What changed between the draft committee report and the plenary report

Changed:Recital 12: (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 for vehicles of categories M1 and N1 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 at least whenever repairers authorised bya vehicleservice manufacturersprovider carrycarries out maintenance or repair work amounting to one hour or more on a vehicle of category M1 and N1 and that the readings are recorded in a national database or vehicle register. ToIn order to further increase the number of data points in a vehicle'svehicle’s odometer history, Member States mayshould extendbe thisallowed to require the recording requirementof toodometer otherreadings servicealso providers.for maintenance or repair work of a shorter duration. 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 provide for 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 …sta…

Removed:Odometer fraud is most commonly present in M1 and N1 vehicles. Therefore, the measure should primarily address these vehicle categories. The proposed wording by the Commission risks creating unwanted bureaucratic burdens as even small maintenance tasks such as the replacement of windshield wipers could be covered. This would increase the labour hours connected to the tasks and thus increase the costs for vehicle owners.

Added:Recital 12 a (new): (12a) Odometer fraud undermines consumer confidence and distorts competition in the internal market for used vehicles, particularly in cross-border transactions. Establishing access to the odometer history prior to purchase, could effectively prevent fraud. In line with the principle of subsidiarity, Member States should retain flexibility regarding the organisation and enforcement of their national systems while ensuring effective communication with prospective buyers.

Removed:New recital that builds up on the introductory remarks of Annex I, making clear that vehicles only have to comply to the requirements of their type-approval.

Added:Recital 14: (14) Regulation (EU) 2019/2144 of the European Parliament and of the Council6 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 fall within the scope of 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. Where appropriate, competent authorities should be able to consider visual checks or the verification of documents to be sufficient.

Removed:Recital 15: (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) 2023/6887 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, using appropriate and cost-efficient testing methods the feasibility and effectiveness of which have been duly assessed.

Added:Recital 14 a (new): (14a) In light of the increasing integration of electronic safety systems in modern vehicles, it is important to assess their contribution to road safety and environmental performance. In order to ensure that periodic technical inspections remain effective, proportionate and adapted to technological developments, the Commission should review the items listed in Annex I, point 3, including electronic safety systems, taking into account their impact, as well as the costs and benefits of their inspection. On the basis of that review, the Commission should evaluate the necessity and proportionality of including such items in vehicle inspections and identify ways to make inspection requirements more efficient, effective and future-proof, with a view to improving road safety. Where appropriate, the Commission should propose the necessary measures.

Removed:Recital 15 a (new): (15a) Recall campaigns in accordance with Regulations (EU) 2018/858 and (EU) 2023/988 depend on follow-up by vehicle owners or the holders of registration certificates to be effective. Roadworthiness tests could reinforce the follow-up on mandatory recall campaigns in cases where the identified deficiency presents a serious risk to the safety and health of persons or the environment. Therefore, a link between recall campaigns and roadworthiness testing should be established. Vehicles with unresolved mandatory safety recalls should not pass their roadworthiness test until the underlying issue has been rectified and verified.

Added:Recital 15: (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) 2023/6887 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, using appropriate and cost-efficient methods of testing, the feasibility and effectiveness of which have been duly assessed.

Removed:OEMs face difficulties in some Member States in reaching the current owners of vehicles due to incomplete or inaccurate contact information. In addition, vehicle owners often fail to act on recall notifications, which is particularly problematic in the case of mandatory safety recalls. While in some Member States failure to comply with a recall may affect vehicle registration, this is not universally the case. To enhance road safety, periodic roadworthiness tests should be used as an additional mechanism to ensure that a greater proportion of vehicles undergo mandatory recall campaigns.

Added:Recital 15 a (new): (15a) The inclusion of particle number (PN) and nitrogen oxides (NOx) measurements in periodic roadworthiness testing could make an important contribution to improved air quality. However, in accordance with the principles of subsidiarity and proportionality, the introduction and application of such measurements should take due account of national circumstances, technical readiness and efficiency of testing, economic impacts and the availability of appropriately qualified personnel. Member States should therefore retain the discretion to decide whether and to what extent such testing is applied, in particular in the absence of fully harmonised requirements at Union level for measurement equipment, calibration procedures and operational conditions, as well as where shortages of suitably trained engineers or inspectors on the labour market could affect effective implementation. Where Member States apply PN or NOx testing, sufficient implementation periods should be provided to allow testing centres, including small and medium-sized inspection centres, to adapt in a technically sound and economically proportionate manner, including by training or recruiting qualified staff, while avoiding market distortions and ensuring consistent and reliable testing.

Added:Recital 15 b (new): (15b) Recall campaigns in accordance with Regulations (EU) 2018/858 and (EU) 2023/988 depend on follow-up by vehicle owners or the holders of registration certificates to be effective. Roadworthiness tests could reinforce the follow-up on mandatory recall campaigns in cases where the identified deficiency presents a serious risk to the safety and health of persons or the environment. Therefore, a link between recall campaigns and roadworthiness testing should be established. Vehicles with unresolved mandatory safety recalls assessed as major or dangerous should not pass their roadworthiness test until the underlying issue has been rectified and verified.

Removed:The inspection standards in the Member States vary significantly. The proposed shortening would represent a substantial additional burden for owners of vehicles older than 10 years, many of whom come from more vulnerable socio-economic backgrounds. Moreover, the Commission itself notes in its impact assessment that technical defects are only rarely the cause of accidents. Member States can already shorten their inspection intervals today, for example to respond to higher accident rates. However, even in such cases, the causal link between more frequent inspections and a reduction in accident causes remains doubtful. The proposed measure is therefore not proportionate and should be deleted.

Removed:N1 vehicles are typically used by SMEs. Requiring these SMEs to take their vans out of service every year imposes a significant administrative and financial burden. Moreover, type-approval legislation already guarantees that emission control systems fulfil minimum durability criteria. In addition, the on-board diagnostics systems inform about any malfunction. The Commission itself acknowledges that there is little information available on the share of vehicles with defective or tampered emission control systems. The proportionality of the proposed measure is, therefore, not given.

Added:Recital 18 a (new): (18a) Where vehicles have been recalled due to safety or emission-related reasons, testing centres should have access to and be provided with the relevant information in order to carry out checks during the following periodic technical inspections.

Removed:Recital 21: (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 either in the Member State that initiated the suspension or in the Member State of registration. The competent authority concerned should issue a new roadworthiness certificate without undue delay after the deficiency is rectified. The suspension should be recorded in the vehicle register of the Member State of registration.

Added:Recital 18 b (new): (18b) Member States should ensure testing centres do not view re-testing as an opportunity to recoup costs and ensure retesting is only carried out when necessary, in the case of major or dangerous deficiencies.

