
28
|
7717
|
209 668
|
4
|
Differences between Member States might result from differently developed re-filling infrastructures for alternative fuels, e.g. CNG/LNG. Nonetheless, the number of registered vehicles using alternative fuels is low throughout the whole EU.
4.2.3
Alternative powertrains
Regulation (EU) 2019/1242 defines a zero-emission heavy-duty vehicle (ZEV) as a vehicle without an internal combustion engine, or with an internal combustion engine that emits less than 1 g CO2/kWh, or less than 1 g CO2/km.
No hybrid electric nor dual-fuel vehicles have been registered in the reporting period 2020 in the vehicle groups covered by the report. Some have been registered in group 0 (between 3.5 and 7.5 tonnes). Table 11 shows that the number of zero-emission vehicles registered during the reporting period was very limited.
Table 11: Number of vehicles with alternative powertrains by manufacturers (ZEV: Zero Emission Vehicles)
Manufacturer
|
ZEV
|
Share of ZEV
|
DAF NV
|
1
|
0,00%
|
DAIMLER TRUCK AG
|
0
|
0,00%
|
FORD OTOMOTIV SANAYI AS
|
0
|
0,00%
|
ISUZU MOTORS LIMITED
|
0
|
0,00%
|
IVECO SPA
|
0
|
0,00%
|
IVECO MAGIRUS AG
|
0
|
0,00%
|
MAN TRUCK AND BUS SE
|
14
|
0,04%
|
MITSUBISHI FUSO TRUCK & BUS CORPORATION
|
0
|
0,00%
|
RENAULT TRUCK SA
|
11
|
0,06%
|
SCANIA CV AB
|
1
|
0,00%
|
VOLVO TRUCK CORPORATION
|
24
|
0,08%
|
Total number of vehicles
|
51
|
0,02%
|
The majority of these 51 vehicles belong to the sub-group 9-LH and 9-RD (24 and 15 ZEV, respectively), while the others belong to (sub)groups 3, 4-LH and 5-LH.
5.
Conclusion
This second report aims foremost to present the status quo of the EU’s heavy-duty vehicle fleet.
The report compares the performance of the fleets of different Member States, manufacturers, and vehicle groups. It provides selected values on CO2 emissions, fuel consumption, as well as the share of alternative technologies in heavy-duty vehicles registered during the second reporting period. This section summarizes the key observations from the reported data.
5.1
CO2 emissions
A fair comparison of the performance of different Member States and manufacturers in terms of the average specific CO2 emissions of their fleets is only possible within a given group or sub-groups (for lorries in groups 4, 5, 9 and 10).
Within the representative group for lorries below 16 tonnes, i.e. group 2, significant differences among the fleets of different Member States and manufacturers can be observed. However, these are also driven by the limited number of vehicles registered in some countries or produced by some manufacturers. Excluding those countries and manufacturers, the relative difference between the best- and the worst-performing Member State’s fleet is of more than 15% (see Table 2). For the manufacturers, the relative difference accounts to around 20% (see Table 3).
As for the lorries above 16 tonnes, the performances of the 5-Long Haul and group 16 fleets of different Member States and manufacturers are more aligned.
The higher variation of average specific CO2 emissions of lorries below 16 tonnes as compared to those above 16 tonnes can be explained by the fact that lorries below 16 tonnes are simulated with slightly different payloads depending on their technically permissible maximum laden mass, while the payload used at the simulations of lorries above 16 tonnes does not depend on the technical characteristics of the individual vehicle.
Furthermore, the data on the uptake of advanced technologies indicates that almost half of the newly registered vehicles are equipped with advanced driver-assistance systems. The data on additional advanced CO2 technologies is limited, but suggests that a high share of vehicles might be equipped with advanced aerodynamic measures or a pulse and glide technology.
5.2
Fuels and powertrains
At present, diesel vehicles still account for more than 96% of all newly registered heavy-duty vehicles covered in this report. Only a limited number of vehicles use alternative fuels or alternative powertrains, mostly LNG and CNG.
The share of vehicles using alternative fuels, i.e. ethanol, CNG, or LNG, significantly varies between the Member States. While it is very low (below 0.5%) in Croatia, Cyprus, Greece, Hungary and Malta, it reaches 10% in Bulgaria (see Table 10). This is due to a relatively high share of natural gas vehicles, reflecting a quite well-developed gas refilling infrastructure in this country.
Currently, the number of zero-emission heavy-duty vehicles across the EU is small, with only 51 vehicles matched during the 2020 reporting period (see Table 11). There could be however some ZEV which are not reported and therefore not included.
Annex
A.1
Mission profile weights
The values provided in Table 12 are used in VECTO for the determination of specific CO2 emissions of individual vehicles indicated in the Certificate of Conformity (CoC).
Table 12:Mission profile weights for vehicle groups 1, 2, 3, 11, 12 and 16
Vehicle group
|
RDL
|
RDR
|
UDL
|
UDR
|
COL
|
COR
|
1
|
0.1
|
0.3
|
0.18
|
0.42
|
0
|
0
|
2
|
0.125
|
0.375
|
0.15
|
0.35
|
0
|
0
|
3
|
0.125
|
0.375
|
0.15
|
0.35
|
0
|
0
|
11
|
0.15
|
0.35
|
0
|
0
|
0.15
|
0.35
|
12
|
0.21
|
0.49
|
0
|
0
|
0.09
|
0.21
|
16
|
0
|
0
|
0
|
0
|
0.3
|
0.7
|
A.2
Average payload
For groups 4, 5, 9,10, 11, 12 and 16 the average payload is fixed within each sub-group.
For groups 1, 2, and 3, the payload values are not fixed but vary according to the technically permissible maximum laden mass (TPMLM) of the individual vehicle. Hence, to calculate the average payload within a group, one has to take into account vehicle-specific payloads. The average payload
for groups 1, 2, and 3 is calculated as follows:
.
.
Therein,
is the sum over all vehicles from group
,
the sum over all mission profiles,
the payload value attributed to vehicle
for mission profile
, and
the total number of vehicles from vehicle group
.
are the same mission profile weights that are used for the calculation of the specific CO2 emissions of groups 1, 2, 3 (see Table 12)
A.3
Average CO2 emissions per Member State
The average specific CO2 emissions
in g/km of a vehicle (sub-) group per Member State are calculated as follows:
.
Therein,
is the sum over all vehicles from a given (sub-)group
and Member State
and
are the average specific CO2 emissions of a new heavy-duty vehicle
from group
and Member State
, as defined by point 2.1. in Annex I of Regulation (EU) 2019/1242 (see Table 12).
is the total number of vehicles from group
registered in Member State .