Changes from report parliamentary committee draft to plenary report

Change 4

RemovedSHORT JUSTIFICATION

AddedRecital - 1 (new): (-1) The Union is committed with its "Vision Zero" goal to no road traffic related fatalities by 2050, as reiterated in the Sustainable and Smart Mobility Strategy of 2020. In 2017 the Valletta informal Transport Council agreed that the persistently high number of traffic fatalities and serious road traffic injuries is a major societal problem and issued a declaration calling upon the Commission, among others, to prepare a strengthened Union road safety policy and legal framework for the decade after 2020, ensuring fewer deaths, and enhancing the protection of road users, in particular vulnerable ones, who are most often the victims.

RemovedThe Council position at first reading reflects the political agreement reached between the Parliament and the Council during interinstitutional negotiations at early second-reading stage.

AddedRecital - 1 a (new): (-1a) The efforts undertaken so far by public authorities have resulted in a reduction of road fatalities from 51 400 in 2001 to 19 800 in 2021. Those figures fell below the Union target of a 75 % reduction in road fatalities between 2001 and 2020. Moreover, the progress made towards halving the number of road deaths during the first decade later stagnated.

RemovedThe adopted provisions aim to enhance road safety and facilitate the free movement of persons by introducing mutually recognisable EU mobile driving licences, amending and clarifying minimum age requirements, establishing basic medical fitness requirements and default validity periods for driving licences, as well as strengthening rules for novice drivers, introducing Union-wide accompanied driving schemes for certain categories of licences, and setting specific rules for certain types of vehicles, such as emergency vehicles, motorhomes, or alternatively fuelled vehicles.

AddedRecital 2: (2) The current framework, should be updated to be fit for the new era, sustainable, inclusive, smart and resilient. It should take into account the need to reduce emissions and energy consumption from transport, including through a greater uptake of alternatively powered vehicles, digitalisation, the demographic trends and technological developments to reinforce the competitiveness of the European Economy. It is important to simplify and digitise administrative procedures, in order to remove the remaining barriers, such as administrative burdens, to the free movement of the drivers taking up residence in a Member State other than the one issuing the licence. A harmonized Union standard driving licence framework should encompass both physical and mobile driving licences of all categories, and provide for their mutual recognition, where they were duly issued in accordance with this Directive.

RemovedThe agreed text is the result of extensive negotiations. The co-legislators have reached a balanced compromise on the revision of the Driving Licences Directive, ensuring that it reflects current needs and realities.

AddedRecital 3 a (new): (3a) In order to further harmonise and complete the “Community model”, the mutual recognition of driving licences issued by Member States should be extended to licences of motorised, wheeled or tracked agricultural or forestry vehicles having at least two axles as referred to in Article 3, point 8 of Regulation (EU) No 167/2013.

AddedRecital 4: (4) 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 Council53 and the Directive 2002/58/EC of the European Parliament and of the Council53a / 53a Directive 2002/58/EC of the European Parliament and of the Council of 12 July 2002 concerning the processing of personal data and the protection of privacy in the electronic communications sector (OJ L 201, 31.7.2002, p. 37)

AddedRecital 5: (5) This Directive establishes a legal basis for the storage of an obligatory set of personal data in the physical driving licences and their microchips or QR codes and the mobile driving licences, for the purposes of proving and verifying the person’s right to drive and his or her identity, in order to guarantee a high level of road safety throughout the Union, and in compliance with Article 6(1), point (e) and, where applicable, Article 9(2), point (g) of Regulation (EU) 2016/679. Such data should be limited to what is necessary to prove a person’s right to drive, identify this person and verify the person’s driving rights and identity. This Directive also provides for additional safeguards to ensure the protection of personal data disclosed during the verification process.

AddedRecital 6: (6) In order to provide for legal clarity and guarantee the seamless transition between this Directive and Directive 2006/126/EC of the European Parliament and of the Council on driving licences, Member States should be able to store additional personal data on a microchip, if this is provided by national law which complies with Regulation (EU) 2016/679. In any event, any data stored on such a microchip should only be kept until the end of driving licence’s validity period. This Directive does not serve, however, as a legal basis for the inclusion of such additional data.

AddedRecital 8 a (new): (8a) The mobile driving licence should ensure the highest level of security for the personal data used for identification and authentication irrespective of whether such data is stored locally, in decentralised ledgers or on cloud-based solutions, and taking into account the different levels of risk. Despite the need for strong user authentication, the use of biometrics to identify and authenticate personal data should not be made a precondition for the use of the mobile driving licence. Biometric data used for the purpose of authentication of a natural person pursuant to the Regulation (EU) 2016/679 should not be stored using cloud-based solutions without the explicit consent of the user. The use of biometric data should be limited to specific scenarios set out in Article 9 of this Regulation, and requires organisational and security measures, commensurate to the risk that such processing may entail to the rights and freedoms of natural persons and in accordance with Regulation 2016/679.