Removed:Addition to ensure that the existing flexibility that allows rectification and testing either in the Member State that initiated the suspension or in the Member State of registration remains. A new roadworthiness certificate should be issued without undue delay once the deficiencies have been corrected.

Added:Recital 21: (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 and verified upon a further roadworthiness test either in the Member State that initiated the suspension or in the Member State of registration. The competent authority concerned should issue a new roadworthiness certificate without undue delay after the deficiency is rectified. The suspension should be recorded in the vehicle register of the Member State of registration.

Removed:Further specification of the recital as otherwise it could be misunderstood. Not all unauthorized modifications have a negative impact on road safety or the emissions of a vehicle.

Added:Recital 25: (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, EU temporary 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.

Removed:Recital 25: (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, temporary 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.

Added:Recital 27: (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. To ensure a proportionate and gradual approach, minimum levels of roadside inspections should be established at Union level and increased over time. The progressive increase of inspection targets for vehicles of category N1 should support Member States in developing the necessary administrative, technical and operational capacities to effectively carry out roadside inspections. At the same time, Member States should retain flexibility in the implementation of those requirements, taking into account national circumstances. In particular, where Member States implement effective screening systems for air pollutant emissions that cover a significant share of the vehicle fleet, corresponding to at least 20% of that fleet, they should be allowed to derogate from the minimum inspection levels. Furthermore, in order to avoid an unnecessary administrative burden and duplication of checks, Member States should be able, by way of derogation, to limit roadside inspections of light commercial vehicles, that have undergone a periodic technical inspection within the preceding 12 months.

Removed:Recital 27: (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. The determination of an appropriate fleet-coverage target should remain at the discretion of each Member State, taking into account national circumstances. Furthermore, Member States should be able to exclude light commercial vehicles from roadside inspections where they are already subject to frequent periodic roadworthiness tests.

Added:Recital 28: (28) For roadside inspections, the screening of the vehicle exhaust emissions through the use of remote sensing technologies can constitute an effective measure for identifying potentially high-emitting vehicles. Such screening can significantly increase detection rates compared to conventional inspection methods and allows vehicles to be assessed under real driving conditions. Member States should therefore be able to use such technologies to screen the vehicle fleet in real world conditions during their operation in road traffic, and in accordance with the principle of technological neutrality. Screening results should be considered indicative only and should not in themselves constitute confirmation of non-compliance. A single measurement indicating emissions above applicable thresholds can relate 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. Remote sensing technologies serve as a screening tool and do not replace roadside inspections. Vehicles flagged through remote measurements should be subject to further verification. The Commission should, on the basis of information pr…

Removed:The inclusion of N1 vehicles in the scope of Regulation 2014/47/EU is a welcomed step. However, given the different national circumstances such as control capacities, the Member States should determine the scope of the target that they have to fulfil. Where a Member State makes uses of more frequent testing (e.g. annually), that Member State should have the possibility to exclude N1 vehicles from roadside inspections.

Added:Recital 29: (29) Vehicles identified as potentially high-emitting through screening should be subject to appropriate follow-up, including further technical inspection and, where necessary, at an inspection centre to verify compliance. Where such vehicles are registered in another Member State, cooperation between competent authorities should ensure that the relevant information is communicated and appropriate follow-up action is taken.

Removed:Recital 28: (28) For roadside inspections, the screening of the exhaust emissions of large numbers of vehicles by using remote sensing equipment may be an effective measure for identifying high-emitting vehicles. It increases detection rates significantly compared to mandatory test methods. Member States may therefore use remote sensing equipment to screen 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. Remote sensing may serve only as a screening tool and does not replace roadside inspections. Vehicles flagged through remote measurements may be subject to further verification.

Added:Recital 29 a (new): (29a) In order to allow Member States sufficient time to develop and deploy appropriate technologies and administrative frameworks for the screening of vehicles for air pollutant emissions, they should apply the relevant provisions by [three years after the entry into force of this Directive].

Removed:While remote sensing holds substantial long-term potential to improve the identification of high-emitting vehicles and to enable more targeted and efficient enforcement, the technology is not yet sufficiently mature to warrant mandatory application across all Member States. At this stage, its feasibility, accuracy, and cost-effectiveness still need to be demonstrated in operational conditions. Therefore, remote sensing should be an optional tool for Member States. However, they should be encouraged to undertake pilot projects to gather practical experience and to contribute to the evidence base needed for future harmonisation. The Commission, in the meantime, should develop delegated acts to establish common criteria. This approach ensures that the Union can advance towards a coherent remote sensing framework without imposing disproportionate obligations before the technology is fully validated.

Added:Recital 30: (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. Follow-up testing should be limited to intelligence-led and risk-rating based inspections, with clear rules on infringement interpretation, sanctions, and liability.

Removed:Recital 29: deleted

Added:Recital 30 a (new): (30a) Member States should invest in more frequent and better-targeted roadside inspections of heavy commercial vehicles and light commercial vehicles of category N1. To that end, they should ensure that competent authorities are equipped with adequate financial and human resources, including sufficiently trained personnel, so that infringements can be detected in a reliable way and offenders held accountable.

Removed:While remote sensing holds substantial long-term potential to improve the identification of high-emitting vehicles and to enable more targeted and efficient enforcement, the technology is not yet sufficiently mature to warrant mandatory application across all Member States. At this stage, its feasibility, accuracy, and cost-effectiveness still need to be demonstrated in operational conditions. Therefore, remote sensing should be an optional tool for Member States. However, they should be encouraged to undertake pilot projects to gather practical experience and to contribute to the evidence base needed for future harmonisation. The Commission, in the meantime, should develop delegated acts to establish common criteria. This approach ensures that the Union can advance towards a coherent remote sensing framework without imposing disproportionate obligations before the technology is fully validated.

Added:Recital 32: (32) Given that inadequate or dangerous cargo securing can pose a serious threat to road safety and to the environment, visual inspections of cargo securing should be a mandatory part of roadside inspections in all Member States. Where risks or deficiencies are detected, a more detailed inspection may follow. Common standards for inspecting cargo securing should take into account the 2014 Best Practices Guidelines on Cargo Securing for Road Transport, enabling a consistent and effective approach across the Union.

Removed:Recital 30 a (new): (30a) Member States should invest in more frequent and better-targeted roadside inspections of heavy commercial vehicles and light commercial vehicles of category N1. To that end, they should ensure that competent authorities are equipped with adequate financial and human resources, including sufficiently trained personnel, so that infringements can be detected in reliable way and offenders held accountable.

