Plenary report, 7 May 2026
On the amended proposal for a directive of the European Parliament and of the Council amending Directive 1999/62/EC, Council Directive 1999/37/EC and Directive (EU) 2019/520 as regards the CO2 emission class of heavy-duty vehicles with trailers and clarifying and simplifying certain provisions
Report A-10-2026-0131 · (COM(2025)0589 – C10-0235/2025 – 2023/0134(COD))
Committee on Transport and Tourism · Rapporteur: Matteo Ricci
Full text
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Draft european parliament legislative resolution 104 paragraphs
(COM(2025)0589 – C10-0235/2025 – 2023/0134(COD))
(Ordinary legislative procedure: first reading)
The European Parliament,
–having regard to the Commission proposal to Parliament and the Council (COM(2023)0189) and the amended proposal (COM(2025)0589),
–having regard to Article 294(2) and Article 91(1) of the Treaty on the Functioning of the European Union, pursuant to which the Commission submitted the proposal to Parliament (C10-0235/2025),
–having regard to Article 294(3) of the Treaty on the Functioning of the European Union,
–having regard to the reasoned opinion submitted, within the framework of Protocol No 2 on the application of the principles of subsidiarity and proportionality, by the Spanish Parliament, asserting that the draft legislative act does not comply with the principle of subsidiarity,
–having regard to the opinions of the European Economic and Social Committee of 20 September 2023 and of 3 December 2025,
–after consulting the Committee of the Regions,
–having regard to Rule 60 of its Rules of Procedure,
–having regard to the report of the Committee on Transport and Tourism (A10-0131/2026),
1.Adopts its position at first reading hereinafter set out;
Read the rest (92 paragraphs)
2.Calls on the Commission to refer the matter to Parliament again if it replaces, substantially amends or intends to substantially amend its proposal;
3.Instructs its President to forward its position to the Council, the Commission and the national parliaments.
Amendment 1
Proposal for a directive
Recital 17
| Text proposed by the Commission | Amendment |
|---|---|
| (17) This Directive should clarify how to allocate retrofitted zero-emission vehicles to CO2 emission classes. Regulation (EU) 2019/1242 sets targets for manufacturers to reduce the CO2 emissions of new heavy-duty vehicles. Under that regulation, manufacturers particularly benefit from placing zero-emission vehicles on the market. Directive 1999/62/EC incentivises demand for those vehicles by granting reduced charges in accordance with CO2 emission class 5. An existing drawback of zero-emission vehicles is that they have a lower operational range than conventional vehicles. To increase the vehicle’s operational range, it is possible to retrofit zero-emission vehicles by replacing a battery pack with a fuel generator in order to increase the vehicle’s operational range. Such retrofitted vehicles thus become hybrid vehicles. Under Directive 1999/62/EC, vehicles are classified into CO2 emission classes according to the vehicle documentation that is produced by manufacturers before the vehicle’s first registration. This means that, under the current legislative framework, such retrofitted vehicles would continue to benefit from reduced charges in accordance with CO2 emission class 5 although they use a fuel generator. This treatment however distorts the road freight transport market to the disadvantage of operators using zero-emission vehicles that are not retrofitted, and it does not reflect the actual emission reductions over the vehicles’ lifetime for the purposes of Regulation (EU) 2019/1242. To ensure that all vehicles are CO2 emission classes based on the results of the VECTO simulation tool, zero-emission vehicles that are retrofitted with a fuel-powered engine should therefore be treated under Directive 1999/62/EC as belonging to CO2 emission class 1. | (17) This Directive should clarify how to allocate retrofitted zero-emission vehicles to CO2 emission classes. In the absence of harmonised Union methodologies for determining the CO2 emissions of retrofitted vehicles, such vehicles should be classified in a manner that avoids market distortions. However, once such methodologies are established, retrofitted vehicles should be allocated to CO2 emission classes on the basis of their verified emissions performance, in a technologically-neutral manner, including where relevant as dual-propulsion or low-emission vehicles. Regulation (EU) 2019/1242 sets targets for manufacturers to reduce the CO2 emissions of new heavy-duty vehicles. Under that regulation, manufacturers particularly benefit from placing zero-emission vehicles on