EUROPEAN COMMISSION

Brussels, 24.4.2025

COM(2025) 180 final

2025/0097(COD)

Roadworthiness package

Proposal for a

DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

amending Directive 2014/45/EU on periodic roadworthiness tests for motor vehicles and their trailers and Directive 2014/47/EU on the technical roadside inspection of the roadworthiness of commercial vehicles circulating in the Union

(Text with EEA relevance)

{SEC(2025) 119 final} - {SWD(2025) 96 final} - {SWD(2025) 97 final} - {SWD(2025) 98 final} - {SWD(2025) 99 final}

EXPLANATORY MEMORANDUM

1.CONTEXT OF THE PROPOSAL

•Reasons for and objectives of the proposal

This explanatory memorandum accompanies the proposal for the revision of two Directives:

(1)Directive 2014/45/EU of the European Parliament and of the Council on periodic roadworthiness tests for motor vehicles and their trailers 1 ;

(2)Directive 2014/47/EU of the European Parliament and of the Council on the technical roadside inspection of the roadworthiness of commercial vehicles circulating in the Union 2 .

Road transport plays a vital role in connecting businesses and consumers across the EU, facilitating trade and supporting economic growth and employment. However, it is also a source of certain problems, such as road crashes and air pollution.

Road crashes are one of the most devastating consequences of road transport, with significant costs to society. The main causes of road crashes are speeding, driving under the influence of alcohol or drugs, distracted driving, and various driver errors (such as misjudging a situation or driving while tired). Other causes include the poor state or design of infrastructure (such as slippery surfaces, inadequate markings and poor maintenance) and vehicle defects. Due to EU type-approval rules and a well-developed system of technical inspections during a vehicle’s lifetime, vehicle defects are the cause of only a small percentage of road crashes in the EU. However, this also means that avoidable crashes caused by vehicle defects still occur. The Safe System approach requires action on all these fronts, recognising that the different parts of the entire system – including users, vehicles, infrastructure and emergency response – work together as a whole 3 .

Air pollutant emissions from road transport are the principal source of nitrogen oxides (NOX), responsible for 35.5% of emissions in 2021, and account for a significant share of particulate matter (PM) emissions (8.1% of PM2.5 and 9.5% of PM10 emissions) 4 . In particular in cities, these percentages are expected to be even higher and lead to high exposure to these pollutants from road transport. It was estimated that in 2018 up to 70 000 premature deaths in the EU were attributed to road transport emissions 5 . To reduce these emissions, revised rules on ambient air quality and cleaner air for Europe were set out in Directive (EU) 2024/2881 6 . The Directive aims to put the EU on a path to achieve zero pollution for air by 2050 at the latest while aligning air quality standards more closely with the World Health Organization’s guidelines, which require tougher measures to reduce emissions at their source.

This initiative builds on the 2014 roadworthiness package (RWP), which is composed of the following three directives. 

·Directive 2014/45/EU on periodic roadworthiness tests requires that road transport vehicles are periodically tested to ensure compliance with a set of minimum requirements. It applies to all cars, vans, trucks, buses, heavy trailers, faster tractors, and since January 2022, larger two- and three-wheel vehicles and quadricycles. 

·Directive 2014/47/EU on technical roadside inspections complements Directive 2014/45/EU by requiring Member States to carry out roadside inspections of heavy passenger and freight vehicles and their trailers. 

·Directive 2014/46/EU 7 on the registration documents for vehicles provides for the electronic recording of the data of all vehicles registered in every Member State and harmonised procedures for suspending a vehicle’s registration.

The 2014 RWP complements the safety and environmental requirements that vehicles must meet to be able to circulate on EU roads, i.e. the respective EU type-approval regulations 8  for motor vehicles. These regulations also set out the market surveillance requirements for motor vehicles. However, the focus of the RWP is different. Whereas market surveillance provisions aim to ensure that vehicles continue to meet their type-approval requirements when placed on the market and for a limited period 9  after that and focus on the manufacturer’s responsibilities, the RWP focuses on ensuring that minimum standards are maintained by owners throughout a vehicle’s lifetime. In addition, while market surveillance requires testing a limited number of vehicles per model, periodical technical inspections (PTIs) apply to almost all registered vehicles. Therefore, the RWP complements the market surveillance legislation in ensuring road safety and vehicles’ environmental performance during their lifetime.

Along with the 2014 RWP and the adoption of other related EU legislation since, there have been improvements in vehicle technology, including active safety and intelligent driver assistance systems in new vehicles. However, despite this progress, unsafe vehicles still circulate on EU roads, contributing to crashes, either as the main cause or as a contributing factor. Some unsafe vehicles are identified at PTIs or roadside inspections (RSIs), i.e. vehicles with major or dangerous deficiencies. Others may not be detected either because PTIs or RSIs cannot detect them or because they are not subject to testing. These situations include vehicles with tampered safety features and vehicles with cargo that has been improperly secured.

Another problem is the insufficient checks on vehicle air pollutant and noise emissions. Some of the tests used in today’s PTIs are no longer sensitive enough to detect emission failures of modern vehicles, and the current testing procedures are not fit to meet the EU policy goals for air pollution and noise. The measurement of NOX emissions or particle number (PN) values for new cars is still not covered by the current RWP, and there are currently no EU rules on testing whether vehicles have tampered or defective NOX aftertreatment systems or of particulate filters. Given these shortcomings, the RWP’s contribution to reducing the number of high-emitting vehicles has become less effective.

Moreover, Directives 2014/45/EU and 2014/47/EU are not effective in helping enforce rules on EU cross-border traffic and the trade in vehicles.

Although these Directives were slightly amended through delegated acts 10 to align them with updated vehicle categories in type-approval legislation 11 and to introduce testing eCall 12  in PTIs, the main rules have remained the same since 2014. The Sustainable and Smart Mobility Strategy 13 called for adjustments to the roadworthiness legislative framework to ensure a vehicle’s lifetime compliance with emission and safety standards, thereby contributing to the EU road safety policy framework 2021-2030 14 and supporting the European Green Deal’s objectives.

This initiative aims to further improve road safety in the EU, contributing to sustainable mobility and facilitating the free movement of people and goods in the EU. The objectives to unlock the full potential of the RWP, in particular Directives 2014/45/EU and 2014/47/EU, are described below.

(1)Ensure the consistency, objectivity and quality of roadworthiness testing of today and tomorrow’s vehicles. In particular, testing electric vehicles (EVs) and electronic safety, including advanced driver assistance systems (ADAS), must be ensured before most new vehicles equipped with such systems are due for their first PTI. To tackle existing emission tests’ inability to identify high-emitting vehicles, newly developed test methods need to be incorporated into PTIs and RSIs.

(2)Significantly reduce tampering and improve the detection of defective vehicles with faulty or tampered safety and emission control systems, as well as tampered odometers. This can be achieved by: (i) improving emission testing (air pollution and noise); (ii) providing better tools to detect modifications to safety features, especially vehicle software; and (iii) making inspections more frequent and more targeted. Today, some defective vehicles are not tested often enough or at all, which allows such deficiencies to go undetected.

(3)Improve electronic storage and the exchange of relevant vehicle identification and status data to address the problem of insufficient data availability and facilitate mutual recognition by enforcement authorities. More accurate status data (such as mileage) and an efficient and effective exchange of information among Member States will also help identify vehicles with tampered odometers.

•Consistency with existing policy provisions in the policy area

The proposed revision of the RWP, in particular Directives 2014/45/EU and 2014/47/EU, is consistent with the objectives set in the EU road safety policy framework 15 and will contribute to achieving the objective of reducing fatalities and serious injuries by 50% by 2030. The proposed revision will also ensure alignment with the 2023 road safety package, i.e. the proposals to amend the Directive on driving licences and the Directive on facilitating cross-border exchange of information on road-safety-related traffic offences 16 . This proposal sets out the rules on vehicle registration documents, the possible future digitalisation of documents, and the exchange of vehicle-related information among Member States for enforcement.

The revision is also consistent with the EU’s clean air policy objectives, including those of the Ambient Air Quality Directives 17 and the National Emission Reduction Commitments Directive 18 , which require Member States to take measures to reduce air pollutants in the atmosphere in line with the Zero Pollution Action Plan goals 19 .

To a large extent, roadworthiness testing relies on the Type-Approval Regulations 20 . The proposal is aligned with the safety and environmental requirements set out in those rules, and it includes measures that aim to ensure that minimum standards are maintained by owners throughout the lifetime of the vehicle. It is consistent with the General Safety Regulation 21 and its predecessors, as well as with the Euro emission standards, and will ensure that any new equipment introduced that complies with these regulations will work as expected and, as a result, deliver the expected benefits. The proposal ensures alignment between PTI and RSI testing and the type-approval process, including the use of electronic technical inspections (ePTIs). The use of remote sensing in RSIs of all vehicles is particularly relevant for market surveillance as it allows for screening a large part of the vehicle fleet. This gives valuable insights into recurrent issues with specific technologies/solutions used as part of emission control systems, vehicle models, model years etc. There are also expected synergies with the new Euro 7 Regulation 22 , including the use of on-board monitoring features to help assess NOX emissions during PTIs and RSIs.

•Consistency with other Union policies

The revision of the RWP, in particular Directives 2014/45/EU and 2014/47/EU, is consistent with the Single Digital Gateway Regulation 23 by facilitating online access to vehicle-related information, the relevant administrative procedures, and assistance and problem-solving services. It also contributes to the objectives of the EU’s data strategy 24 for the development of European data spaces for public administrations that can support the enforcement of legislation, including road safety and environmental legislation. Rules on the protection of personal data also apply to exchanging information on vehicle registration certificates and roadworthiness certificates, as well as related vehicle registration data, in particular Regulation (EU) 2016/679 (General Data Protection Regulation) 25 .