Removed:Frequent and thorough roadside checks are the best possibility to catch offenders. Therefore, Member States should ensure that competent authorities are equipped to do the task given to them.

Removed:Recital 32: (32) Given that inadequate or dangerous cargo securing can pose a serious threat to road safety and to the environment, visual inspections of cargo securing should be a mandatory part of roadside inspections in all Member States. Where risks or deficiencies are detected, a more detailed inspection may follow.

Removed:Clarification that visual inspections should become mandatory during RSI while extensive cargo security checks should only be made if the visual inspection reveals an issue.

Changed:Article 1 – paragraph 1 – point 1 – point a, Article 2 – paragraph 1 – indent 6:7: – two-wheeled ortractors three-wheelof vehiclescategories –T1b, vehicleT2b, categoriesT3b, L3e,T4.1b, L4e,T4.2b, L5eT4.3b, and L7eT5 withthe anuse engineof capacitywhich ofmainly moretakes thanplace 50on cm3,public orroads with a maximum continuousdesign ratedspeed orexceeding net40km/h, powerfor abovecommercial 11road kW;haulage purposes;

Removed:Requiring regular technical inspections for motor scooters with an engine capacity above 50 cm³ is essential for road safety and environmental protection. These vehicles reach higher speeds and are more powerful than smaller mopeds, which increases the risk of accidents if brakes, lights, tyres, or other safety-critical components are not properly maintained. Regular inspections will help protect riders, other road users, and the environment alike.

Removed:The definition should be clarified, since the present wording may wrongly imply that a vehicle is only a 'connected' one when a specific device is installed.

Removed:Article 1 – paragraph 1 – point 3, Article 4 – paragraph 3: 3. In the case of M1 and N1 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.

Added:Article 1 – paragraph 1 – point 2 – point c, Article 3 – point 12: (12) ‘roadworthiness certificate’ means a roadworthiness test report in digital and/or paper format issued by the competent authority or a testing centre, in accordance with Article 8(1);

Removed:Article 1 – paragraph 1 – point 3, Article 4 – paragraph 6: 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. The Commission shall, two years after the date of entry into force of this Directive, carry out a review assessing the proper use of the technical information provided by vehicle manufacturers, including an evaluation of how such data is used by the competent authorities and the testing centres authorised by them. On the basis of that review, the Commission shall, where appropriate, propose any necessary changes to ensure the relevance, effective utilisation and proportionality of the information requirements.

Added:Article 1 – paragraph 1 – point 2 – point d, Article 3 – point 12a: (12a) ‘EU temporary roadworthiness certificate’ means a roadworthiness certificate issued in digital and/or paper format 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 8(1);

Removed:Free of charge access to information necessary for the performance of roadworthiness test is important in order to not increase further the costs of roadworthiness test. However, as this provision confers a financial and bureaucratic burden on vehicle manufacturers, the Commission should check the necessity of information items regularly and whether they are used or not. If information is not used, it should also not be provided by vehicle manufacturers.

Changed:Article 1 – paragraph 1 – point 4,3, Article 4a4 – paragraph 1: 1. Each Member State shall take the measures necessary3: to3. enableIn the recordingcase of odometerM1 readingsand ofN1 vehiclesvehicles, ofroadworthiness thetests categorymay M1also andbe N1carried out in a nationalMember databaseState orother inthan the national vehicle register.Member TheyState shallof requireregistration that,of inthe additionvehicle. toThe testingresult centres,of repairerssuch authorisedroadworthiness bytest vehicleshall manufacturersbe thatincluded issueon an invoiceEU ortemporary otherroadworthiness documentcertificate, inwhich connectionshall withbe avalid significantfor repairsix ormonths. maintenanceThe workcompetent carriedauthority outshall oncommunicate athe vehicle,result recordsof the odometer reading intest thatto databasethe orMember nationalState vehicleof registerregistration, whenwhich thatshall workrecord isit carriedin out.the Membernational Statesvehicle mayregister. extendHowever, thisunless requirementthe toMember otherState serviceof providersregistration thatrecognises repairroadworthiness orcertificates maintainissued aby vehicle.the Member States shallState alsoconcerned requirein vehicleaccordance manufacturerswith toparagraph transmit4, the odometer readings of connected vehicles which they havesubsequent producedroadworthiness everytest threeshall monthstake startingplace fromin the dateMember ofState firstof registration of the vehicle.

Removed:Odometer fraud is most commonly present in M1 and N1 vehicles. Therefore, the measure should primarily address these vehicle categories. The proposed wording by the Commission risks creating unwanted bureaucratic burdens as even small maintenance tasks such as the replacement of windshield wipers could be covered. This would increase the labour hours connected to the tasks and thus increase the costs for vehicle owners.

Removed:Article 1 – paragraph 1 – point 5, Article 5 – paragraph 1 – subparagraph 1 – point a: (a) vehicles of category M1 and N1and zero-emission motor vehicles with a maximum mass not exceeding 4,25 tonnes: four years after the date on which the vehicle was first registered, and thereafter every two years;

Added:Article 1 – paragraph 1 – point 3, Article 4 – paragraph 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 standardised data format, and the procedures for accessing the relevant technical information, ensuring that the information allows the vehicle’s list of factory-fitted options to be clearly identified. Such technical information may include, in particular, instructions and data on the use of the electronic vehicle interface, diagnostic trouble codes, software versions and descriptions, illustrations of warning indicators or tell-tales.

Removed:1) Due to their batteries, modern zero-emission vehicles tend to be heavier than their fossil counterparts in the categories M1 and N1. Therefore, they would risk to fall into the stricter testing regime of M2 or N2.2). The inspection standards in the Member States vary significantly. The proposed shortening would represent a substantial additional burden for owners of vehicles older than 10 years, many of whom come from more vulnerable socio-economic backgrounds. Moreover, the Commission itself notes in its impact assessment that technical defects are only rarely the cause of accidents. Member States can already shorten their inspection intervals today, for example to respond to higher accident rates. However, even in such cases, the causal link between more frequent inspections and a reduction in accident causes remains doubtful. The proposed measure is therefore not proportionate and should be deleted.3) N1 vehicles are typically used by small and medium-sized enterprises. Requiring these SMEs to take their vans out of service every year imposes a significant administrative and financial burden. Moreover, type-approval legislation already guarantees that emission control systems fulfil minimum durability criteria. In addition, the on-board diagnostics systems installed in most vehicles today provide early warnings of any malfunction. As the Commission itself acknowledges that there is little information available on the share of vehicles with defective or tampered emission control systems, the measure is not proportionate.