the market. Directive 1999/62/EC incentivises demand for those vehicles by granting reduced charges in accordance with CO2 emission class 5. An existing drawback of zero-emission vehicles is that they have a lower operational range than conventional vehicles. To increase the vehicle’s operational range, it is possible to retrofit zero-emission vehicles by replacing a battery pack with a fuel generator in order to increase the vehicle’s operational range. Such retrofitted vehicles thus become hybrid vehicles. Under Directive 1999/62/EC, vehicles are classified into CO2 emission classes according to the vehicle documentation that is produced by manufacturers before the vehicle’s first registration. This means that, under the current legislative framework, such retrofitted vehicles would continue to benefit from reduced charges in accordance with CO2 emission class 5 although they use a fuel generator. This treatment, however, distorts the road freight transport market to the disadvantage of operators using zero-emission vehicles that are not retrofitted, and it does not reflect the actual emission reductions over the vehicles’ lifetime for the purposes of Regulation (EU) 2019/1242. To ensure that all vehicles are allocated to CO2 emission classes based on the results of the VECTO simulation tool, zero-emission vehicles that are retrofitted with a fuel-powered engine should therefore be treated under Directive 1999/62/EC as belonging to CO2 emission class 1. This treatment should not preclude the application of future methodologies allowing the classification of such vehicles based on their actual CO2 emissions performance, in a technologically-neutral manner, once such methodologies have been developed. |
Amendment 2
Proposal for a directive
Recital 17 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (17a) The deployment of electrified auxiliary technologies for light and heavy-duty vehicles, including electrified transport refrigeration units, can significantly contribute to the decarbonisation of the road transport sector, achieving emission reductions of up to 15 % compared to vehicles of the same category equipped with fossil fuel-based refrigeration systems. Such technologies could therefore play an important role in reducing greenhouse gas emissions from road freight transport. Member States should be able to ensure that this potential is appropriately taken into account, in particular by providing for proportionate reductions in tolls or user charges for vehicles equipped with electrified transport refrigeration units. Such economic relief would ensure the competitiveness of the sector, while supporting operators who commit to decarbonise. |
Amendment 3
Proposal for a directive
Recital 18
| Text proposed by the Commission | Amendment |
|---|---|
| (18) This Directive should clarify how to allocate dual-fuel vehicles to CO2 emission classes. Article 24(2), point (g), of Commission Regulation (EU) 2017/2400, obliges manufacturers to issue a customer information file for dual-fuel vehicles starting from 1 January 2024. However, certain dual-fuel vehicles were registered before that date without a customer information file. Vehicles that were first registered before that date cannot access more favourable toll rates and may suffer from a competitive disadvantage to similar vehicles that were registered at a later time. It is possible for manufacturers to determine the CO2 emissions of a vehicle that has already been registered by performing a new simulation that takes into account the latest requirements of Regulation (EU) 2017/2400. Member States should accept the result of those simulations as a proof of the vehicle’s CO2 emissions. The Commission should prevent the use of illegitimate simulation results by overseeing manufacturers’ use of this option. A manufacturer that decides to use this option should therefore notify it to the Commission. Member States should only accept this document if it is received directly from a manufacturer, if the document is in digital format, as this is less vulnerable to fraud, and if a positive Commission Decision has been addressed to that manufacturer. | (18) This Directive should clarify how to allocate dual-fuel vehicles to CO2 emission classes. Article 24(2), point (g), of Commission Regulation (EU) 2017/2400, obliges manufacturers to issue a customer information file for dual-fuel vehicles starting from 1 January 2024. However, certain dual-fuel vehicles were registered before that date without a customer information file. Vehicles that were first registered before that date cannot access more favourable toll rates and may suffer from a competitive disadvantage to similar vehicles that were registered at a later