--- title: "EU Battery Regulation 2023/1542: February 2027 Compliance Guide" description: Battery passports become mandatory in February 2027. What the regulation requires, which batteries are in scope, and what manufacturers need to prepare now. canonical: "https://www.tracepass.eu/resources/eu-battery-regulation-february-2027" locale: en source: "https://www.tracepass.eu/resources/eu-battery-regulation-february-2027" --- # EU Battery Regulation 2023/1542: February 2027 Compliance Guide > Battery passports become mandatory in February 2027. What the regulation requires, which batteries are in scope, and what manufacturers need to prepare now. Every EV, industrial (>2 kWh), and LMT battery placed on the EU market from 18 February 2027 must ship with a machine-readable Digital Product Passport carrying 94 mandatory data fields (Annex XIII, Regulation (EU) 2023/1542); without it the product cannot be placed on the market. This guide covers which batteries are in scope, what the 94 fields require in practice, and what manufacturers should start doing now. ## Which batteries are in scope Regulation (EU) 2023/1542 covers three categories where the passport is mandatory from February 2027: electric vehicle batteries, industrial batteries above 2 kWh capacity, and light means of transport batteries (e-bikes, e-scooters, e-mopeds). Portable batteries (consumer electronics) and SLI (starter, lighting, ignition) batteries remain outside the passport requirement for now, though other parts of the regulation — labelling, collection targets, recycled-content minimums — still apply. ## What's in the 94 mandatory fields The passport is not a marketing datasheet. It's a structured dataset accessible via QR code on the physical product, with tiered access: public (anyone scanning), restricted (business partners with tokens), and authority (regulators, recyclers, market surveillance). The 94 fields map to the TracePass battery template as follows: TracePass battery template — Annex XIII field groups | Field group | Count | Primary source document(s) | | --- | --- | --- | | General info | 15 | Manufacturer records, economic-operator ID, notified-body cert | | Composition & materials | 7 | BoM, SVHC/REACH declarations, cell-supplier datasheets | | Carbon footprint | 7 | PEF study (external assessor) | | Performance & durability | 41 | IEC 61960 / 62619 test reports, BMS data | | Labels & markings | 9 | CE / conformity docs, label artwork | | Supply-chain due diligence | 3 | Cobalt/graphite/lithium/nickel provenance + risk assessment | | Repair, repurposing, recycling | 12 | Service docs, dismantling instructions, state-of-health | > **Want all 94 fields, mapped to source data?** > > Free 26-page PDF — every battery passport field with its regulation reference (Article + Annex) and where to find the value in your supplier datasheets, IEC test reports, SVHC declarations, and PEF studies. Generated from the live TracePass battery template. > > [Download the guide](https://www.tracepass.eu/guides/battery) ## Where does the data actually come from? Roughly half the battery passport — about 47 of the 94 fields — originates outside your own company: supplier declarations, cell-maker datasheets, external PEF assessors, and certified recyclers. In TracePass onboarding we consistently see 60–70% of the required data already exists somewhere in the organisation; the citable gap is the supplier-sourced half. ## Who is responsible The economic operator — whoever places the battery on the EU market, which usually means the manufacturer or the importer. A distributor reselling batteries already carrying a passport does not create a new one; their obligation is to check that a passport exists before placing on the market. Where a component battery cell supplier provides the cells but the pack is assembled elsewhere, the pack manufacturer is the economic operator for the finished battery's passport. ## Field walkthrough — what each section actually contains The 94 fields are clinically named in the regulation but ordinary in content. A few examples — the kind of thing your compliance team will trace through datasheets, IEC test reports, supplier declarations, and the PEF study — to anchor what "a battery passport field" actually means in practice: - **batteryUniqueIdentifier** — a GS1 Digital Link URI that uniquely points at the specific battery unit (e.g. https://id.gs1.eu/01//21/). Source: your GS1 registration + serial-number generation. The single field that turns a passport from "per-model" to "per-individual". - **carbonFootprintRawMaterialAcquisition** — kg CO₂e per kWh from the raw-materials phase of the lifecycle, calculated via PEF methodology. Source: the PEF study (€8K–€25K via an external assessor, 2–6 weeks). One field; six weeks of work upstream. - **recycledContentCobalt** — percentage of cobalt in the cell that came from recycled sources, with chain-of-custody evidence required. Source: cell-supplier declaration backed by mass-balance accounting from a certified recycler. The first time you ask for this, expect a 4-week scramble. - **expectedLifetimeYears** / **expectedLifetimeFullCycles** — manufacturer-stated lifespan with the test conditions that justify it. Source: your IEC 61960 / IEC 62619 test report. The field most often blocked because the test program ran on an earlier revision. - **dismantlingInformation** — a URL pointing to a public PDF / video / instruction set explaining how the battery is removed from the host device for replacement or recycling. Source: your service-documentation team. Most teams realise they have repair instructions but not dismantling instructions; those are different documents. ## Compliance-team mistakes and how to avoid them Patterns I've watched repeat across battery-passport rollouts. None of these are deal-breakers; all of them cost weeks if you hit them late instead of planning around them: - Starting the PEF study after design freeze. PEF takes 2–6 weeks via an external assessor and needs the bill-of-materials at the cell level. Teams that kick it off in the same week as type-approval submission