The Commission is also currently working on an initiative for fair and non-discriminatory access to in-vehicle data, which is crucial for technical inspection centres to be able to carry out their daily tasks. That initiative will complement the Data Act 26  with guidance, possibly followed by a legislative proposal, on access to vehicle data, functions and resources 27 , which are essential for providing data-dependent services in the automotive sector. It will standardise the relevant datasets and ensure effective, non-discriminatory and secure access for aftermarket and mobility services. A range of automotive service providers, including vehicle repair and inspection companies and authorities have called for an ambitious Commission proposal to ensure a level playing field and unhindered access to the relevant in-vehicle data 28 . The revision of Directive 2014/45/EU (and its implementing act on the technical information necessary for roadworthiness testing 29 ) will set out specific provisions facilitating access to the data required for technical inspections.

2.LEGAL BASIS, SUBSIDIARITY AND PROPORTIONALITY

•Legal basis

The legal basis of the proposal is Article 91(1) of the Treaty on the Functioning of the EU (TFEU) 31 . Article 91(1)(c) TFEU sets out that the EU has competence in the field of transport to lay down measures to improve transport safety, including road safety.

•Subsidiarity (for non-exclusive competence) 

The EU already has competence in the field of roadworthiness, by virtue of current Directives 2014/45/EU and 2014/47/EU. Various measures have been introduced at EU level since 1977, when Directive 77/143/EEC 32  introduced the requirement for motor vehicles to undergo periodic roadworthiness tests. The latest change in this area was brought about by the adoption of the RWP in 2014. The new rules to be introduced in this proposal remain within the competences conferred upon the EU under Article 91(1) TFEU, and given their connection to the already existing framework of roadworthiness, they can only be achieved adequately at EU level.

As road transport and the automotive industry are international sectors, it is much more efficient and effective to address the issues at EU level than at national level. While national practices differ historically, a minimum level of harmonisation in vehicle testing and commonly agreed solutions to exchange vehicle data between Member States is more effective than multiple uncoordinated national solutions. With common rules applied to testing modern vehicle technologies (EVs, ADAS and the most recent emission control equipment), Member States will enjoy economies of scale and manufacturers of testing equipment will be able to operate in a more uniform market. The functioning of the single market will also be improved because vehicles will be subject to similar tests under similar conditions, and transport operators will have similar costs and will have to meet similar minimum requirements.

•Proportionality

In line with the principle of proportionality set out in Article 5(4) of the Treaty on European Union, the measures in this proposal do not go beyond what is necessary to achieve the objectives of the Treaties – improving road safety, contributing to sustainable mobility and facilitating the free movement of people and goods in the EU.

In general, the scope of the proposal is limited to what can best be achieved at EU level to harmonise testing methods and scope. For example, vehicles that are mostly used locally, such as mopeds and tractors are not targeted by the proposal.

•Choice of the instrument

3.RESULTS OF EX POST EVALUATIONS, STAKEHOLDER CONSULTATIONS AND IMPACT ASSESSMENTS

•Ex post evaluations/fitness checks of existing legislation

In 2023, the Commission conducted an evaluation of the 2014 RWP, assessing its relevance, EU added value, coherence, effectiveness and efficiency. The evaluation concluded that the RWP was partially successful in achieving its objectives, contributing to better road safety and helping reduce air pollutant emissions from road transport. However, defective vehicles may still not always be detected as some categories of vehicles are not subject to PTIs or RSIs in some Member States or the frequency or scope of the testing is not adapted to those categories’ higher safety and environmental risks. The identified weaknesses in the current RWP, in particular Directives 2014/45/EU and 2014/47/EU, require the Directives to be adapted to address not only current needs but also future challenges.

The conclusions of the evaluation are described below.

(1)The RWP is not adapted to the latest technologies, such as advanced driver assistance systems and electronic safety features. It lacks specific testing protocols that would ensure the compliance and maintenance of electric and hybrid vehicles, including software updates. Technical inspections would have to be updated for acquiring important safety-related data efficiently and monitoring new sensors and features.

(2)On emissions, some PTI tests and equipment must be adapted as they are no longer capable of detecting emission failures in the most recent internal combustion engine vehicles. Opacity measurement is outdated as it cannot detect diesel vehicles with defective particle filters or a tampered catalyst, which lead to high particle and NOX emissions. Instead, PN and NOX measurement should be used to check newer diesel and petrol vehicles for defects and tampering with emission control systems.

(3)The current framework for exchanging information on test results between Member States has not been effective. Although the legislation mentions electronic data exchanges between Member States authorities as a possibility, not all of them implement it. Even if the harmonisation of vehicle registration documents made it easier for people to register vehicles from other Member States and the EEA, there is room to improve the data exchange and digitalisation process. Re-registration can still be a cumbersome process, and there is scope to improve the mutual recognition of PTIs between Member States.

(4)The RWP should make better use of the benefits of digital data exchange and harmonise vehicle documents more to reduce the administrative burden and costs. In addition, digital vehicle registration documents could further facilitate digitalising vehicle registration and data-keeping processes and help reduce costs.

•Stakeholder consultations

The consultations had two objectives. The first was to assess the performance of the RWP against the five evaluation criteria, identify possible issues with the existing legal framework and, on this basis, draw conclusions for future action. The second objective was to work with stakeholders to validate the Commission’s understanding of the issues at hand, draw up a list of possible policy measures and assess their likely impact on the various categories of stakeholders.

The consultations also gathered evidence on the expected costs and benefits of the policy measures under consideration. They helped to identify gaps in the intervention logic or areas requiring further attention. The consultation activities consisted of public consultations (via an inception impact assessment and an open public consultation published on the Commission’s Have your say website) and targeted consultations, including surveys and interviews. The targeted consultation activities were carried out throughout the evaluation and impact assessment process and covered all relevant aspects. The focus of the survey and interviews were on drawing up the different policy measures to meet the objectives set as part of the RWP’s revision, particularly to identify and quantify the costs and potential impact of these measures. The problem drivers and the possible policy measures of the RWP were also extensively discussed with stakeholders, e.g. in the Roadworthiness Expert Group, and are also a result of the evaluation’s stakeholder consultation activities.

•Collection and use of expertise

•Impact assessment

This proposal is accompanied by an impact assessment report, a draft of which was submitted to the Regulatory Scrutiny Board (RSB) on 20 November 2023. The RSB issued a positive opinion with reservations on 15 December 2023 37 . The impact assessment report was adjusted accordingly to address the RSB’s comments. The analysed policy options are summarised below.

Four policy options (PO1a, PO1b, PO2, PO3) were designed to address the identified problems. All policy options include the following measures:

–adapt PTIs to electric vehicles and include new test items through ePTIs (including testing software integrity of safety- and emission-relevant systems);

–new emission test methods for particles and NOX, which are necessary to adapt to more recent emission control technologies and to identify high-emitting vehicles, including those that have been tampered with;

–require a roadworthiness test following any significant change to, for example, the propulsion system or the emission class;

–digitalising the roadworthiness certificate;

–linking national vehicle registers and extending the set of harmonised vehicle data in those registers;

–require Member States to record odometer readings in national databases and make those records available to other Member States when a vehicle is re-registered.

In addition to the common measures, policy option PO1a focuses on a more efficient use of vehicle (registration and status) data, including issuing registration certificates in digital format. Policy option PO1b focuses on more effective technical inspections using remote sensing technology, which helps to identify potentially high-emitting vehicles that can be either: (i) inspected at a subsequent roadside check immediately after being identified; or (ii) invited to a roadworthiness centre for an emission test. This option would also: (i) remove the possibility to exempt motorcycles from PTIs; (ii) require yearly emission testing of light commercial vehicles; (iii) make the inspection of cargo securing mandatory; and (iv) bring in mandatory annual PTIs for vehicles older than 10 years. PO1b would facilitate the free movement of people by requiring that the Member State registering a vehicle recognises the PTI certificate issued by another Member State for a period of up to six months, provided that the next PTI is conducted in the Member State of registration.

Policy option PO2 combines most of the measures proposed in PO1a and PO1b. It includes an additional measure on data governance, aiming to set out the procedures and the means of access to vehicle technical information (including in-vehicle data). PO2 also introduces roadside inspections for light commercial vehicles.

Policy option PO3 is the most ambitious policy option as it goes even further on harmonising the scope and methods of roadworthiness testing and the mutual recognition of PTI certificates. In addition to PO2’s measures, PO3: (i) extends the scope of PTI to cover all motorcycles, without exception, and light trailers; (ii) extends RSI to all motorcycles; and (iii) requires that PTI certificates issued in any other Member State are recognised by the Member State of registration without restrictions.

The impact assessment concludes that the preferred option is policy option PO2. This option is considered to be effective in reaching the intended policy objectives, presenting high efficiency and high net benefits and being proportionate to the initiative’s objectives. It is also coherent with the well-established national policies in the field.

The policy options are expected to improve road safety in the EU by more effectively identifying vehicles with major and dangerous defects, which should lead to a reduction in road crashes caused by technical defects. As a result, the number of fatalities and injuries (both serious and light) should decrease. The policy options also include other measures contributing to road safety, which relate to better implementation and enforcement of the roadworthiness legislation (such as the exchange of data among Member States’ authorities).

Under the preferred policy option PO2, it is estimated that around 7 000 lives will be saved and around 65 000 serious injuries will be avoided between 2026 and 2050, compared with the baseline scenario. In monetary terms, the reduction in the external costs of accidents is estimated at around EUR 74.2 billion, expressed as present value over the same period, compared with the baseline.

All policy options will also contribute to sustainable mobility by reducing air pollutant and noise emissions. This will lead to a reduction in the external costs of these emissions: the savings in PO2 are estimated to be EUR 83.4 billion.

All policy options will facilitate the free movement of people and goods in the EU by removing obstacles to re-registering vehicles in another Member State. PO1a, PO2 and PO3 are expected to be similarly effective, while PO1b is expected to be less effective due to the absence of measures on digital vehicle registration certificates and additional data included in the vehicle register.

On removing obstacles related to roadworthiness testing, PO3 is expected to be the most effective option because it extends EU-wide recognition, by the Member State of registration, of PTI certificates issued in another Member State to all vehicles, followed by PO2 and PO1b (limited EU-wide recognition of PTI certificates). PO1a is expected to be the least effective, relying on bilateral agreements for the recognition of PTI certificates.