time. It is possible for manufacturers to determine the CO2 emissions of a vehicle that has already been registered by performing a new simulation that takes into account the latest requirements of Regulation (EU) 2017/2400. Member States should accept the result of those simulations as a proof of the vehicle’s CO2 emissions. The Commission should prevent the use of illegitimate simulation results by overseeing manufacturers’ use of this option. A manufacturer that decides to use this option should therefore notify it to the Commission. Member States should only accept this document if it is received directly from a manufacturer, if the document is in digital format, as this is less vulnerable to fraud, and if a positive Commission Decision has been addressed to that manufacturer. The classification of such vehicles should be based on their verified CO2 emissions performance and should respect the principle of technological neutrality, ensuring that different technological solutions are treated on equal terms. |
Amendment 4
Proposal for a directive
Recital 18 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (18a) Pursuant to Directive (EU) 2025/2205 of the European Parliament and of the Council1a, alternativelyfuelled vehicles of category M1 referred to in Article 4(1) point (a) of Regulation (EU) 2018/858 of the European Parliament and the Council1b with a maximum mass of up to 4,25 tonnes can be driven with a category B licence. However, pursuant to Directive 1999/62/EC, as amended by Directive (EU) 2022/362, passenger cars are defined only as vehicles with a technically permissible maximum laden mass of up to 3,5 tonnes, with any vehicles exceeding that threshold being, by default, classified under other categories associated with heavy-duty vehicles. This regulatory misalignment creates a legal and practical inconsistency, whereby a vehicle recognised as a passenger car for driving licence purposes may be considered a light commercial vehicle or even a heavy-duty vehicle under the charging framework of Directive 1999/62/CE. As a result, such passenger cars exceeding 3,5 tonnes would be subject to toll levels and road user charges not intended for passenger vehicles, thereby contradicting the objectives of Directive 1999/62/CE. It is therefore essential to ensure alignment between these Directives in order to guarantee legal certainty, consistency in classification, and the proper application of the charging framework. | |
| 1a 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, ELI: http://data.europa.eu/eli/dir/2025/2205/oj). | |
| 1b 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, pp. 1, ELI: http://data.europa.eu/eli/reg/2018/858/oj). |
Amendment 5
Proposal for a directive
Recital 19 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (19a) The deployment of zero-emission heavy-duty vehicles is progressing slower than expected, hindered by persistent barriers such as limited grid capacity, lengthy permission procedures, and high charging infrastructure costs. As a result, zero-emission exemptions are currently of limited practical applicability, particularly in long-haul transport. In this context, transitional low-emission technologies, especially factory-equipped range-extender vehicles, can contribute to reducing CO₂ emissions. | |
| Without prejudice to existing provisions, this Directive should introduce measures to recognise the temporary role of low-emission technologies. For low-emission vehicles, Member States should be able to temporarily apply reductions of up to 75% compared to the charges applicable for CO2 emission class 1, where and as long as an exemption of charges for zero-emission vehicles is in place. The temporary nature of the reduction supports a technologically open approach, as well as the decarbonisation of the road sector in the short term, while the enabling conditions for zero-emission technologies are being developed. |
Amendment 6
Proposal for a directive
Recital 19 b (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (19b) In order to ensure the harmonised and practical implementation of CO₂-related data processing, structured cooperation is necessary between Member States, competent authorities, vehicle manufacturers, operators and infrastructure operators. A dedicated technical task force coordinated by the European Commission and including national experts should support the identification of practical implementation steps and common technical specifications. In this context, the respective roles and responsibilities with regard to the collection, validation, and transmission of CO₂-related data should be clearly defined in order to avoid, first and foremost, a disproportionate administrative burden on the operators, while promoting interoperability and data reliability and, therefore ultimately, legal certainty between Member States. |