AddedRecital 10: (10) The digital transformation is one of the Union’s priorities. In the case of road transport, it will contribute to remove the remaining administrative barriers, such as the ones relating to the duration of issuing physical driving licences, to free movement of persons. Therefore, a separate Union standard should be established for the mobile driving licences issued within the Union. In order to facilitate digital transformation mobile driving licences should be issued in addition to the physical driving licence from … [date-of-adoption+4 years], without prejudice to the applicant’s right to renounce either a physical one or a digital one. The applicant should have the right to acquire at any time the format of the driving licence, which he or she initially renounced. A discretionary approach should remain the rule, while ensuring that applicants have equal access to the physical and mobile format from an economic and operational perspective. Opting for a physical driving licence should therefore be in no way discouraged, and in particular, applicants who are unable or unwilling to acquire a mobile driving licence should continue to have access to a physical driving licence. Member States should ensure that the physical driving licence is issued or reissued without undue delay and no later than within 2 weeks from the date it was requested.

AddedRecital 11: (11) The mobile driving licence should not only contain the information reported on the physical driving licence, but also information enabling the authenticity of the data and a single-use pointer to be verified. However it should be ensured that even in such cases the amount of personal data made available is restricted to what would be reported on the physical driving licence and what is strictly necessary for the verification of the authenticity of such data, in particular the electronic signature of the issuing authority. That additional data should be different in case a person holds several mobile driving licences, which is possible provided that they are issued by the same Member State.

AddedRecital 12: (12) The Sustainable and Smart Mobility Strategy sets out a vision for the EU to significantly improve sustainability of mobility and transport. Emissions from the road transport sector include greenhouse gases emissions, air pollutants, noise and microplastics from tyre and road wear. A greater presence of alternatively fuelled vehicles is key to the green transition. The possibility of new models of a greater weight being available in driving licence categories B, C or D should be taken into consideration in this Directive. Driving style influences these emissions, with possible negative impacts on the environment and human health. Therefore, driving training and testing should equip drivers to reduce their impact on emissions, including through eco-driving, as well as to prepare them to drive zero or low-emission vehicles

AddedRecital 13 a (new): (13a) The national or regional differences regarding the categorisation of ambulances and the categories of licences needed to drive such vehicles pose the risk of disrupting cross-border circulation or circulation within the same Member State. Ambulances should therefore be subject to a special treatment under this Directive. It should therefore be allowed to drive ambulances with driving licence of category B throughout the Union, provided the authorised mass of the ambulance does not exceed 4 250 kg, 2 years after a driving licence for category B was issued for the first time.

AddedRecital 14 a (new): (14a) Individual means of transport play a key role in fulfilling the mobility needs of millions of European citizens, particularly in rural areas and for persons with reduced mobility. Nevertheless, in some instances the affordability of a driving licence is a barrier. Member States should consider developing appropriate infrastructure in urban, peri-urban and rural areas necessary to reduce road accidents and traffic congestion, as well as targeted policies and support schemes for those at risk of transport poverty.

AddedRecital 15: (15) In accordance with United Nations Convention on the Rights of Persons with Disabilities of 13 December 2006, to which the EU has been a Party since 21 January 2011, specific provisions should be adopted to make it easier for persons with disabilities to drive vehicles. Moreover, persons with reduced mobility, regardless of their ability to drive a vehicle need to enjoy their mobility rights in order to prevent transport poverty. Giving effect to those mobility rights could entail the use of adapted individual or collective vehicles, including special features or equipment, and appropriate infrastructure, including in rural areas. As such, with the prior agreement of the Commission, Member States should be allowed to exclude from the application of Article 6 certain specific types of power-driven vehicles.

AddedRecital 16: (16) The minimum ages of applicants for the different categories of driving licences should be set at Union level. Nevertheless, Member States should be allowed to set a higher age limit for the driving of certain categories of vehicles in order to further promote road safety. Member States should be allowed on exceptional basis to set lower age limits in order to take account of national circumstances. In particular, to allow the driving of fire service, civil protection and public order maintenance related vehicles or pilot projects related to new vehicle technologies.