Removed:Article 1 – paragraph 1 – point 5, Article 5 – paragraph 2: 2. Member States shall establish appropriate intervals within which vehicles of categories L3e, L4e, L5e and L7e with an engine capacity of more than 50 cm3 or with a maximum continuous rated or net power above 11 kW, are to be subject to a roadworthiness test.

Added:Article 1 – paragraph 1 – point 3, Article 4 – paragraph 6: 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 standardised, digital and machine-readable format. Those competent authorities shall make that technical information available to the testing centres authorised by them.

Removed:Requiring regular technical inspections for motor scooters with an engine capacity above 50 cm³ is essential for road safety and environmental protection. These vehicles reach higher speeds and are more powerful than smaller mopeds, which increases the risk of accidents if brakes, lights, tyres, or other safety-critical components are not properly maintained. Regular inspections will help protect riders, other road users, and the environment alike.

Removed:Article 1 – paragraph 1 – point 6 – point b, Article 6 – paragraph 3: 3. For vehicle categories L3e, L4e, L5e and L7e, with an engine capacity of more than 50 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.;

Added:Article 1 – paragraph 1 – point 3, Article 4 – paragraph 6 a (new): 6a. The Commission shall, three years after the date of entry into force of this Directive and every three years thereafter, review the proper use of the technical information provided by vehicle manufacturers, including an evaluation on how such data is used by the competent authorities and the testing centres authorised by them. On the basis of that review, the Commission shall, where appropriate, propose any necessary changes to ensure the relevance, effective utilisation and proportionality of the information requirements.

Removed:Requiring regular technical inspections for motor scooters with an engine capacity above 50 cm³ is essential for road safety and environmental protection. These vehicles reach higher speeds and are more powerful than smaller mopeds, which increases the risk of accidents if brakes, lights, tyres, or other safety-critical components are not properly maintained. Regular inspections will help protect riders, other road users, and the environment alike.

Removed:Article 1 – paragraph 1 – point 6 – point c, Article 6 – paragraph 4 a (new): "4a. Member States shall ensure that the authorities responsible for periodic inspections within their territory take due account of technological developments and keep their testing methods and equipment up to date, in order to minimise the occurrence of false positives and false negatives in inspection results."

Added:Article 1 – paragraph 1 – point 4, Article 4a – paragraph 1: 1. Each Member State shall take the measures necessary to enable the recording of odometer readings of vehicles of the category M1 and N1 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 for 1 hour or longer, records the odometer reading in that database or national vehicle register when that work is carried out. In order to further increase the number of data points in a vehicle’s odometer history, Member States may also require the recording of odometer readings for maintenance or repair work of a shorter duration. 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.

Removed:Test methods and equipment must keep pace with technological developments to ensure inspections remain accurate, reliable, and relevant. Up-to-date procedures help detect genuine safety defects while avoiding false positives, preserve the road safety benefits of periodic inspections, and maintain proportionality and credibility by preventing unnecessary burdens on vehicle owners. Regular updates also support harmonization with international best practices and foster continuous improvement, enabling the controlled adoption of validated new technologies such as advanced diagnostics and cybersecurity assessments.

Removed:Article 1 – paragraph 1 – point 6 a (new), Article 7 – paragraph 3 a (new): (6 a) in Article 7, the following paragraph is added: / ‘3a. All vehicles presented for inspection shall be checked for outstanding mandatory safety recall campaigns applicable to their make, model, and year. Vehicles subject to an active mandatory recall shall fail the inspection. The vehicle owner or other responsible party shall have the necessary recall repairs carried out and shall present the vehicle for re-inspection. The competent authorities of the Member State or the testing centre shall verify that the recall has been fully completed before the vehicle is deemed to have passed the inspection.’

Added:Article 1 – paragraph 1 – point 4, Article 4a – paragraph 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, to the national statistical institutes and to the Commission (Eurostat) in accordance with Articles 17a and 17b of Regulation (EC) No 223/2009*.

Removed:OEMs face difficulties in some Member States in reaching the current owners of vehicles due to incomplete or inaccurate contact information. In addition, vehicle owners often fail to act on recall notifications, which is particularly problematic in the case of mandatory safety recalls. While in some Member States failure to comply with a recall may affect vehicle registration, this is not universally the case. To enhance road safety, periodic roadworthiness tests should be used as an additional mechanism to ensure that a greater proportion of vehicles undergo mandatory recall campaigns.

Removed:Regulation 2014/45/EU

Removed:Article 1 – paragraph 1 – point 7, Article 8 – paragraph 2: 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 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 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 and in a language most commonly used across the Union in this field.

Removed:In order to facilitate controls of certificates in the different Member States, the certificates should not only be made available in the language(s) of the issuing Member State, but also in the language most commonly used in this field.

Added:Article 1 – paragraph 1 – point 4, Article 4a – paragraph 4 a (new): 4a. By [three years after the entry into force of this Directive], the Commission shall review the availability, frequency and quality of odometer data points recorded pursuant to this Article, as well as the effectiveness of access to the odometer history referred to in Article 4b. On the basis of that review, the Commission shall assess whether the framework for the recording and exchange of odometer data is effective and proportionate, including, where appropriate, by proposing measures to increase the number of available data points and to improve the overall effectiveness of the system. In carrying out that assessment, the Commission shall pay particular attention to the reduction of administrative burden for all relevant stakeholders, including Member States, service providers, vehicle manufacturers, and prospective buyers so that the system can be made more efficient, effective and future-proof, with a view to increasing citizens’ confidence and addressing odometer fraud.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 4, Article 4 b (new): Article 4b / Information on access to the odometer history for prospective purchasers of second-hand vehicles / 1. The Commission shall publish on a website, available in all official languages of the institutions of the Union, information dedicated to making prospective purchasers of second hand vehicles, including potential cross-border purchasers, practical information on how to request and obtain, free of charge and prior to purchase, a record of the odometer history of a vehicle registered in any Member State of the European Union. The website shall include direct links to the relevant contact points or authorities in every Member State, and information on the process for requesting and receiving a record of the odometer history of a vehicle, including in a cross border context. / 2. For the purposes of this Article, Member States shall co-operate with the Commission, and shall provide up-to-date information to the Commission. Member States shall ensure that a link to the Commission website is provided on the websites of the competent authorities. / 3. Member States shall ensure that prospective buyers, from any Member State, of a used motor vehicle can, prior to purchase, request and obtain, free of charge, a record of the odometer history of that vehicle. Member States shall also take all necessary measures to make potential buyers of second-hand vehicles aware of their right to receive, free of charge and prior to purchase, from the holder of the registration certific…

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 5, Article 5 – paragraph 1 – subparagraph 1 – point a: (a) vehicles of category M1 and N1 and zero-emission motor vehicles with a maximum mass not exceeding 4,25 tonnes: four years after the date on which the vehicle was first registered, and thereafter every two years;