Amendment 7
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point -a (new)
Directive 1999/62/EC
Article 2 – paragraph 1 – point 21
| Present text | Amendment |
|---|---|
| (-a) point 21 is replaced by the following: | |
| (21) ‘light-duty vehicle’ means a vehicle with a technically permissible maximum laden mass not exceeding 3,5 tonnes; | (21) ‘light-duty vehicle’ means a vehicle with a technically permissible maximum laden mass not exceeding 3,5 tonnes and alternativelyfuelled vehicles of category M1 referred to in Article 4(1) point (a) of Regulation (EU) 2018/858 with a maximum mass not exceeding 4,25 tonnes; |
Amendment 8
Proposal for a directive
Article 1 – paragraph 1 – point 1 a (new)
Directive 1999/62/EC
Article 7 – paragraph 9 – point d a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (1a) in Article 7(9), the following point is added: | |
| ‘(da) vehicles of categories N2 and N3 referred to in Article 4(1) point (b) of Regulation (EU) 2018/858 of the European Parliament and the Council, if equipped with an electrified transport refrigeration unit.’ |
Amendment 9
Proposal for a directive
Article 1 – paragraph 1 – point 1 b (new)
Directive 1999/62/EC
Article 7 – paragraph 10 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (1b) in Article 7, the following paragraph is inserted: | |
| ‘10a. Member States, taking into account the VECTO methodology, shall ensure that the application of the CO2-based classification and differentiation of charges for heavy-duty vehicles takes into account the actual use of vehicle combinations in logistic systems. | |
| To this end, particular attention shall be paid to: | |
| (a) the proportion of empty journeys and the loading rate; | |
| (b) the multi-use of vehicles and trailers; | |
| (c) the loading efficiency of the trailer and specific use like side-opening trailers used for military or commercial use; | |
| (d) the impact on the efficiency and resilience of the transport system; | |
| (e) life-cycle emissions.’ |
Amendment 10
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point a
Directive 1999/62/EC
Article 7ga – paragraph 1
| Text proposed by the Commission | Amendment |
|---|---|
| (a) in paragraph 1, the second, third, and fourth subparagraphs are replaced by the following: | (a) in paragraph 1, the second, third, and fourth subparagraphs are replaced by the following: |
| ‘Member States shall apply that variation to the vehicles sub-groups covered by Regulation (EU) 2019/1242 at the latest six months after the publication of the reference CO2 emissions of those vehicle sub-groups, adopted in accordance with Article 11(1) of that Regulation. However, for vehicle sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH, Member States shall apply that variation at the latest on 13 May 2023. | ‘Member States shall apply that variation to the vehicles sub-groups covered by Regulation (EU) 2019/1242 at the latest six months after the publication of the reference CO2 emissions of those vehicle sub-groups, adopted in accordance with Article 11(1) of that Regulation. However, for vehicle sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD, 10-LH, Member States shall apply that variation at the latest on 13 May 2023. |
| Member States shall apply the reference CO2 emissions as adjusted pursuant to Article 11(2) of Regulation (EU) 2019/1242 starting from the first day of the sixth month following their publication. However, for vehicle sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD and 10-LH, Member States shall apply the reference CO2 emissions as adjusted pursuant to Commission Implementing Regulation (EU) …/... [add reference once known] starting from 1 July 2026.; | Member States shall apply the reference CO2 emissions as adjusted pursuant to Article 11(2) of Regulation (EU) 2019/1242 starting from the first day of the sixth month following their publication. However, for vehicle sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10-RD and 10-LH, Member States shall apply the reference CO2 emissions as adjusted pursuant to Commission Implementing Regulation (EU) …/... [add reference once known] starting from 1 July 2026.; |
| The measures applied pursuant to this Article shall respect the principle of technological neutrality. |
Amendment 11
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point a a (new)
Directive 1999/62/EC
Article 7ga – paragraph 1 – subparagraph 5
| Present text | Amendment |
|---|---|
| (aa) in paragraph 1, the fifth subparagraph is replaced by the following: | |