lose 4–6 weeks they didn't budget. Start the PEF when you start the IEC test campaign. - Mixing units in the supplier-data layer. Cell suppliers report capacity in Ah, energy in Wh, and resistance in mΩ. Pack-level data needs kWh, kg, and Ω. The unit conversion isn't hard but the version drift between supplier exports and your DPP template silently breaks the field. Pin units in the supplier portal and reject inconsistent inputs at intake, not at QA sweep. - Using a stale SVHC list. The REACH SVHC candidate list updates twice a year (typically Jan and Jul). A passport published in February that lists "compliant per the 2024 SVHC list" is technically out of date by the time it's printed on the QR-code label. Auto-pull the current list at publish time, not at template-design time. - Treating the passport as one-and-done. Once published, the passport must remain accurate for the battery's full lifetime. If you change cell chemistry mid-production, the passport for that production batch onward needs to update — and the older passports need to remain available for the units already in market. Most teams forget about the second part. - Forgetting the GS1 setup until late. Without a registered GS1 GTIN + a Digital Link resolver, you literally cannot generate a valid passport URL. GS1 membership for a small EU manufacturer is €500–€1500/year (varies per country) and the registration process takes 1–4 weeks. Start that before the data-collection sprint, not after. ## Cost ranges — what you'll actually spend Indicative costs for a single battery model going through first-time DPP compliance. Numbers shift with model complexity, supplier responsiveness, and whether you're EU- or non-EU-based, but the order of magnitude is stable: Indicative costs — first battery model through DPP compliance | Cost / effort item | Typical range | Basis (TracePass observation) | | --- | --- | --- | | **PEF study** (Product Environmental Footprint) | €8K–€25K; 2–6 weeks | External assessor required; reusable across model variants with same cell chemistry and supply chain | | **Conformity assessment + notified-body fees** | €5K–€15K | Often already in the CE-marking budget; DPP adds little incremental cost here | | **Internal compliance team time** | 240–400 person-hours (first DPP); 40–80 h per subsequent variant | Once supplier relationships and field-mapping are established, repeat-model effort drops sharply | | **Software / passport-hosting platform** | €0–€2K/month | Free/Basic tiers (≤25 DPPs/month, ≤€49/mo); AI-assisted extraction typically €350–€500/month for mid-volume manufacturers | | **GS1 membership + Digital Link resolver** | €500–€1,500/year | Per-country; scales with company turnover; custom-domain resolver adds €2K–€5K one-time if needed | | **Translation + multilingual hosting** | €0.10–€0.30 per word per locale (DIY) | Most platforms include 24-language hosting; DIY compliance-grade translation runs €0.10–€0.30/word | ## Where to start today If you place batteries on the EU market and February 2027 is inside your product-development horizon, start by inventorying the 94 fields against what your organisation already has. Most manufacturers find 60–70% of the data exists — scattered across datasheets, supplier certificates, EPD reports, and internal QA documents. The gap is usually recycled-content percentages, per-kWh carbon footprint (requires a PEF calculation), and supply-chain due-diligence evidence. That gap is where you'll spend the next 18 months, and it's why a platform like TracePass exists: to collapse the last-mile data-wrangling step so your compliance team isn't still emailing suppliers in January 2027. [View a live battery Digital Product Passport example](https://app.tracepass.eu/p/01/99999999999997/21/DEMO-NCR18650B-001) > **Not legal advice** > > This guide summarises the key requirements of Regulation (EU) 2023/1542 for orientation purposes. Implementing acts, delegated acts, and national transpositions may add detail. For binding interpretation consult EUR-Lex and your national competent authority. ## FAQ ### When does the EU Battery Regulation passport requirement apply? Battery passports become mandatory on 18 February 2027 for every EV battery, industrial battery above 2 kWh, and light means of transport (LMT) battery placed on the EU market under Regulation (EU) 2023/1542. Products without a passport cannot be placed on the EU market after that date. ### Which batteries need a Digital Product Passport? Three categories: electric vehicle batteries, industrial batteries above 2 kWh capacity, and LMT batteries (e-bikes, e-scooters, e-mopeds). Portable consumer batteries and SLI starter batteries remain outside the passport requirement, though other parts of Regulation 2023/1542 still apply (labelling, collection targets, recycled-content minimums). ### How many fields are required in the battery passport? 94 mandatory data fields per Annex XIII of Regulation (EU) 2023/1542, organised into general info (15), materials & composition (7), carbon footprint (7), performance & durability (41), labels & markings (9), supply chain due diligence (3), and end-of-life (12). ### Who is responsible for the battery passport? The economic operator placing the battery on the EU market — manufacturer, importer, or authorised representative — is responsible for the accuracy, completeness, and ongoing maintenance of the passport for the battery's full lifetime. Cell suppliers and component vendors are not directly in scope; they are upstream sources for data the operator must publish. ### What's the typical cost of producing a battery passport? Major variable costs are the PEF (Product Environmental Footprint) study (€8K–€25K via an external assessor, 2–6 weeks), the conformity assessment if required for the specific battery type, and the data-collection effort across suppliers (3–4 months of compliance-team time on the first DPP, falling sharply for repeat models). Platform/software costs are usually a small fraction of the total — TracePass plans start at €49/month for manual entry, €350/month for AI-assisted extraction.