•Regulatory fitness and simplification

As part of the regulatory fitness programme (REFIT) 40 , this proposal contributes to increasing the efficiency of the existing legislation in various ways by: (i) replacing obsolete test methods with state-of-the-art solutions both at periodic checks and at roadside checks by requiring the use of the most recent measurement techniques and technology to more effectively detect a large number of high-emitting vehicles; (ii) introducing simple yet meaningful tests to assess the safety and environmental performance of modern vehicles in a harmonised way; and (iii) interconnecting national databases to help share and access vehicle data, rather than relying on more cumbersome procedures. The initiative is expected to significantly reduce fraud related to emission and safety-relevant systems, as well as mileage tampering in used vehicles, especially in cross-border sales. This would lead to significant savings in external costs as well as in avoided cost and damage to consumers.

Applying the ‘one in, one out’ approach

The ‘one in, one out’ approach offsets any new burden for people and businesses resulting from the Commission proposals by removing an equivalent existing burden in the same policy area. This proposal is part of the RWP package, which is expected to result in administrative costs for PTI centres and vehicle manufacturers due to the data governance measure, while garages, motor vehicle dealers, tyre service and repair stations will face costs related to the odometer readings measure. Overall, the additional one-off administrative costs relative to the baseline relevant for the ‘one in one out approach’ in the preferred option are estimated at EUR 218 million in 2026. Expressed as annualised net present value over the relevant period they amount to EUR 25.5 million. In addition, the recurrent administrative costs relative to the baseline amount to EUR 26.4 million per year. Thus, the total additional administrative costs (one-off and recurrent) relevant for the ‘one in one out approach’ are estimated at EUR 51.9 million per year relative to the baseline.

•Fundamental rights

The proposal contains measures to help reduce the level of air pollutant emissions from vehicles (annual emission testing for light commercial vehicles, yearly testing of vehicles that are 10 years old or older and NOX measurement in RSI by remote sensing and plume chasing). These measures will help to improve the quality of the environment, in line with Article 37 of the Charter. Adapting PTI methods to test electric vehicles, including training inspectors, and making inspections of cargo securing in RSI mandatory will provide a safer work environment for vehicle inspectors and for professional drivers (Article 31). Measures designed to combat odometer fraud will help increase consumer protection in line with Article 38 of the Charter. Providing for the mutual recognition of roadworthiness certificates and digitalising the registration process will contribute to the freedom of movement and residence, in line with Article 45 of the Charter. Measures to ensure that owners of non-tampered vehicles are not disadvantaged compared with those of tampered vehicles will help promote equality before the law in line with Article 3 of the Charter.

The proposal includes a measure on odometer readings, which has as impact on the right to protection of personal data when data is stored and exchanged. It requires Member States to record odometer readings in a national database and make the records available to other Member States in the case of re-registration. Furthermore, it establishes a requirement for roadworthiness certificate to be issued in electronic format, with a paper printout as an option. From a road safety perspective, the automatic accessibility of certificates through a shared system holds significant advantages, particularly in facilitating cross-border inspections and enhancing consumer convenience. The data processing related to these measures was assessed as necessary and proportionate, and it can be used only for specific purposes specified in the proposal.

4.BUDGETARY IMPLICATIONS

5.OTHER ELEMENTS

•Implementation plans and monitoring, evaluation and reporting arrangements

The Commission will monitor the implementation and effectiveness of this initiative through several actions and a set of core indicators that will measure progress towards achieving the operational objectives. To measure the success of the initiative, the following operational objectives are set: (i) apply newly available safety and emission testing methods; (ii) interconnect Member States’ vehicle registers and odometer databases through a common hub; (iii) digitalise vehicle documents; and (iv) reduce the number of defective and tampered vehicles on EU roads. The data for assessing these operational objectives will draw on regular reporting by Member States as well as ad hoc data collection efforts, including the use of data exchange systems, such as the MOVE-HUB.

Five years after the revised legislation enters into application, the Commission will carry out an evaluation to assess to what extent the objectives of the initiative have been reached.

•Explanatory documents (for directives)

•Detailed explanation of the specific provisions of the proposal

Article 1(1) amends Article 2 of Directive 2014/45/EU on scope

Article 1(2) amends Article 3 of Directive 2014/45/EU on definitions

Article 1(3) replaces Article 4 of Directive 2014/45/EU on responsibilities

Article 1(4) inserts a new Article 4a in Directive 2014/45/EU on recording odometer readings

Article 1(5) amends Article 5 of Directive 2014/45/EU on the date and frequency of testing

Article 1(6) amends Article 6 of Directive 2014/45/EU on contents and methods of testing

Article 1(7) replaces Article 8 of Directive 2014/45/EU on roadworthiness certificates

Article 1(8) amends Article 9 of Directive 2014/45/EU on follow-up of deficiencies

Article 1(9) replaces Article 16 of Directive 2014/45/EU with a new Article 16 on the exchange of data between Member States’ authorities

Article 1(10) amends Article 17 of Directive 2014/45/EU on delegated acts

Article 1(11) replaces Article 20 of Directive 2014/45/EU on reporting

Article 1(12) inserts a new Article 20a in Directive 2014/45/EU on communication of information to the Commission

Article 1(13) replaces Article 22 of Directive 2014/45/EU on extension of validity of roadworthiness certificates in case of crisis

Article 2(1) replaces Article 1 of Directive 2014/47/EU on subject matter

Article 2(2) amends Article 2 of Directive 2014/47/EU on scope

Article 2(3) amends Article 3 of Directive 2014/47/EU on definitions

Article 2(4) replaces Article 4 of Directive 2014/47/EU on roadside inspection systems

Article 2(5) inserts a new Article 4a on remote sensing

Article 2(6) amends Article 5 of Directive 2014/47/EC on the percentage of vehicles to be inspected

Article 2(7) amends Article 6 of Directive 2014/47/EU on the risk rating system

Article 2(8) amends Article 7 of Directive 2014/47/EU on responsibilities

Article 2(9) replaces Article 9 of Directive 2014/47/EU on the selection of vehicles for initial technical roadside inspection

Article 2(10) amends Article 10 of Directive 2014/47/EU on the contents and methods of technical roadside inspections

Points (a) and (c) are amended to align them with the amendments related to roadworthiness certificates and cargo securing requirements.

Article 2(11) replaces Article 13 of Directive 2014/47/EU on the inspection of cargo securing

Article 2(12) of Directive 2014/47/EU replaces Article 14 of Directive 2014/47/EU on the follow-up in the case of major or dangerous deficiencies

Article 2(13) amends Article 16 of Directive 2014/47/EU on the inspection report and databases on technical roadside inspections

Article 2(14) of Directive 2014/47/EU amends Article 18 of Directive 2014/47/EU on cooperation between Member States.

Article 2(15) inserts a new Article 18a in Directive 2014/47/EU on the exchange of data between Member States’ authorities

Article 2(16) replaces Article 20 on communication of information to the Commission

Article 2(17) of Directive 2014/47/EU amends Article 21 of Directive 2014/47/EU on delegated acts

Article 2(18) replaces Article 24 of Directive 2014/47/EC on reporting.

Annex I amends the following annexes to Directive 2014/45/EU.

·Annex I – MINIMUM REQUIREMENTS CONCERNING THE CONTENTS AND RECOMMENDED METHODS OF TESTING

·Annex III – MINIMUM REQUIREMENTS CONCERNING ROADWORTHINESS FACILITIES AND TEST EQUIPMENT

·Annex IV – MINIMUM REQUIREMENTS CONCERNING THE COMPETENCE, TRAINING AND CERTIFICATION OF INSPECTORS

Annex II amends the following annexes of Directive 2014/47/EU.

·Annex II – SCOPE OF TECHNICAL ROADSIDE INSPECTIONS

·Annex III – CARGO SECURING

The first sentence in Chapter II. Section 3 is amended to make the rules inspecting the specific items of cargo securing listed in Table 1 compulsory.

·Annex IV – MORE DETAILED TECHNICAL ROADSIDE INSPECTION REPORT INCORPORATING A CHECKLIST

·Annex V – STANDARD FORM FOR REPORTING TO THE COMMISSION

2025/0097 (COD)

Proposal for a

DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

amending Directive 2014/45/EU on periodic roadworthiness tests for motor vehicles and their trailers and Directive 2014/47/EU on the technical roadside inspection of the roadworthiness of commercial vehicles circulating in the Union

(Text with EEA relevance)

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 Article 91(1) 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 Committee 43 ,

Having regard to the opinion of the Committee of the Regions 44 ,

Acting in accordance with the ordinary legislative procedure,

Whereas:

(1)Provisions regarding roadworthiness testing have been part of Union legislation for decades. They are however subject to gradual harmonisation. Union law to that effect was last revised in 2014 with the “Roadworthiness Package” 45 . To improve enforcement, consecutive revisions of those rules gradually extended the scope of vehicles to be tested and the scope of the harmonised rules, including those on roadside inspections and vehicle registration documents. They specified and updated the required test methods, procedures and related documents to reflect technological progress.

(2)Directive 2014/45/EU sets out the minimum content and frequency of testing for each vehicle category, except for motorcycles, where Member States have a broader discretion. That Directive also sets out minimum requirements for the independence of testing centres and training of inspectors, testing equipment, and the content of the roadworthiness certificate. The validity of that certificate, as well as any other proof of testing, is to be recognised by Member States for the purposes of free circulation and re-registering a vehicle already registered in another Member State.

(3)Directive 2014/47/EU complements Directive 2014/45/EU by requiring Member States to carry out roadside inspections on heavy commercial vehicles above 3.5 tonnes, including buses, lorries, and their trailers with the aim of inspecting 5% of the Union fleet each year. Those inspections include an initial roadside inspection and, if deemed necessary by the inspector, a more detailed technical roadside inspection. The items tested in the detailed inspections are the same as those tested at periodic tests and may also include the inspection of cargo securing. Where a major or dangerous deficiency is found during a roadside inspection, the Member State where the inspection took place is required to notify the Member State of registration in order to enforce the repair of the vehicle that has been suspended from traffic.