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 5, Article 5 – paragraph 1 – subparagraph 1 – point b: (b) vehicles of category M1 used as taxis, ambulances or used in the context of platform work as defined in Directive (EU) 2024/2831, 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;

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 5, Article 5– paragraph 1– subparagraph 1– point c: (c) wheeled tractors of categories T1b, T2b, T3b, T4.1b, T4.2b, T4.3b and T5 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.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 5, Article 5 – paragraph 3: 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, e.g. through replacement or software updates.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 6 – point a a (new), Article 6 – paragraphs 2 a, 2 b, 2 c, 2 d, 2 e (new): (aa) the following paragraphs are inserted: / “2a. The Commission shall adopt delegated acts in accordance with Article 18 to amend this Directive by specifying: / a) the methods for the preconditioning of the vehicle for the measurement of nitrogen oxides (NOx) emissions from compression ignition engines and identifying the EURO emission classes related to those methods, / b) the methods and limit values for measuring particle number (PN) emissions from positive ignition engines, as referred to in item 8.2.2.1 of point 3 of Annex I. / 2b. The Commission is empowered to adopt delegated acts to amend this Directive by specifying the methods and limit values, and to identify the EURO emission classes related to that method, for measuring NOx from positive ignition engines referred to in item 8.2.2.3 of point 3 of Annex I. / 2 c. The application of the test procedures referred to in paragraphs 2 a and 2 b shall be optional for Member States. Member States shall inform the Commission without undue delay of their decision whether or not to apply those test procedures, and shall provide the reason for that decision. / 2 d. The delegated acts referred to in paragraphs 2a and 2b shall be adopted in accordance with the procedure referred to in Article 18. / 2 e. By [four years after the adoption of the delegated acts referred to in paragraphs 2a and 2b], the Commission shall review the uptake and application by Member States of the test procedures for measuring particle number (PN) an…

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 6 – point c, Article 6 – paragraph 4 a (new): 4a. Member States shall ensure that the authorities responsible for periodic inspections within their territory take due account of technological developments and keep their testing methods and equipment up to date, in order to minimise the occurrence of false positives and false negatives in inspection results.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 6 – point c, Article 6 – paragraph 4 b (new):: 4b. By [three years after the entry into force of this Directive], the Commission shall review the items listed in Annex I, point 3, including electronic safety systems, assessing their impact on road safety and environmental performance and conducting a cost-benefit analysis of their testing, with a view to determining the necessity of inspecting those items. On the basis of that review, the Commission shall assess whether the inspection of the electronic safety system items is necessary and proportionate, and how the inspection requirements can be made more efficient, effective and future proof for improving road safety and propose any necessary measures for Member States regarding the inspection of relevant electronic safety system items.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 6 a (new), Article 7 – paragraph 3 a (new): (6a) in Article 7, the following paragraph is added: / ‘3a. All vehicles presented for periodic technical inspection shall be checked for outstanding mandatory recall campaigns applicable to their make, model, and year. Vehicles subject to an active mandatory recall relating to major andor dangerous deficiencies affecting safe operation of the vehicle or environment, and presenting immediate danger to the health of persons, shall fail the inspection. The vehicle owner or other responsible party shall have the necessary recall repairs carried out and shall present the vehicle for re-inspection. The competent authorities of the Member State or the testing centre shall verify that the recall has been fully completed before the vehicle is deemed to have passed the inspection.’

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 7, Article 8 – Title: Roadworthiness and EU temporary roadworthiness certificates

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 7, Article 8 – paragraph 1 – subparagraph 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 or in the case referred to in Article 4(4), an EU temporary 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**.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 7, Article 8 – paragraph 1 – subparagraph 3: Member States shall ensure that roadworthiness and EU temporary roadworthiness certificates contain the information necessary for authentication and validation of those certificates.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 7, Article 8 – paragraph 1 – subparagraph 4: Member States shall inform the Commission of trusted issuers of roadworthiness and EU temporary 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.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 7, Article 8 – paragraph 2: 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 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 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 and English as one additional EU official language accepted for cross-border use.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 7, Article 8 – paragraph 6: 6. Testing centres shall communicate electronically to the competent authority of the Member State concerned, the information included in the roadworthiness and EU temporary 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.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 7, Article 8 – paragraph 7: 7. Member States shall ensure that the information included in the previous roadworthiness certificate is made electronically available to the inspectors.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 7, Article 8 – paragraph 9 – subparagraph 1 – point c: (c) laying down the common data structure of roadworthiness and EU temporary roadworthiness certificates;

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 7, Article 8 – paragraph 9 – subparagraph 1 – point e: (e) notifying trusted issuers of roadworthiness and EU temporary roadworthiness certificates.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 8, Article 9 – paragraph 1: 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. The relevant information about these deficiencies shall be provided to the inspector at the next periodic technical inspection to allow them to verify if they have been rectified.

Added:Directive 2014/45/EU

Removed:Replication of wording of paragraph 2 in order to allow vehicle owners to do their follow-up on deficiencies not only in the Member State that suspended their vehicle, but also in the Member State of registration. It should be underlined that this in no way alters the vehicle’s prohibition from use on public roads.

Changed:Article 1 – paragraph 1 – point 8, Article 9 – paragraph 4: InMember theStates caseshall oflay obviousdown effective, proportionate dissuasive, and non-discriminatory penalties for any proven tampering or manipulation of a component of the vehicle relating to its emission control system, silencer, safety-related systems, or odometers,odometer, 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 deficiencyvehicle. andThe shallcompetent beauthorities punishabledesignated by effective, proportionate, dissuasivethe andMember non-discriminatoryStates penaltiesshall throughensure thethat competentsuch authoritiesoffences designatedare byeffectively thesanctioned Memberand State.deterred.

Removed:Reformulation of the paragraph as otherwise it could be misunderstood. Not all unauthorized modifications have a negative impact on road safety or the emissions of a vehicle.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 9, Article 16 – point 1 – subparagraph 2: 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, the EU temporary roadworthiness certificates, and the odometer history of the vehicle stored in national databases, to the competent authorities of and testing centres authorised by other Member States.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 10 – point a, Article 17 – paragraph 1 – indent 2 a (new): – amend point 3 of Annex I, following the assessment by the Commission referred to in Art. 6(5) including the regrouping, simplification or removal of items;

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 10 a (new), Article 18: (10a) Article 18 is amended as follows: / "Article 18 / 3. The delegation of powers referred to in Article 17 may be revoked in whole or in part at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect on the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. / 3a. Before adopting a delegated act, the Commission shall transmit without delay to the European Parliament and the Council all preparatory documents, including draft texts, impact assessments, scientific or technical evidence relied upon, and summaries of consultations carried out.