| Without prejudice to the reduction of rates provided for in paragraph 3, Member States may provide for reduced rates of infrastructure or user charges, or exemptions to pay infrastructure or user charges for zero emission vehicles of any vehicle group from 24 March 2022 until 30 June 2031. From 1 July 2031, such reductions shall be limited to 75 % compared to the charge applicable to CO2 emission class 1, as defined in paragraph 2. | ‘Without prejudice to the reduction of rates provided for in paragraph 3, Member States may provide for reduced rates of infrastructure or user charges, or exemptions to pay infrastructure or user charges for zero emission vehicles of any vehicle group from 24 March 2022 until 30 June 2031. Within this period, Member States may apply a reduced rate of infrastructure or user charge for low-emission vehicles up to 75%, should a higher exemption to pay infrastructure or user charges for zero emission vehicles be in place. From 1 July 2031, such reductions for zero-emission vehicles shall be limited to 75 % compared to the charge applicable to CO2 emission class 1, and for low emission vehicles they shall be limited to up to 50% compared to the charge applicable to CO2 emission class 1, as defined in paragraph 2.’ |
Amendment 12
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive 1999/62/EC
Article 7ga – paragraph 2 – subparagraph 3
| Text proposed by the Commission | Amendment |
|---|---|
| Member States shall reclassify the vehicles that have been classified in CO2 emission class 2 or 3 with an emission reduction trajectory based on a CO2 emissions reduction target for 2030 of 43% by instead using an emission reduction trajectory based on a CO2 emissions reduction target for 2030 of 30% at the latest by [date of entry into force of this Directive + two months]. | Member States shall reclassify the vehicles that have been classified in CO2 emission class 1 or 2 with an emission reduction trajectory based on a CO2 emissions reduction target for 2030 of 43% by instead using an emission reduction trajectory based on a CO2 emissions reduction target for 2030 of 30% at the latest by [date of entry into force of this Directive + two months]. |
Amendment 13
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive 1999/62/EC
Article 7ga – paragraph 2 – subparagraph 4
| Text proposed by the Commission | Amendment |
|---|---|
| Member States shall consider as eligible for classification in a CO2 emission class all vehicles for which the road user can provide evidence of the CO2 emissions in a customer information file issued in accordance with Article 9 of Regulation (EU) 2017/2400. If the date of the first registration of a vehicle is before the start of the emission reduction trajectory of the vehicle sub-group to which the vehicle belongs, the values of the first year of the emission reduction trajectory for that sub-group shall apply. | Member States shall consider as eligible for classification in a CO2 emission class all vehicles for which the road user can provide evidence of the CO2 emissions in a customer information file issued in accordance with Article 9 of Regulation (EU) 2017/2400, based on their verified CO2 emissions performance, applied in a technologically neutral manner. If the date of the first registration of a vehicle is before the start of the emission reduction trajectory of the vehicle sub-group to which the vehicle belongs, the values of the first year of the emission reduction trajectory for that sub-group shall apply. |
Amendment 14
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive 1999/62/EC
Article 7ga – paragraph 2 – subparagraph 4 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| For the purposes of verification and enforcement, Member States shall ensure that the CO2 emission class included in the customer information file is made available in an accessible format, including as a physical printout, QR code, mobile certificate or, where available, via Union systems, and may be integrated into the vehicle registration document. |
Amendment 15
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive 1999/62/EC
Article 7ga – paragraph 2 – subparagraph 5
| Text proposed by the Commission | Amendment |
|---|---|
| Member States shall treat vocational vehicles, as defined Article 3, point 9, of Regulation (EU) 2019/1242, as vehicles belonging to the corresponding non-vocational vehicle sub-group. | Member States shall treat vocational vehicles, as defined in Article 3, point 9, of Regulation (EU) 2019/1242, as vehicles belonging to the corresponding non-vocational vehicle sub-group, without prejudice to the objective of ensuring consistency with their emissions performance. |
Amendment 16
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive 1999/62/EC