(4)Due to rapid technological progress, some of the current rules for testing vehicles have become outdated and should be amended to adapt them to newer technologies and vehicles. The testing framework should further contribute to reducing emissions from transport and to accelerating and benefiting from digitalisation in the transport sector. The framework should also be better adapted to developments in evolving vehicle technology, fleet composition and testing methods.

(5)The digital transition is one of the Union’s priorities. In the context of updating the current rules on testing vehicles, it is also important to harmonise, simplify and digitalise administrative procedures and to remove the remaining barriers to free movement. These barriers include the non-recognition of periodic technical inspections conducted in Member States other than the Member State of registration. This can impede the free movement of people within the Union and their right to take up residence in a Member State other than the one where the vehicle is currently registered.

(6)Some of the current emission test methods are inadequate for testing vehicles with modern air pollutant emission control technology and low baseline emissions. There is also potential to further reduce pollutant emissions through more appropriate tests and checks. Applying the best available test methods would help Member States reach stricter air quality standards, namely the limit values for the protection of human health set by Directive (EU) 2024/2881 of the European Parliament and of the Council 46 , especially for fine particulate matter and nitrogen oxides (NOX).

(7)The number of fatalities and serious injuries on Union roads remains at an unacceptably high level, with 20 400 deaths in 2023. Therefore, further action is required in order to reach the targets for road safety set out in EU road safety policy framework 2021-2030 47 .

(8)Testing the roadworthiness of motorcycles has clear benefits for road safety. This has also been demonstrated by the number of Member States that already include motorcycles in their roadworthiness testing systems. As a result, the current possibility of an opt-out for motorcycles with an engine capacity above 125 cm3 is no longer appropriate, and periodic testing should be mandatory for such vehicles without exception.

(9)According to the feedback received from Member States and industry representatives, the current legal requirements aiming to ensure that the technical data needed to carry out periodic technical inspections are available to testing centres have proven to be ineffective. It is therefore necessary to specify that a minimum set of information should be made available free of charge and without undue delay to the competent authorities, which should then ensure that the testing centres authorised by them also have the required access. 

(10)The Member State of registration should recognise a temporary roadworthiness certificate issued by another Member State for a period of up to six months, provided that the subsequent periodic technical inspection is conducted in the Member State of registration. That will contribute to facilitating the free movement of people while respecting the basic requirement that vehicles are generally to be tested in the Member State of registration.

(11)For the same reason, a Member State of registration should be able to choose to recognise roadworthiness certificates issued by another Member State. If it does so, it should inform the other Member States and the Commission. The roadworthiness certificates concerned should be considered by all Member States as equivalent to certificates issued by the Member State of registration.

(12)To combat fraud related to the mileage of used vehicles, recording odometer readings is included in periodic roadworthiness testing. However, the effectiveness of the measure has been limited because the first test is only carried out four years after the first registration in most Member States and only every two years after that in many of them. To further tackle odometer fraud, Member States should ensure that odometer readings are taken whenever a service provider carries out maintenance or repair work on a vehicle and that the readings are recorded in a national database or register. Member States should make those readings available in an anonymised format to inspectors, the competent authorities and the holder of the registration certificate. In addition, Member States should require manufacturers to transmit the odometer readings of connected vehicles every three months. In order to enable consumers to detect odometer fraud before purchasing a vehicle, Member States should also inform consumers of the availability of odometer history to the holder of the registration certificate, in particular in the context of vehicle sales. To enhance the availability of statistics on vehicle use without additional reporting burden on national administrations, Member States should make the odometer readings available, in an anonymised form, to the national statistical institutes and to the Commission (Eurostat). 

(13)Although electric vehicles, including hybrid electric vehicles, have been in circulation for many years, and their numbers have been steadily increasing, there are no harmonised rules on the roadworthiness testing of the high-voltage systems of such vehicles, resulting in Member States developing different test protocols. To ensure the safe operation of such vehicles throughout their useful life and avoid conflicting testing practices in the Member States, relevant test items should be included in the minimum requirements for the contents of and recommended methods for testing.

(14)Regulation (EU) 2019/2144 of the European Parliament and of the Council 48 requires the installation of a variety of advanced driver assistance systems, designed to avoid crashes and reduce casualties and severe injuries. However, the expected benefits will not be achieved if these systems deteriorate over time or are subject to tampering. Therefore, those new electronic systems should be included in periodic and roadside inspections to ensure that they deliver their expected safety benefits. To ensure the safe operation of automated vehicles and the testing of electronic safety systems throughout their useful life, relevant items to be tested should be included in the minimum requirements concerning the contents of and recommended methods for testing set out in the respective Annexes to Directives 2014/45/EU and 2014/47/EU.

(15)While road transport contributes to significant shares of harmful air pollutant emissions in particular NOX and fine particles, the current testing methods for exhaust emissions are not adapted to more recent vehicles and technologies. Commission Recommendation (EU) 2023/688 49 was a first step in harmonising particle number measurement during roadworthiness testing. In the interests of public health, environmental protection and fair competition, the relevant items to be tested during periodic technical inspections set out in the annexes to Directives 2014/45/EU and 2014/47/EU should now include particle number measurement and the measurement of NOX.

(16)Older vehicles tend to have more defects, are more frequently involved in crashes, and represent a higher proportion of high-emitting vehicles. Inspecting older cars and light commercial vehicles annually can contribute significantly to reducing crashes and harmful emissions. Cars and light commercial vehicles should therefore be inspected annually at the latest after 10 years from the date of first registration.

(17)Furthermore, since light commercial vehicles are used more intensively than private cars, often in densely populated areas, they should be inspected for emissions annually after one year from the date of first registration.

(18)In addition to scheduled periodic technical inspections, vehicles should also be subject to a roadworthiness test if the safety or environmental systems and components of the vehicle have been significantly altered or modified. This includes cases where there is a change of vehicle category or emission levels, for example following the installation of a particle filter or when a vehicle is converted to run on an alternative fuel.

(19)To facilitate the digital transition and to reduce costs for testing centres, roadworthiness certificates should be issued in a standardised electronic format. A paper printout of the roadworthiness certificate should also be issued to the person who presented the vehicle for testing upon request. Member States should accept both formats when the ownership of the vehicle is changed or when the vehicle is re-registered in another Member State. For similar reasons, the report of the more detailed roadside inspection should be issued in electronic format.

(20)It should be ensured that personal data processing for the implementation of this Directive complies with the data protection framework of the Union, in particular Regulation (EU) 2016/679 of the European Parliament and of the Council 50 . In line with the principle of data protection by default, verification techniques not requiring transmission of personal data on individual certificates should be employed for the verification of roadworthiness certificates.

(21)To provide for adequate follow-up of deficiencies where a vehicle fails a periodic technical inspection due to one or more major deficiencies in a Member State other than the Member State of registration, the result of the test and the deadline for the subsequent test should be notified to the Member State of registration and recorded in the vehicle register. The deadline for the subsequent test should be no more than two months and should take place in either Member State. In addition, when a vehicle has failed the periodic technical inspection due to one or more dangerous deficiencies, to avoid immediate risks to road safety or the environment, the Member State or competent authority should be able to decide that the vehicle in question is not to be used on public roads and request the Member State of registration to suspend the vehicle’s authorisation for use in road traffic, until the deficiencies are rectified. The suspension should be recorded in the vehicle register of the Member State of registration.

(22)Tampering or manipulating any component of a vehicle should be considered to be a major or dangerous deficiency and therefore should be punishable by effective, proportionate, dissuasive and non-discriminatory penalties.

(23)The current requirements set out in Directives 2014/45/EU and 2014/47/EU for Member States to cooperate with each other when implementing those Directives do not enable Member States to check a vehicle’s legal and technical status in cross-border situations. To ensure greater effectiveness, including in such situations, Member States should assist one another in implementing the Directive more systematically. Therefore, it is necessary to set out rules on the exchange of information and vehicle data to allow Member States to consult each other’s vehicle registers and roadworthiness databases, including the content of roadworthiness certificates and technical roadside inspection reports.

(24)For the exchange of information on vehicles registered in the Union, the MOVE-HUB message exchange platform has been developed by the Commission to interconnect Member States’ national electronic registers 51 . The platform currently hosts the interconnection of road transport undertaking registers (ERRU), driving licence registers (RESPER), professional driver training registers (ProDriveNet), tachograph driver card registers (TACHOnet), and the notification of vehicle roadside inspection failures (RSI) 52 .

(25)The functionalities of the MOVE-HUB should be extended to enable the necessary exchange of information and vehicle data for the purposes of Directives 2014/45/EU and 2014/47/EU. Member States should therefore connect their electronic systems containing information on roadworthiness certificates and odometer history to MOVE-HUB. The exchange of information and data through the MOVE-HUB should be operational within one year after the adoption of the corresponding implementing acts pursuant to Article 16 of Directive 2014/45/EU and Article 18a of Directive 2014/47/EU.

(26)Crises brought about by serious events, occurring inside or outside the Union, may significantly disrupt the operation of its roadworthiness system. During times of crisis, Member States should be able to extend the validity of roadworthiness certificates, including temporary roadworthiness certificates. Subject to the Commission’s authorisation, Members States should be allowed to extend the administrative validity of expiring roadworthiness certificates and temporary roadworthiness certificates by six months. Where the crisis persists, it should be possible to further extend the validity.

(27)Given the increased number of light commercial vehicles in circulation within the Union, to promote a level playing field for commercial operators across the Union and to further improve their safety and environmental performance, light commercial vehicles should also be subject to roadside inspections.

(28)For roadside inspections, the screening of the exhaust emissions of large numbers of vehicles by using remote sensing equipment is an effective measure for identifying high-emitting vehicles. It increases detection rates significantly compared to mandatory test methods. Member States should therefore use remote sensing equipment systematically to screen large shares of the vehicle fleet in real on-road conditions. One single remote sensing measurement indicating high emissions above the legal limits could be related to various factors, such as temporary acceleration or a cold engine. However, multiple measurements systematically indicating significantly higher-than-average emissions could indicate a faulty emission control system or unauthorised modifications, such as tampering. Since such defects and modifications generate excessive emissions that pose risks to human health and the environment, they should be repaired, and any tampering should be sanctioned.