Added:Directive 2014/45/EU

Added:Article 1 – paragraph 1 – point 11, Article 20 – paragraph 1 – subparagraph 1: 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 review differences in rules across Member States and, where appropriate, consider measures for increased consistency. The report shall also analyse whether it is necessary to update the Annexes, particularly in the light of technical progress and practices.

Removed:Article 2 – paragraph 1 – point 5, Article 4a – paragraph 1: 1. Member States may use remote sensing technology to screen motor vehicles for their air pollutant and noise emissions in order to identify high-emitting, non-complying vehicles. The Commission may, on the basis of information provided by Member States using remote-sensing technologies, adopt delegated acts establishing a set of common remote-sensing thresholds for exhaust and noise emissions, together with the associated accuracy requirements, including provisions on repeated measurements. Those thresholds and requirements shall be used for the purpose of identifying high-emitting vehicles that require follow-up action in another Member State.

Added:Article 2 – paragraph 1 – point 4, Article 4 – paragraph 1: The technical roadside inspection system shall include the system to screen the vehicle fleet, 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).

Removed:While remote sensing holds substantial long-term potential to improve the identification of high-emitting vehicles and to enable more targeted and efficient enforcement, the technology is not yet sufficiently mature to warrant mandatory application across all Member States. At this stage, its feasibility, accuracy, and cost-effectiveness still need to be demonstrated in operational conditions. Therefore, remote sensing should be an optional tool for Member States. However, they should be encouraged to undertake pilot projects to gather practical experience and to contribute to the evidence base needed for future harmonisation. The Commission, in the meantime, should develop delegated acts to establish common criteria. This approach ensures that the Union can advance towards a coherent remote sensing framework without imposing disproportionate obligations before the technology is fully validated.

Removed:Article 2 – paragraph 1 – point 5, Article 4a – paragraph 2 – subparagraph 1: Where a Member State makes use of remote-sensing technology, it may use the results of such remote sensing to identify high-emitting vehicles. Where such a vehicle is identified, the Member State shall notify the owner of that vehicle.

Added:Article 2 – paragraph 1 – point 5, Article 4a – Title: Screening of vehicles for air pollutant emissions.

Removed:Owners might not be aware that their vehicle is emitting more than allowed. In order to give the owner a chance to remedy the situation, Member States should inform the owner of a failed remote sensing test.

Added:Article 2 – paragraph 1 – point 5, Article 4a – paragraph 1: 1. Member States shall, taking into account national circumstances and with a view to increasing the efficiency of roadside inspections, establish a system to screen motor vehicles with regard to their air pollutant emissions in road traffic in order to help identify potential high-emitting vehicles. Such screening shall be based on the principle of technological neutrality. For that purpose, Member States can use any combination of remote sensing technologies, be it fixed or mobile, stationary roadside equipment, and plume chasing. Member States shall record a sufficient number of remote sensing technology measurements and use the data collected to assess real-world pollutant and optionally noise emissions of their vehicle fleet. The data collected shall be processed and stored in compliance with the applicable EU data protection law. Member States shall collect data in such a way that high-emitting vehicles can be identified and verified accordingly.

Added:Directive 2014/47/EU

Added:Article 2 – paragraph 1 – point 5, Article 4a – paragraph 2 – subparagraph 1: Screening carried out pursuant to paragraph 1 shall be indicative only and shall not in itself constitute confirmation of non-compliance. Member States shall establish the necessary number of measurements, thresholds for exhaust emissions and optionallynoise levels, and other conditions under which vehicles identified as potential high-emitters are required to undergo further technical inspection on the basis of one or more screenings in order to verify and, where relevant, address the results of such initial screening.

Added:Directive 2014/47/EU

Removed:While remote sensing holds substantial long-term potential to improve the identification of high-emitting vehicles and to enable more targeted and efficient enforcement, the technology is not yet sufficiently mature to warrant mandatory application across all Member States. At this stage, its feasibility, accuracy, and cost-effectiveness still need to be demonstrated in operational conditions. Therefore, remote sensing should be an optional tool for Member States. However, they should be encouraged to undertake pilot projects to gather practical experience and to contribute to the evidence base needed for future harmonisation. The Commission, in the meantime, should develop delegated acts to establish common criteria. This approach ensures that the Union can advance towards a coherent remote sensing framework without imposing disproportionate obligations before the technology is fully validated.

Removed:While remote sensing holds substantial long-term potential to improve the identification of high-emitting vehicles and to enable more targeted and efficient enforcement, the technology is not yet sufficiently mature to warrant mandatory application across all Member States. At this stage, its feasibility, accuracy, and cost-effectiveness still need to be demonstrated in operational conditions. Therefore, remote sensing should be an optional tool for Member States. However, they should be encouraged to undertake pilot projects to gather practical experience and to contribute to the evidence base needed for future harmonisation. The Commission, in the meantime, should develop delegated acts to establish common criteria. This approach ensures that the Union can advance towards a coherent remote sensing framework without imposing disproportionate obligations before the technology is fully validated.

Removed:Article 2 – paragraph 1 – point 5, Article 4a – paragraph 3: deleted

Added:Article 2 – paragraph 1 – point 5, Article 4a – paragraph 3: 3. Member States shall inform the Commission of their respective national systems and frequencies, criteria and thresholds that they apply. They shall also notify the Commission of any changes thereto. Within one year following the first notification, Member States shall report to the Commission on the results of their screening of vehicles for air pollutant emissions.

Removed:While remote sensing holds substantial long-term potential to improve the identification of high-emitting vehicles and to enable more targeted and efficient enforcement, the technology is not yet sufficiently mature to warrant mandatory application across all Member States. At this stage, its feasibility, accuracy, and cost-effectiveness still need to be demonstrated in operational conditions. Therefore, remote sensing should be an optional tool for Member States. However, they should be encouraged to undertake pilot projects to gather practical experience and to contribute to the evidence base needed for future harmonisation. The Commission, in the meantime, should develop delegated acts to establish common criteria. This approach ensures that the Union can advance towards a coherent remote sensing framework without imposing disproportionate obligations before the technology is fully validated.

Removed:Article 2 – paragraph 1 – point 5, Article 4a – paragraph 3a (new): 3a. If a Member State makes use of remote sensing technology in accordance with paragraph 1, it shall notify the Commission and communicate, as soon as possible, the limits and requirements established to identify high-emitting vehicles. It shall also notify the Commission of any changes to these limits or requirements. A year after the first notification, the Member State shall also report the results of their remote sensing screenings.