Article 7ga – paragraph 2 – subparagraph 6 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| Member States shall mutually recognise the CO₂ emission class of a motor vehicle and of a trailer as determined by the Member State in which that vehicle or trailer is registered. To this end, the CO₂ emission class contained in the certificate of conformity or the vehicle registration certificate shall be made available via an interoperable electronic exchange system, such as MOVE-HUB, as part of the vehicle registration data. Where the CO₂ emission class of the trailer that is part of a vehicle combination cannot be established at the time when the road or infrastructure charges are applied, Member States shall calculate the road user charges only on the basis of the emission class of the motor vehicle and shall not apply a higher charge due to the absence of such information. |
Amendment 17
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b a (new)
Directive 1999/62/EC
Article 7ga – paragraph 5 a (new)
| Text proposed by the Commission | Amendment |
|---|---|
| (ba) in Article 7ga, the following paragraph is inserted: | |
| ‘5a. By way of derogation from paragraph 1, Member States may provide for a reduction of up to 10 % of the infrastructure charge or user charge applicable to a given vehicle in accordance with its CO₂ emission class, for vehicles equipped with an electrified transport refrigeration unit. That reduction shall be applied in addition to the variations provided for in paragraph 3 and shall be in compliance with paragraph 4.’ |
Annex: declaration of input 4 paragraphs
Pursuant to Article 8 of Annex I to the Rules of Procedure, the rapporteur declares that he included in his report input on matters pertaining to the subject of the file that he received, in the preparation of the report, prior to the adoption thereof in committee, from the following interest representatives falling within the scope of the Interinstitutional Agreement on a mandatory transparency register, or from the following representatives of public authorities of third countries, including their diplomatic missions and embassies:
| 1. Interest representatives falling within the scope of the Interinstitutional Agreement on a mandatory transparency register |
| DHL |
| Utopia |
| Transport and Environment |
| AETIS |
| 2. Representatives of public authorities of third countries, including their diplomatic missions and embassies |
| None |
The list above is drawn up under the exclusive responsibility of the rapporteur.
Where natural persons are identified in the list by their name, by their function or by both, the rapporteur declares that he has submitted to the natural persons concerned the European Parliament's Data Protection Notice No 484 (https://www.europarl.europa.eu/data-protect/index.do), which sets out the conditions applicable to the processing of their personal data and the rights linked to that processing.
Procedure pages
How the committees handled the text, and how their members voted on it.
Procedure – committee responsible 1 paragraph
| Title | Amending Directive 1999/62/EC, Council Directive 1999/37/EC and Directive (EU) 2019/520 as regards the CO2 emission class of heavy-duty vehicles with trailers | |
| References | COM(2023)0189 – C9-0164/2023 – 2023/0134(COD) | |
| Date submitted to Parliament | 4.5.2023 | |
| Committee(s) responsible Date announced in plenary | TRAN 8.5.2023 | |
| Committees asked for opinions Date announced in plenary | ENVI 23.10.2025 | |
| Not delivering opinions Date of decision | ENVI 4.11.2025 | |
| Rapporteurs Date appointed | Matteo Ricci 16.9.2024 | |
| Discussed in committee | 18.3.2026 | |
| Date adopted | 5.5.2026 | |
| Result of final vote | +: –: 0: | 31 10 1 |
| Date tabled | 7.5.2026 |
Final vote by roll call by the committee responsible 3 paragraphs
31 · For
- ECR
- Carlo Fidanza, Maciej Wąsik, Kosma Złotowski
- EPP
- Nina Carberry, Jens Gieseke, Esther Herranz García, Sérgio Humberto, Dariusz Joński, Martine Kemp, Willemien Koning, Elżbieta Katarzyna Łukacijewska, Alexandra Mehnert, Andrey Novakov, Tomas Tobé, Elissavet Vozemberg-Vrionidi
- Patriots
- Fabrice Leggeri, Philippe Olivier
- Renew
- Benoit Cassart, Asger Christensen, Valérie Devaux, Morten Løkkegaard, Jan-Christoph Oetjen
- S&D
- Daniel Attard, Katarina Barley, Vivien Costanzo, Johan Danielsson, François Kalfon, Ştefan Muşoiu, Matteo Ricci, Andreas Schieder
- The Left
- Merja Kyllönen
10 · Against
- ESN
- Milan Mazurek, Volker Schnurrbusch, Stanislav Stoyanov
- No group
- Luis-Vicențiu Lazarus
- Patriots
- Rachel Blom, Roman Haider, Sebastian Kruis
- Greens
- Tilly Metz, Lena Schilling, Kai Tegethoff
1 · Abstained
- The Left
- Elena Kountoura