(29)As a result, such screening by remote sensing should form part of each Member State’s roadside inspection system. For the screening to be effective, each Member State should screen the equivalent of at least 30% of its registered fleet of motor vehicles, including cars and motorcycles. On the basis of that remote sensing data, Member States should check the exhaust emissions and the noise level of any vehicle that is suspected to emit more than double the average level of similar vehicles, or more than 3 dB above the average level. That check could be carried out in a roadside inspection immediately after a remote sensing measurement or in a roadworthiness testing centre in the Member State of registration. For vehicles registered in another Member State, the competent authority where the remote sensing measurement took place should notify the measurement result and the result of any subsequent roadside inspection to the competent authority of Member State of registration.

(30)Directive 2014/47/EU specifies a minimum share of heavy commercial vehicles to be tested at the roadside each year in the Union but sets no target at Member State level, with the result that it is difficult to ensure the enforcement of that minimum share. To ensure that roadside inspections of commercial vehicles contribute to improved road safety and reduced air pollution across the Union, each Member State should carry out a total number of initial technical roadside inspections every year, corresponding to at least 5% of the total number of heavy commercial vehicles registered in their territory. 

(31)To promote digital transformation and to reduce costs in the transport sector, Member States should require their competent authorities to accept electronic evidence of roadside inspections.

(32)Given that inadequate or dangerous cargo securing can pose a serious threat to road safety and to the environment, inspections of cargo securing should be a mandatory part of roadside inspections in all Member States.

(33)To ensure uniform conditions for the implementation of this Directive, implementing powers should be conferred on the Commission to specify: (a) the set of technical information and data necessary for roadworthiness testing that must be made available to the competent authorities, (b) interoperability features and security measures applicable to the QR codes introduced on roadworthiness certificates, (c) the necessary features and requirements for the format and content of the information and data to be exchanged, and (d) the format in which the data on periodic testing and roadside inspections are to be communicated. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council 53 .

(34)In order to achieve the objectives of this Directive, in particular to adapt the annexes to Directives 2014/45/EU and 2014/17/EU to any technical, operational or scientific developments, the power to adopt acts in accordance with Article 290 TFEU should be delegated to the Commission to (a) specify the methods for the PN measurement of positive ignition engines and for the NOX measurement of compression and positive ignition engines; and (b) set the common limits for exhaust or noise emissions or both that should be used to identify high-emitting vehicles. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in line with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making 54 . In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council should receive all documents at the same time as Member States’ experts, and their experts should systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.

(35)The objectives of this Directive, namely, to improve road safety, facilitate the free movement of persons and reduce pollutant emissions cannot be sufficiently achieved by the Member States acting alone as national rules governing those vehicle checks would lead to diverging requirements. Consequently, such objectives are better achieved at Union level by laying down minimum common requirements and harmonised rules concerning periodic technical inspections and technical roadside inspections of vehicles circulating within the Union. Therefore, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality as set out in that Article, this Directive does not go beyond what is necessary in order to achieve those objectives.

(36)Although data on the operation of roadworthiness testing regimes is available at national level, such data is not available at Union level. That lack of data hampers the analysis and evaluation of the roadworthiness testing system. To address those shortcomings, Member States should, in the implementation of Directive 2014/45/EU, report regularly to the Commission key data on the number of testing centres in each Member State, the total number of vehicles inspected per category, the areas checked, the items failed, and information on roadworthiness tests conducted on vehicles registered in another Member State. On roadside inspections, the current reporting obligations on Member States should be reduced and simplified, with less frequent reporting required.

(37)To minimise the administrative burden while ensuring the usefulness of the reported information, Member States should report on the implementation of Directives 2014/45/EU and 2014/47/EU every three years.

(38)The roadworthiness system has a direct impact on road safety, noise and emissions and should therefore be reviewed periodically. On the basis of the input from Member States’ authorities, the Commission should report to the European Parliament and Council on the effectiveness of the provisions of Directive 2014/45/EU, including those on the scope, frequency of testing and recognition of temporary roadworthiness certificates, and Directive 2014/47/EU, including that on remote sensing.

(39)The European Data Protection Supervisor was consulted in accordance with Article 42(1) of Regulation (EU) 2018/1725 and delivered an opinion on [DD/MM/YYYY].

(40)In accordance with the Joint Political Declaration of 28 September 2011 of Member States and the Commission on explanatory documents 55 , Member States have undertaken to accompany, in justified cases, the notification of their transposition measures with one or more documents explaining the relationship between the components of a directive and the corresponding parts of national transposition instruments. With regard to this Directive, the legislator considers the transmission of such documents to be justified. 

(41)Directive 2014/45/EU and 2014/47/EU should therefore be amended accordingly,

HAVE ADOPTED THIS DIRECTIVE:

Article 1

Amendments to Directive 2014/45/EU

Directive 2014/45/EU is amended as follows:

(1)Article 2 is amended as follows:

(a)in paragraph 1, the sixth indent is replaced by the following:

‘–    two- or three-wheel vehicles – vehicle categories L3e, L4e, L5e and L7e with an engine capacity of more than 125 cm3, or with a maximum continuous rated or net power above 11 kW;

–    wheeled tractors of categories T1b, T2b, T3b, T4.1b, T4.2b and T4.3b the use of which mainly takes place on public roads with a maximum design speed exceeding 40km/h.’;

(b)in paragraph 2, the seventh indent is deleted;

(2)Article 3 is amended as follows:

(a)the following point (6a) is inserted:

‘(6a) ‘connected vehicle’ means any vehicle with a device installed which is designed to allow a wireless connection or communication with external devices, vehicles, networks or services;’;

(b)point (10) is replaced by the following:

‘(10) ‘approval’ means a procedure whereby a Member State certifies that a vehicle satisfies the relevant administrative provisions and technical requirements referred to in Regulations (EU) No 167/2013, (EU) No 168/2013 and (EU) 2018/858;’;

(c)point (12) is replaced by the following:

‘(12) ‘roadworthiness certificate’ means a roadworthiness test report issued by the competent authority or a testing centre;’;

(d)the following point (12a) is inserted:

(12a) ‘temporary roadworthiness certificate’ means a roadworthiness certificate issued by the competent authority, or a testing centre established in a Member State other than the Member State of registration of the vehicle in accordance with Article 4(3);’;

(3)Article 4 is replaced by the following:

‘Article 4

Responsibilities

1.Each Member State shall ensure that vehicles registered in its territory are periodically tested in accordance with this Directive.

2.Without prejudice to paragraphs 3 and 4, roadworthiness tests shall be carried out by the Member State of registration of the vehicle, by a public body entrusted with that task by that Member State or by bodies or establishments designated and supervised by that Member State, including authorised public or private bodies.

3.In the case of M1 vehicles, roadworthiness tests may also be carried out in a Member State other than the Member State of registration of the vehicle. The result of such roadworthiness test shall be included on a temporary roadworthiness certificate, which shall be valid for six months. The competent authority shall communicate the result of the test to the Member State of registration, which shall record it in the national vehicle register. However, unless the Member State of registration recognises roadworthiness certificates issued by the Member State concerned in accordance with paragraph 4, the subsequent roadworthiness test shall take place in the Member State of registration of the vehicle.

4.Member States may recognise a roadworthiness certificate, other than the temporary roadworthiness certificate referred to in paragraph 3, issued by a Member State other than the Member State of registration of the vehicle. In such cases, that roadworthiness certificate shall be considered equivalent to the roadworthiness certificate issued by the Member State of registration. Member States which decide to recognise a roadworthiness certificate issued by another Member State shall inform the Commission and the other Member States accordingly.

5.The Commission shall adopt implementing acts to specify the set of technical information necessary for roadworthiness testing of the items to be tested, on the use of the recommended test methods, and to establish detailed rules concerning the data format, and the procedures for accessing the relevant technical information. Such technical information may include, in particular, instructions and data on the use of the electronic vehicle interface, diagnostic trouble codes, and software versions, and descriptions and illustrations of warning indicators or tell-tales.

Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 19(2).

6.In accordance with the principles laid down in Regulation (EU) 2018/858, vehicle manufacturers shall make available the set of technical information referred to in paragraph 5 free of charge, and without undue delay, to relevant competent authorities, in a non-discriminatory manner and in a machine-readable format. Those competent authorities shall make that technical information available to the testing centres authorised by them.

7.Member States shall ensure that the responsibilities for keeping a vehicle in a safe and roadworthy condition are set out in national law.’;

(4)the following Article 4a is inserted:

‘Article 4a

Recording of odometer readings

1.Each Member State shall take the measures necessary to enable the recording of odometer readings in a national database or in the national vehicle register. They shall require that, in addition to testing centres, any service provider who issues an invoice or other document in connection with any repair or maintenance work carried out on a vehicle, records the odometer reading in that database or national vehicle register when that work is carried out. Member States shall also require vehicle manufacturers to transmit the odometer readings of connected vehicles which they have produced every three months starting from the date of first registration of the vehicle.

2.Member States shall make the odometer history of vehicles registered by them available to inspectors, to the holder of the registration certificate and to competent authorities in the Member States responsible for roadworthiness testing, vehicle registration, and vehicle approval.

3.Member States shall take appropriate measures to inform potential buyers of second-hand vehicles, about the availability of odometer history referred to in paragraph 2.

4.Member States shall also make available the odometer data stored in the national databases and national vehicle registers referred to in paragraph 1, in an anonymised form including only the first 10 characters of the vehicle identification number, to the national statistical institutes and to the Commission (Eurostat) in accordance with Articles 17a and 17b of Regulation (EC) No 223/2009*.