Added:Article 2 – paragraph 1 – point 5, Article 4a – paragraph 4: 4. Member States shall ensure that the owner andor holder of a vehicle that has been identified as high emitting is notified and their vehicles are selected for further technical inspection in order to verify, and where relevant address compliance. Where a vehicle registered in another Member State is identified as potentially high-emitting and is not subject to an immediate roadside inspection, the competent authority of the identifying Member State shall notify the competent authority of the Member State of registration. The Member State of registration shall inform the owner and or holder of the vehicle and shall undertake appropriate follow-up action in respect of vehicles identified as potentially high-emitting, including, where necessary, requiring the vehicle to be presented at a testing centre to verify and, where relevant, address compliance.

Removed:While remote sensing holds substantial long-term potential to improve the identification of high-emitting vehicles and to enable more targeted and efficient enforcement, the technology is not yet sufficiently mature to warrant mandatory application across all Member States. At this stage, its feasibility, accuracy, and cost-effectiveness still need to be demonstrated in operational conditions. Therefore, remote sensing should be an optional tool for Member States. However, they should be encouraged to undertake pilot projects to gather practical experience and to contribute to the evidence base needed for future harmonisation. The Commission, in the meantime, should develop delegated acts to establish common criteria. This approach ensures that the Union can advance towards a coherent remote sensing framework without imposing disproportionate obligations before the technology is fully validated.

Removed:Article 2 – paragraph 1 – point 5, Article 4a – paragraph 4: deleted

Added:Article 2 – paragraph 1 – point 5, Article 4a – paragraph 4 a (new): 4a. The Commission shall, on the basis of information provided by Member States, collect and analyse best practices concerning the screening of vehicles for air pollutant emissions, including measures to ensure the protection of personal data, and shall report its findings to the Parliament and to the Council. Based on this analysis, the Commission may issue recommendations on thresholds for exhaust emissions, together with the associated accuracy requirements, including provisions on repeated measurements.

Removed:While remote sensing holds substantial long-term potential to improve the identification of high-emitting vehicles and to enable more targeted and efficient enforcement, the technology is not yet sufficiently mature to warrant mandatory application across all Member States. At this stage, its feasibility, accuracy, and cost-effectiveness still need to be demonstrated in operational conditions. Therefore, remote sensing should be a optional tool for Member States. However, they should be encouraged to undertake pilot projects to gather practical experience and to contribute to the evidence base needed for future harmonisation. The Commission, in the meantime, should develop delegated acts to establish common criteria. This approach ensures that the Union can advance towards a coherent remote sensing framework without imposing disproportionate obligations before the technology is fully validated.

Removed:Article 2 – paragraph 1 – point 6, Article 5 – paragraph 2: 2. For vehicles referred to in Article 2(1), point (aa), Member States shall, taking into account national circumstances, determine an appropriate fleet-coverage target for initial technical roadside inspections. They shall, per calendar year, carry out a total number of such inspections corresponding at least to that target in relation to the total number of those vehicles that are registered in their territory. Member States may exclude from that target vehicles which are already subject to frequent periodic roadworthiness tests.

Added:Article 2 – paragraph 1 – point 5, Article 4a – paragraph 4 b (new): 4b. Member States shall apply this Article by/at the latest [three years after the entry into force of this Directive].

Removed:The inclusion of N1 vehicles in the scope of Regulation 2014/47/EU is a welcomed step. However, given the different national circumstances such as control capacities, the Member States should determine the scope of the target that they have to fulfil. Where a Member State makes uses of more frequent testing (e.g. annually), that Member State should have the possibility to exclude N1 vehicles from roadside inspections.

Removed:Article 2 – paragraph 1 – point 11, Article 13 – paragraph 1 – introductory part: 1. During roadside inspections, vehicles shall be subject to a visual inspection of their cargo securing in accordance with Article 10 (1) (c) and the rules laid down in 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:

Added:Article 2 – paragraph 1 – point 6, Article 5 – paragraph 2: 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: / (a) 0,5 % of the total number of those vehicles that are registered in their territory during the first 2 years following the date of transposition of this Directive; / (b) 1 % during the subsequent 2 years; and / (c) 2 % thereafter. / By way of derogation from the first subparagraph, a Member State shall be exempt from this obligation where it demonstrates that measures implemented pursuant to Article 4a of this Directive cover the equivalent of at least 20% of its vehicle fleet. / By way of derogation from the first subparagraph, Member States may limit roadside inspections of light commercial vehicles, as referred to in Article 2(1), point (aa), that have undergone a periodic technical inspection within the preceding 12 months to the items listed in Section 8.2 of Annex II.

Removed:The sole reference to Annex III suggests that a full cargo security check should become mandatory with every roadside inspection. However, only the visual inspection should become mandatory. If this reveals problems, the inspector can decide to make a more extensive check in accordance with Annex III.

Removed:Article 2 – paragraph 1 – point 11 a (new), Article 14 – paragraph 2: (11a) in Article 14, paragraph 2 is replaced by the following: / ‘2. The inspector may decide that the vehicle is to be subject to a full roadworthiness test within a specified time limit if it is registered in the Member State where the technical roadside inspection has been carried out. If the vehicle is registered in another Member State, the competent authority shall request the competent authority of that other Member State, via the contact points referred to in Article 17, to carry out a new roadworthiness test of the vehicle following the procedure laid down in Article 18(2). Where major or dangerous deficiencies are found in a vehicle registered outside the Union, Member States shall decide to inform the competent authority of the country of registration of the vehicle.

Added:Article 2 – paragraph 1 – point 8, Article 7 – paragraph 1: 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, including where such evidence is made available through the exchange mechanisms referred to in Article 18a.

Removed:The proposed change strengthens the follow-up on major or dangerous deficiencies by the Member States and ensures that vehicles that have such deficiencies are dealt with.

Removed:Article 2 – paragraph 1 – point 14 a (new), Article 18 – paragraph 2: (14 a) in Article 18, paragraph 2 is replaced by the following: / ‘2. In cases where major or dangerous deficiencies are found in a vehicle, the contact point of the Member State in which the vehicle has been inspected shall request the competent authority of the Member State in which the vehicle is registered, via the contact point of the latter Member State, to take appropriate follow-up action, such as submitting the vehicle to a further roadworthiness test as provided for in Article 14.’

Added:Article 2 – paragraph 1 – point 9, Article 9: 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 technologies, where available.

Added:Directive 2014/47/EU

Removed:The proposed change strengthens the follow-up mechanism for major or dangerous deficiencies by obliging the inspecting Member State to contact the vehicles' Member State of registration and requesting follow-up action.