* Regulation (EC) No 223/2009 of the European Parliament and of the Council of 11 March 2009 on European statistics and repealing Regulation (EC, Euratom) No 1101/2008 of the European Parliament and of the Council on the transmission of data subject to statistical confidentiality to the Statistical Office of the European Communities, Council Regulation (EC) No 322/97 on Community Statistics, and Council Decision 89/382/EEC, Euratom establishing a Committee on the Statistical Programmes of the European Communities (OJ L 87, 31.3.2009, p. 164, ELI: http://data.europa.eu/eli/reg/2009/223/oj ).’;

(5)Article 5 is replaced by the following:

‘Article 5

Date and frequency of testing

1.Vehicles shall be subject to a roadworthiness test at least within the following intervals, without prejudice to the period of flexibility applied in Member States under paragraph 4:

(a)vehicles of category M1 and N1: four years after the date on which the vehicle was first registered, and thereafter every two years until 10 years after the date on which the vehicle was first registered, and thereafter annually; however, vehicles of category N1 shall also be subject to a roadworthiness test for the items listed in Section 8.2 of Annex I, one year after the date on which the vehicle was first registered, and thereafter annually;

(b)vehicles of category M1 used as taxis or ambulances, vehicles of categories M2, M3, N2, N3, O3 and O4: one year after the date on which the vehicle was first registered, and thereafter annually;

(c)wheeled tractors of categories T1b, T2b, T3b, T4.1b, T4.2b and T4.3b the use of which mainly takes place on public roads for commercial road haulage purposes: four years after the date on which the vehicle was first registered, and thereafter every two years.

For the purposes of point (a) of the first subparagraph, in the case of the roadworthiness tests referred to in Article 4(3), the expiry date of the subsequent roadworthiness certificate shall be counted as from the expiry date of the temporary roadworthiness certificate issued as a result of that test.

2.Member States shall establish appropriate intervals within which vehicles of categories L3e, L4e, L5e and L7e with an engine capacity of more than 125 cm3 or with a maximum continuous rated or net power above 11 kW, are to be subject to a roadworthiness test.

3.Notwithstanding the date of a vehicle’s last roadworthiness test, vehicles shall undergo a roadworthiness test when the safety and environmental systems and components of the vehicle have been significantly altered or modified.

4.Member States or competent authorities may establish a reasonable period during which the roadworthiness test is to be carried out, not exceeding the intervals laid down in paragraph 1.’;

(6)Article 6 is amended as follows:

(a)paragraph 1 is replaced by the following:

‘1.    For vehicle categories falling within the scope of this Directive, with the exception of categories L3e, L4e, L5e and L7e, Member States shall ensure that roadworthiness tests cover at least the areas referred to in point 2 of Annex I.’;

(b)paragraph 3 is replaced by the following:

‘3.    For vehicle categories L3e, L4e, L5e and L7e, with an engine capacity of more than 125 cm3 or with a maximum continuous rated or net power above 11 kW, Member States shall determine the areas, items and appropriate methods of testing.’;

(c)the following paragraph 4 is added:

‘4.    The Member State of registration may decide not to require the testing of items 8.1 or 8.2 of point 3 of Annex I to this Directive during the roadworthiness test of a vehicle where that vehicle successfully passed a corresponding exhaust test or noise test, or both, involving the checking of item 8.1 or 8.2 or both of point 3 of Annex to Directive 2014/47/EU during the six months preceding the due date of the roadworthiness test.’;

(7)Article 8 is replaced by the following:

‘Article 8

Roadworthiness certificate

1.Member States shall ensure that testing centres or, where relevant, the competent authorities, which have carried out a roadworthiness test on a vehicle issue a roadworthiness certificate for that vehicle indicating at least the standardised elements of the corresponding harmonised Union codes as laid down in Annex II. Member States shall ensure roadworthiness certificates are issued as electronic attestations of attributes to European Digital Identity Wallets in accordance with Regulation (EU) No 910/2014 of the European Parliament and of the Council**.

Member States shall ensure that roadworthiness certificates contain the information necessary for authentication and validation of those certificates.

Member States shall inform the Commission of trusted issuers of roadworthiness certificates which they shall keep up to date. The Commission shall make a list of those issuers publicly available through a secure channel and in an electronically signed or sealed form suitable for automated processing.

2.Member States shall require that testing centres or, where relevant, the competent authorities, provide, on request, a certified printout of the roadworthiness certificate to the person presenting the vehicle for testing. Those printouts shall be user-friendly and shall contain an interoperable [barcode][QR code], which allows the verification of its authenticity, validity and integrity. By six months after the adoption of the implementing acts referred to in paragraph 9, the [barcode][QR code] shall comply with the technical specifications set out in those implementing acts. The information contained in the certificate shall also be displayed in human-readable form and shall be provided in at least the official language or languages of the issuing Member State.

3.Notwithstanding Article 5, in the case of re-registration of a vehicle already registered in another Member State, each Member State shall recognise the roadworthiness certificate issued by that other Member State, whether in electronic or paper format, as if it had itself issued that certificate, provided that the roadworthiness certificate is still valid in terms of the frequency intervals established for periodic roadworthiness tests by the re-registering Member State. Member States shall communicate any new specimen of the roadworthiness certificate, and the description of the set of data issued to roadworthiness certificates as electronic attestations of attributes to the Commission and to the other Member States without undue delay. The Commission shall publish those specimens and descriptions of the sets of data.

4.In addition to the provisions of paragraph 3, Member States shall recognise the validity of a roadworthiness certificate, whether in electronic or paper format, where there is a change in ownership of a vehicle having a valid proof of periodic roadworthiness test.

5.The Member State of registration shall recognise the validity of a temporary roadworthiness certificate issued in another Member State.

6.Testing centres shall communicate electronically to the competent authority of the Member State concerned, the information included in the roadworthiness certificates which they issue. Such communication shall take place within a reasonable time after each roadworthiness certificate is issued. Member States shall determine the period during which the competent authority is to retain that information. The duration of that period shall not be less than 36 months, without prejudice to the national tax systems of the Member States.

7.Member States shall ensure that the information included in the previous roadworthiness certificate is made available to the inspectors.

8.Member States shall ensure that the results of the roadworthiness test are notified, or made available electronically, as soon as possible to the authority responsible for registration of the vehicle. That notification shall contain the information included in the roadworthiness certificate.

9.By [date of entry into force + 2 years], the Commission shall adopt implementing acts to lay down the technical specifications and rules regarding the following:

(a)securely issuing and verifying the certificates referred to paragraphs 1 and 2;

(b)ensuring the protection and security of personal data;

(c)laying down the common data structure of roadworthiness certificates;

(d)issuing and verifying a valid, secure and interoperable [barcode][QR code];

(e)notifying trusted issuers of roadworthiness certificates.

Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 19(2).

________________________________

** Regulation (EU) No 910/2014 of the European Parliament and of the Council of 23 July 2014 on electronic identification and trust services for electronic transactions in the internal market and repealing Directive 1999/93/EC (OJ L 257, 28.8.2014, p. 73, ELI: http://data.europa.eu/eli/reg/2014/910/oj)’;

(8)Article 9 is replaced by the following:

‘Article 9

Follow-up of deficiencies

1.In the case of minor deficiencies only, the test shall be deemed to have been passed, the deficiencies shall be rectified, and the vehicle shall not be re-tested.

2.In the case of major deficiencies, the test shall be deemed to have been failed. The Member State or the competent authority shall decide on the period during which the vehicle in question may be used before it is required to undergo another roadworthiness test, which shall take place not later than two months after the initial test. The result of the test and the time limit until the subsequent test shall be notified to the Member State of registration and recorded in the vehicle register in accordance with Article 3a(1) of Council Directive 1999/37/EC***. That subsequent test may take place in the Member State where the vehicle failed the initial test, or in the Member State of registration.

3.In the case of dangerous deficiencies, the test shall be deemed to have been failed. The Member State or the competent authority may decide that the vehicle in question is not to be used on public roads and that the authorisation for its use in road traffic is to be suspended for a limited period of time, without requiring a new process of registration. Such request for suspension shall be notified to the Member State of registration and the suspension shall be recorded in the vehicle register in accordance with Article 3a(1) of Directive 1999/37/EC. When the deficiencies are rectified, a new roadworthiness certificate shall be issued without delay testifying that the vehicle is in a roadworthy condition. The new certificate shall be issued by the competent authority that requested the suspension.

4.In the case of obvious tampering or manipulation of any component of the vehicle, including its emission control system, silencer, safety-related systems, or odometers, with the aim of reducing or misrepresenting the distance record of a vehicle, such tampering or manipulation shall be considered as a major or dangerous deficiency and shall be punishable by effective, proportionate, dissuasive and non-discriminatory penalties.

***    Council Directive 1999/37/EC of 29 April 1999 on the registration documents for vehicles, (OJ L 138, 1.6.1999, p. 57, ELI: http://data.europa.eu/eli/dir/1999/37/oj )’;

(9)Article 16 is replaced by the following:

‘Article 16

Exchange of data between Member States’ authorities

1.Member States shall assist one another in the implementation of this Directive. They shall exchange information and data in particular with the aim of checking, at the time of roadworthiness testing, the vehicle’s legal and technical status, where necessary in the Member State in which it is registered.

Member States shall provide access to vehicle registration data, data regarding the content of the certificates of conformity, the last roadworthiness certificate, any technical roadside inspection report, and the odometer history of the vehicle stored in national databases, to the competent authorities of and testing centres authorised by other Member States.

Member States shall interconnect their electronic systems on roadworthiness certificates and on odometer history through the MOVE-HUB electronic system developed by the Commission in such a way that the competent authorities and authorised testing centres of any Member State are able to consult the relevant database or the national vehicle register of any other Member State in real time.

2.By [PLEASE INSERT DATE: 2 years after the entry into force of this directive], the Commission shall adopt implementing acts laying down the necessary arrangements for the implementation of the functionalities of the MOVE-HUB electronic system and specifying the minimum requirements for the format and content of the information and data to be exchanged by Member States regarding vehicles subject to roadworthiness testing. Those implementing acts shall ensure the protection of personal data and shall be adopted in accordance with the examination procedure referred to in Article 19(2).

3.The electronic systems interconnections provided for in paragraph 1 shall be operational within one year after the adoption of the implementing acts referred to in paragraph 2.’;

(10)Article 17 is amended as follows:

(a)the first indent is replaced by the following:

‘–    update only the vehicle category designations referred to in Article 2(1), Article 5(1) and (2), and Article 6(1) and (2) as appropriate in the event of changes to the vehicle categories resulting from amendments to the type-approval legislation referred to in Article 2(1), without affecting the scope and frequency of testing;’;

(b)the third indent is replaced by the following:

‘–    adapt point 3 of Annex I, following a positive assessment of the costs and benefits involved, in respect of the list of test items, methods, reasons for failure and assessment of deficiencies;’;

(c)the following fourth indent is added:

‘–    specify the methods for the particle number (PN) measurement of positive ignition engines and for the nitrogen oxides (NOX) measurement of compression and positive ignition engines provided for in Section 8.2 of point 3 of Annex I.’;

(11)Article 20 is replaced by the following:

‘Article 20

Reporting

By [two years from the date referred to in Article 20a(1)], the Commission shall submit a report to the European Parliament and the Council on the implementation and effects of this Directive, in particular as regards the effectiveness of the provisions on its scope, notably in relation to L-category vehicles, the frequency of testing, the mutual recognition of roadworthiness certificates in cases of re-registration of vehicles originating from another Member State, and the recognition of temporary roadworthiness certificates. The report shall also analyse whether it is necessary to update the Annexes, particularly in the light of technical progress and practices.’;

(12)the following Article 20a is inserted:

‘Article 20a

Communication of information to the Commission

1.By 31 March 2030, and by 31 March every three years thereafter, Member States shall communicate to the Commission through the online reporting platform referred to in Article 28 of Regulation (EU) 2018/1999 of the European Parliament and of the Council**** (‘e-platform’), the data collected relating to each of the previous three calendar years and concerning the vehicles inspected in their territory. Those data shall include the following (per calendar year):

(a)the number of testing centres per Member State;

(b)the total number of vehicles inspected;

(c)the number of vehicles inspected per category;

(d)the areas checked, and the items failed, in accordance with point 3 of Annex I to this Directive;

(e)the number, category and [failure rate][test result] of vehicles tested registered in another Member State.

The first report shall cover the years 2027, 2028 and 2029, separately.

2.The Commission shall adopt implementing acts laying down the format to be used by Member States for communication of the data referred to in paragraph 1 through the e-platform. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 19(2).

****     Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1, ELI : http://data.europa.eu/eli/reg/2018/1999/oj ).’;

(13)Article 22 is replaced by the following:

‘Article 22

Extension of validity of roadworthiness certificates in case of crisis

1.For the purposes of this Article, the following definitions shall apply:

(a)‘crisis situation’ means an exceptional, unexpected and sudden, natural or human -made event of extraordinary nature and scale that takes place inside or outside of the Union, with significant direct or indirect impacts on the area of road transport and that also prevents or significantly impairs the possibility for the owners or holders of vehicles registered in the Member States or relevant national authorities from carrying out roadworthiness tests;

(b)‘crisis period’ means the period during which a Member State is authorised by the Commission, in accordance with the procedure referred to in paragraph 2, to adopt the measures referred to in this Article.

2.In the event of a crisis situation covering all or part of the territory of a Member State, that Member State may refer the matter to the Commission, by means of a duly motivated request, with a view to the adoption of a decision authorising that Member State to adopt the measures referred to in this Article for all or part of its territory. Such measures may be applied for a maximum period of six months. The Commission may authorise the measures to be extended, at the request of the Member State, for additional periods of six months, as long as the crisis situation persists.

3.The Commission may decide that the crisis period started before the matter was referred by the Member State in question pursuant to paragraph 2.

4.If the Commission receives duly motivated requests by two or more Member States relating to a single crisis situation covering all or part of their territories, it may adopt a single decision applying to all of those Member States.

5.Notwithstanding Article 5(1), Article 10(1) and point 8 of Annex II, the competent authorities of the Members States may extend the period of validity of roadworthiness certificates of all or certain categories of vehicles that have expired or would otherwise expire during the crisis period, for a maximum period of six months. That period may be renewed for successive additional periods of six months, as long as the crisis persists and the Commission authorises it.

6.The measures adopted by the Member States on the basis of this Article shall be immediately notified to the Commission, which shall inform the other Member States and publish a notice in the Official Journal of the European Union.’;

(14)Annex I, Annex III and Annex IV are amended in accordance with Annex I to this Directive.

Article 2

Amendments to Directive 2014/47/EU

Directive 2014/47/EU is amended as follows:

(1)Article 1 is replaced by the following:

‘Article 1

Subject matter

This Directive lays down minimum requirements for a regime of technical roadside inspections of the roadworthiness of commercial vehicles, and for remote sensing of vehicles, circulating within the territory of the Member States.’;

(2)Article 2 is amended as follows:

(a)paragraph 1 is amended as follows:

(i)    the following point (aa) is inserted:

‘(aa) motor vehicles designed and constructed primarily for the carriage of goods, having a maximum mass not exceeding 3.5 tonnes – vehicle category N1;’;

(ii)    the following second subparagraph is added:

*****     Regulation (EU) No 167/2013 of the European Parliament and of the Council of 5 February 2013 on the approval and market surveillance of agricultural and forestry vehicles (OJ L 60, 2.3.2013, p. 1, ELI: http://data.europa.eu/eli/reg/2013/167/oj ).’;

(b)paragraph 2 is replaced by the following:

‘2. This Directive shall not affect the right of Member States to carry out technical roadside inspections on vehicles not referred to in paragraph 1, and to check other aspects of road transport and safety, or to carry out inspections in places other than public roads. Nothing in this Directive shall prevent a Member State from limiting the use of a particular type of vehicle to certain parts of its road network for reasons of road safety.’;

(3)Article 3 is amended as follows:

(a)point (11) is replaced by the following:

‘(11) ‘roadworthiness certificate’ means a roadworthiness test report as defined in Article 3, point (12), of Directive 2014/45/EU;’;

(b)point 18 is deleted;

(c)the following points (21) and (22) are added:

‘(21) ‘remote sensing’ means the screening of vehicles by measuring on-road exhaust emissions, including nitrogen oxides and particulate matter, or noise levels of vehicles passing in the proximity of fixed or mobile roadside equipment, or by plume chasing in the case of screening vehicles for air pollutant emissions;

(22) ‘plume chasing’ means the measuring of on-road air pollutant emissions of vehicles followed by a chasing vehicle equipped with an appropriate sampling device and measuring instrument.’;

(4)Article 4 is replaced by the following:

‘Article 4

Roadside inspection system

The technical roadside inspection system shall include the use of remote sensing as referred to in Article 4a, initial technical roadside inspections as referred to in Article 10(1), and more detailed technical roadside inspections as referred to in Article 10(2).’

(5)the following Article 4a is inserted:

‘Article 4a

Remote sensing

1.Member States shall use remote sensing technology to screen motor vehicles for their air pollutant and noise emissions. Each year, each Member State shall take the measures necessary to screen the equivalent of at least 30 % of the fleet of motor vehicles registered in its territory using that technology.

2.Member States shall use the results of such remote sensing to identify high-emitting vehicles. However, a vehicle shall not be considered to have failed or passed a roadside inspection on the basis of a single remote sensing measurement.

Member States shall take the measures necessary to verify the exhaust emissions, the noise level or both of any vehicle that, based on remote sensing data of at least three measurements of that vehicle within a period of six months, is suspected to emit above a certain level. For exhaust emissions, that level shall be double the average level for vehicles belonging to the same vehicle category, emission class, and having the same type of ignition, namely positive or compression ignition. For noise, the level shall be 3 dB above the average level for vehicles belonging to the same vehicle category.

Such verification by Member States may take place as follows:

(a)immediately after a remote sensing measurement, as part of a technical roadside inspection carried out in accordance with Article 10, including a noise or exhaust emission test or both in accordance with point 3, item 8 of Annex II;

(b)within 15 days from the last remote sensing measurement in a testing centre referred to in Article 12 of Directive 2014/45/EU, for vehicles registered in the Member State where the remote sensing measurements took place, following notification of the owner by the competent authority within five days from the last remote sensing measurement.

3.Regarding vehicles registered in another Member State, the competent authority shall notify the competent authority of the Member State of registration of the remote sensing measurements and of any subsequent technical roadside inspection, through the contact points referred to in Article 17 of this Directive. Where no subsequent roadside inspection took place, the Member States of registration shall request the holder of the vehicle registration certificate to present the vehicle in any testing centre referred to in Article 12 of Directive 2014/45/EU at the latest 45 days after the notification received from the Member State where the remote sensing measurements took place.

4.Member States may also verify the exhaust emissions, the noise level, or both, of any vehicle that is suspected to emit more than double, or more than 3 dB above, the average levels referred to in paragraph 2 based on only one or two remote sensing measurements. Such verification shall take in accordance with paragraph 3.’;

(6)in Article 5, paragraphs 1 and 2 are replaced by the following:

‘1.    For vehicles referred to in Article 2(1), points (a), (b), (c) and (d), Member States shall carry out a total number of initial technical roadside inspections, per calendar year, corresponding to at least 5 % of the total number of those vehicles that are registered in their territory.

2.    For vehicles referred to in of Article 2(1), point (aa), Member States shall carry out a total number of initial technical roadside inspections, per calendar year, corresponding to at least 2 % of the total number of those vehicles that are registered in their territory.’;

(7)in Article 6, paragraph 1 is replaced by the following:

‘For the attribution of a risk profile to an undertaking, Member States may use the criteria set out in Annex I. That information shall be used to perform checks on undertakings with a high risk rating score more closely and more often. The risk rating system shall be operated by the competent authorities of the Member States.