Added:Article 2 – paragraph 1 – point 10 – point a a (new), Article 10 – paragraph 1– subparagraph 2 – point b: (aa) point (b) is replaced by the following: / ’(b) shall carry out a visual assessment of the technical condition of the vehicle, including a visual assessment of how the vehicle’s cargo is secured. This visual assessment may be supplemented by the use of specific equipment;’

Added:Directive 2014/47/EU

Added:Article 2 – paragraph 1 – point 10 a (new), Article 10 – paragraph 2: (10a) in Article 10, paragraph 2 is replaced by the following / "2. On the basis of the outcome of the initial inspection, the inspector shall decide whether the vehicle or its trailer should be subject to a more detailed roadside inspection and inspection of cargo securing as appropriate in accordance with Article 13, inspection of cargo securing.’

Added:Directive 2014/47/EU

Added:Article 2 – paragraph 1 – point 11, Article 13 – paragraph 1 – introductory part: 1. During roadside inspections, vehicles may be subject to 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:

Added:Directive 2014/47/EU

Added:Article 2 – paragraph 1 – point 11 a (new), Article 14 – paragraph 2: (11a) in Article 14, paragraph 2 is replaced by the following: / ‘2. The inspector may decide that the vehicle is to be subject to a full roadworthiness test within a specified time limit if it is registered in the Member State where the technical roadside inspection has been carried out. If the vehicle is registered in another Member State, the competent authority shall request the competent authority of that other Member State, via the contact points referred to in Article 17, to carry out a new roadworthiness test of the vehicle following the procedure laid down in Article 18(2). Where major or dangerous deficiencies are found in a vehicle registered outside the Union, Member States shall decide to inform the competent authority of the country of registration of the vehicle.’

Added:Directive 2014/47/EU

Added:Article 2 – paragraph 1 – point 12, Article 14 – paragraph 4: 4. Obvious tampering or manipulation of any component of the vehicle, including its emission control system, high-voltage system, including battery management 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.

Added:Directive 2014/47/EU

Added:Article 2 – paragraph 1 – point 14 a (new), Article 18 – paragraph 2: (14a) in Article 18, paragraph 2 is replaced by the following: / ‘2. In cases where major or dangerous deficiencies are found in a vehicle, the contact point of the Member State in which the vehicle has been inspected shall request the competent authority of the Member State in which the vehicle is registered, via the contact point of the latter Member State, to take appropriate follow-up action, such as submitting the vehicle to a further roadworthiness test as provided for in Article 14.’

Added:Directive 2014/47/EU

Added:Article 2 – paragraph 1 – point 15, Article 18a – paragraph 1 – subparagraph 2: Member States shall provide access to data regarding the content of the certificates of conformity, the last roadworthiness or EU temporary roadworthiness certificates, 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.

Added:Directive 2014/47/EU

Added:Article 2 – paragraph 1 – point 16, Article 20 – paragraph 1 – point e: (e) the results of the remote sensing technologies measurements, where such measurements are carried out in accordance with Article 4a of this Directive.

Added:Directive 2014/47/EU

Added:Article 2 – paragraph 1 – point 17 – point b, Article 21 – indent 6 (new): – amend Annex III, following an assessment of the costs and benefits involved, in order to set further common standards for cargo securing;

Removed:The charging cable is not a safety or emission-relevant item that needs to be checked in inspections. For many charging operations it is not necessary to have a charger on board.

Removed:It remains unclear how the "environmental performance" is to be tested or verified. Relevant parameters for the assessment of tyres are tyre size, load capacity, approval mark and speed category as laid down in the type-approval. A failure to comply with these requirements leads to a non-compliance.

Removed:The starting point for a noise test should be the subjective evaluation by the inspector. If the inspector finds it necessary, a measurement can be conducted. Additionally, Art. 6 (3) stipulates that Member States are in charge of setting the testing conditions for category L.

Removed:While some cars come equipped with deflectors, it will almost be impossible for an inspector to assess whether that spoiler fulfils a safety-related function or not.

Removed:Unnecessary inspection item as vehicle would fail because of the defective light.

Removed:Unnecessary inspection item as the integrity and correctness of the tyre pressure is checked under different points. If the system is defective, the tyre would be flat or if the vehicle is equipped with a tyre pressure warning, the system would indicate low pressure.

Removed:According to Art. 6 (3) of this revision of Directive 2014/45/EU, the Member States are tasked to determine the areas, items and appropriate methods of testing. Listing items relating solely to motorcycles under the testing points infringes upon this provision.

Added:Directive 2014/45/EU

Added:Directive 2014/45/EU

Added:Directive 2014/45/EU

Added:Directive 2014/45/EU

Added:Directive 2014/45/EU

Added:Directive 2014/45/EU

Added:Directive 2014/45/EU

Added:Directive 2014/45/EU

Added:Directive 2014/45/EU

Added:Directive 2014/45/EU

Removed:The charging cable is not a safety or emission-relevant item that needs to be checked in inspections. For many charging operations it is not necessary to have a charger on board.

Removed:The starting point for a noise test should be the subjective evaluation by the inspector. If the inspector finds it necessary, a measurement can be conducted. Additionally, Art. 6 (3) stipulates that Member States are in charge of setting the testing conditions for category L.

Removed:While some cars come equipped with deflectors, it will almost be impossible for an inspector to assess whether that spoiler fulfils a safety-related function or not.

Removed:Unnecessary inspection item as vehicle would fail because of the defective light.

Removed:Unnecessary inspection item as the integrity and correctness of the tyre pressure is checked under different points. If the system is defective, the tyre would be flat or if the vehicle is equipped with a tyre pressure warning, the system would indicate low pressure.

Removed:According to Art. 6 (3) of this revision of Directive 2014/45/EU, the Member States are tasked to determine the areas, items and appropriate methods of testing. Listing items relating solely to motorcycles under the testing points infringes upon this provision.

Added:Directive 2014/47/EU

Added:Directive 2014/47/EU

Added:Directive 2014/47/EU

Added:Directive 2014/47/EU

Added:Directive 2014/47/EU

Added:Directive 2014/47/EU

Added:Directive 2014/47/EU

Added:Directive 2014/47/EU

Added:Directive 2014/47/EU

Added:Directive 2014/47/EU

Added:Directive 2014/47/EU

Added:Directive 2014/47/EU

Changed:– after having consultedconsulting the Committee of the Regions,

Changed:Article 1 – paragraph 1 – point 2 – point a, Article 3 – paragraph 1 – point 6a:6 a: (6a) ‘connected vehicle’ means any vehicle which is designed to allow a wireless connection or communication with external devices, vehicles, networks or services;