For vehicles referred to in Article 2(1), points (a) to (c), Member States shall ensure that the information concerning the number and severity of deficiencies set out in Annex II and, where applicable, Annex III to this Directive found on vehicles operated by individual undertakings is introduced into the risk rating system established pursuant to Article 9 of Directive 2006/22/EC.’;

(8)in Article 7, paragraph 1 is replaced by the following:

‘1.    Member States shall require drivers to have at their disposal the roadworthiness certificate corresponding to the most recent periodic roadworthiness test in electronic format, or a certified printout thereof, and the report of the most recent technical roadside inspection. Member States shall require their authorities to accept electronic evidence of such roadworthiness tests and inspections.’;

(9)Article 9 is replaced by the following:

‘Article 9

Selection of vehicles for initial technical roadside inspection

When identifying vehicles to be subject to an initial technical roadside inspection, inspectors may select, as a priority, vehicles operated by undertakings with a high-risk profile in accordance with the criteria set out in Annex I to this Directive or as referred to in Directive 2006/22/EC. Vehicles may also be selected randomly for inspection, or where there is a reasonable suspicion that the vehicle presents a risk to road safety or to the environment, including on the basis of remote sensing.’;

(10)in Article 10, paragraph 1, the second subparagraph is amended as follows:

(a)point (a) is replaced by the following:

‘(a) shall check the latest roadworthiness certificate and technical roadside inspection report, where available, in accordance with Article 7(1) and Article 18a(1);’;

(b) point (c) is replaced by the following:

‘(c) shall carry out a visual assessment of the securing of the vehicle’s cargo in accordance with Article 13;’;

(11)Article 13 is replaced by the following:

‘Article 13

Inspection of cargo securing

1.During roadside inspections, vehicles shall be subject to an inspection of their cargo securing in accordance with Annex III, in order to ensure that the cargo is secured in such a way that it does not interfere with safe driving, or pose a threat to life, health, property or the environment. Checks shall be carried out to verify that during all kinds of operation of the vehicle, including emergency situations or uphill starting manoeuvres:

(a)loads can only minimally change their position relative to each other, against walls or surfaces of the vehicle;

(b)loads cannot leave the cargo space or move outside the loading surface.

2.Without prejudice to the requirements applicable to the transport of certain categories of goods, such as goods covered by Directive 2008/68/EC of the European Parliament and of the Council******, cargo securing and inspection of the securing of cargo shall be carried out in accordance with the principles and, where appropriate, the standards laid down in Section I of Annex III to this Directive. The latest version of the standards laid down in point 5 of that Section may be used.

3.The follow-up procedures referred to in Article 14 shall also apply in the case of major or dangerous deficiencies related to cargo securing.

4.Member States shall ensure that personnel involved in cargo securing checks are appropriately trained for that purpose.

******    Directive 2008/68/EC of the European Parliament and of the Council of 24 September 2008 on the inland transport of dangerous goods (OJ L 260, 30.9.2008, p. 13, ELI: http://data.europa.eu/eli/dir/2008/68/oj ).’;

(12)in Article 14, the following paragraph 4 is added:

‘4. Obvious tampering or manipulation of any component of the vehicle, including its emission control system, silencer and safety-related systems, shall be considered as major or dangerous deficiencies and shall be punishable by effective, proportionate, dissuasive and non-discriminatory penalties.’;

(13)in Article 16, paragraph 2 is replaced by the following:

‘2.    On completion of a more detailed inspection, the inspector shall draw up a report in accordance with Annex IV. Member States shall ensure that the driver of the vehicle is provided with an electronic copy of the inspection report.’;

(14)in Article 18, paragraph 1 is replaced by the following:

‘1. In cases where major or dangerous deficiencies, or deficiencies resulting in a restriction or prohibition on the use the vehicle, are found in a vehicle not registered in the Member State of inspection, the contact point shall notify the results of the inspection to the contact point of the Member State of registration of the vehicle. That notification shall contain the elements of the roadside inspection report as set out in Annex IV and shall be communicated to the contact point of the Member State of registration through the messaging system (RSI system) referred to in Article 3 of Commission Implementing Regulation (EU) 2017/2205*******.

*******Commission Implementing Regulation (EU) 2017/2205 of 29 November 2017 on detailed rules concerning the procedures for the notification of commercial vehicles with major or dangerous deficiencies identified during a technical roadside inspection, (OJ L 314, 30.11.2017, p. 3, ELI: http://data.europa.eu/eli/reg_impl/2017/2205/oj ).’;

(15)the following Article 18a is inserted:

‘Article 18a

Exchange of data between Member States’ authorities

1.Member States shall assist one another in the implementation of this Directive. They shall exchange information and data in particular with the aim of checking, at the time of roadside inspection of a vehicle, its legal and technical status, where necessary, in the Member State in which it is registered.

Member States shall provide access to data regarding the content of the certificates of conformity, the last roadworthiness certificate, any technical roadside inspection report, and the odometer history of the vehicle, stored in national databases, to the competent authorities of other Member States.

Member States shall interconnect their electronic systems on roadworthiness certificates and on odometer history through the MOVE-HUB electronic system developed by the Commission, in such a way that the competent authorities of any Member State are able to consult the relevant database or national vehicle register of any other Member State in real time.

2.By [PLEASE INSERT DATE: 2 years after the entry into force of this directive], the Commission shall adopt implementing acts laying down the necessary arrangements for the implementation of the functionalities of the MOVE-HUB electronic system and specifying the minimum requirements for the format and content of the information and data to be exchanged by Member States regarding the vehicles subject to roadside inspections. Those implementing acts shall ensure the protection of personal data and shall be adopted in accordance with the examination procedure referred to in Article 23(2).

3.The electronic systems interconnections provided for in paragraph 1 shall be operational within one year after the adoption of the implementing acts referred to in paragraph 2.’;

(16)Article 20 is replaced by the following:

‘Article 20

Communication of information to the Commission

1.By 31 March 2030 and by 31 March every three years thereafter, Member States shall communicate to the Commission, through the online reporting platform referred to in Article 28 of Regulation (EU) 2018/1999 of the European Parliament and of the Council********, (‘e-platform’), the data collected relating to each of the previous three calendar years and concerning the vehicles inspected in their territory. Those data shall include the following information, per calendar year:

(a)the total number of vehicles inspected;

(b)the number of vehicles inspected per category;

(c)the country of registration of each vehicle inspected;

(d)in the case of more detailed inspections, the areas checked and the items failed, in accordance with point 10 of Annex IV of this Directive;

(e)the results of the remote sensing measurements carried out in accordance with Article 4a of this Directive.

The first report shall cover the years 2027, 2028 and 2029, separately.

2.The Commission shall adopt implementing acts laying down detailed rules concerning the format for communicating the data referred to in paragraph 1 through the e-platform. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 23(2). Until the entry into force of such rules, Member States shall use the standard reporting form set out in Annex V.

********    Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1, ELI : http://data.europa.eu/eli/reg/2018/1999/oj ).’;

(17)Article 21 is amended as follows:

(a)the second and third indents are replaced by the following:

‘–    update point 3 of Annex II in respect of methods in the event that more efficient and effective test methods become available, without extending the list of items to be tested;

–    adapt point 3 of Annex II, following a positive assessment of the costs and benefits involved, in respect of the list of test items, methods, reasons for failure and assessment of deficiencies in the event of a modification of mandatory requirements relevant for type-approval in Union safety or environmental legislation;’;

(b)the following fourth and fifth indents are added:

‘–    set common [remote sensing] limits for exhaust or noise emissions, or for both, to be used to identify high-emitting vehicles, based on the results communicated by the Member States to the Commission in accordance with Article 20(1), point (e); different limits may be set for identifying vehicles with defective emission control systems and vehicles with tampered emission control systems; 

–     specify the methods for the particle number (PN) measurement of positive ignition engines and for the nitrogen oxides (NOX) measurement of compression and positive ignition engines required pursuant to Section 8.2 of point 3 of Annex II.’;

(18)Article 24 is replaced by the following:

‘Article 24

Reporting

By [two years from the date referred to in Article 20(1)], the Commission shall submit a report to the European Parliament and the Council on the implementation and effects of this Directive. The report shall analyse, in particular, its effect in terms of improvement of road safety and reduction in emissions.’;

(19)Annexes II, III, IV, and V are amended in accordance with Annex II to this Directive.

Article 3

1.Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by [PLEASE INSERT DATE: 2 years following the entry into force of this Directive]. They shall immediately communicate the text of those measures to the Commission.

When Member States adopt those measures, they shall contain a reference to this Directive or be accompanied by such a reference on the occasion of their official publication. Member States shall determine how such reference is to be made.

2.Member States shall communicate to the Commission the text of the main measures of national law which they adopt in the field covered by this Directive.

Article 4

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

Article 5

This Directive is addressed to the Member States.

Done at Brussels,

LEGISLATIVE FINANCIAL AND DIGITAL STATEMENT

Contents

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)

1.3.3.Expected result(s) and impact

1.3.4.Indicators of performance

1.4.The proposal/initiative relates to:

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

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.

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

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

1.7.Method(s) of budget implementation planned

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

3.ESTIMATED FINANCIAL IMPACT OF THE PROPOSAL/INITIATIVE

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

3.2.Estimated financial impact of the proposal on appropriations

3.2.1.Summary of estimated impact on operational appropriations

3.2.1.1.Appropriations from voted budget

3.2.2.Estimated output funded from operational appropriations (not to be completed for decentralised agencies)

3.2.3.Summary of estimated impact on administrative appropriations

3.2.3.1. Appropriations from voted budget

3.2.4.Estimated requirements of human resources

3.2.4.1.Financed from voted budget

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

3.2.6.Compatibility with the current multiannual financial framework

3.2.7.Third-party contributions

3.3.Estimated impact on revenue

4.Digital dimensions

4.1.Requirements of digital relevance

4.2.Data

4.3.Digital solutions

4.4.Interoperability assessment

4.5.Measures to support digital implementation

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)

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 action 56  

 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

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.

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

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 57  

 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

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 

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.

·New budget lines requested

In order of multiannual financial framework headings and budget lines.

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)

EUR million (to three decimal places)

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)

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

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)