AddedRecital 16 a (new): (16a) Active mobility, which includes walking and the use of bicycles or electric bikes and other light means of transport such as e-scooters, is becoming increasingly popular given the green transition. Their users are more frequently entering the European roads and sharing them with other individual means of transport. Youngest users, who are increasingly using particularly e-scooters often use them without a proper knowledge of the applicable norms as they have not yet acquired a driving licence for any category. This is resulting in increasing numbers of accidents in which e-scooters are involved, with both pedestrians and users of e-scooters as main victims. Given overall road safety challenges, Member States should introduce in their school curricula age-appropriate traffic rules and risk awareness training, with a view to improve road safety. That should ensure widespread comprehensive knowledge of safety measures, such as seat belts and helmet use, and in particular the traffic participation of vulnerable road users, such as pedestrians, cyclists or e-scooters, and the safe interaction with motorised vehicles. Member States could introduce further measures and schemes for users of personal mobility vehicles with a view to decrease traffic accidents, improve road safety rules and risk awareness.

AddedRecital 16 b (new): (16b) The combination of an adequate minimum age for licences in each category, that facilitates both mobility independence of young drivers and their timely access to professional driving, and stricter conditions for novice drivers regarding inter alia alcohol limits, can benefit road safety.

AddedRecital 16 c (new): (16c) The assessment of a driver's fitness to drive safely should be made on the basis of specific criteria, taking into account in particular driver’s medical condition. Decisions on the restriction, suspension, withdrawal or cancellation of driving licences should be taken on an individual basis and should be based on the objective results of examinations and tests. Any form of discrimination against licensed drivers solely on the grounds of age should be unacceptable.

AddedRecital 16 d (new): (16d) The right to a driving licence is a guarantee of freedom of movement and participation in economic and social life, especially in rural and less urbanised areas with a limited public transport network. Particularly for the elderly, the lonely, persons with reduced mobility or persons with disabilities, individual transport is an important element in supporting their independent and autonomous functioning. Restrictions on the right to hold a driving licence should be based on objective criteria determined on an individual basis and should not entail the risk of discrimination.

AddedRecital 17: (17) A system of staging - namely establishing the entitlement for a category B driving licence as a prerequisite for the applicant to become eligible to hold certain other categories, and equivalences between categories should be established, including a minimum period of experience before such eligibility, where appropriate. Such system should be binding on all Member States, but should also grant Member States the possibility to apply it between each other in their respective territories. Member States should also be allowed to establish certain equivalences limited to their own territory only.

AddedRecital 19: (19) Proof of compliance with minimum standards of physical and mental fitness for driving by drivers of vehicles used for the transport of persons or goods should be provided when the driving licence is issued and periodically thereafter. Such regular control in accordance with national rules of compliance with minimum standards would contribute to the free movement of persons, avoid distortions of competition and better take into account the specific responsibility of drivers of such vehicles. Member States should impose medical examinations as a guarantee of compliance with the minimum standards of physical and mental fitness for driving other power-driven vehicles. For reasons of transparency, such examinations should coincide with a renewal of driving licences.

AddedRecital 19 a (new): (19a) Recent new medical technologies have contributed to improve road safety. Technologies which minimize or eliminate the risk connected to driving with specific medical conditions have been introduced to the market and implemented among patients. Monitoring technologies, such as continuous glucose monitoring (CGM) systems for people with diabetes mellitus, allows persons to effectively and continuously control their medical conditions thus eliminating the risk of driving connected to their disease. Furthermore technologies like CGM systems are currently being developed and improved at a rapid pace ensuring a continuously improved control of medical conditions and thereby increasing the road safety.

AddedRecital 19 b (new): (19b) The European Parliament in its resolution of 23 November 2022 on prevention, management and better care of diabetes in the EU on the occasion of World Diabetes Day1a has called on the Commission to review the relevant occupational health and safety legal framework and the road safety legislation to avoid further discrimination of people living with diabetes. / 1a OJ C 167, 11.5.2023, p. 36.

AddedRecital 20 a (new): (20a) Refresher courses for experienced drivers can improve road safety by raising awareness and requiring drivers to gain additional experience in new technological solutions such as advanced driver-assistance systems, semi-automated and automated. For that purpose, the use of simulators could be key to update skills of experienced drivers. In addition, driving simulators could also recreate adverse conditions and emergency scenarios and consequently improve the driver's ability to respond and make decisions in critical situations.

AddedRecital 20 b (new): (20b) Lifelong training is key to keeping experienced drivers’ skills up to date, especially with regard to eco-driving, the increase in the mass of vehicles, the constant technological advances in driver assistance systems and other automated devices, and alternative vehicle power sources. Member States should therefore be encouraged to develop training modules for experienced drivers.

AddedRecital 25: (25) The Commission should be empowered to adopt a decision identifying third countries that ensure a comparable level of road safety as the Union and providing the opportunity to holders of licences issued by these countries to exchange their driving licences on similar terms as if they were issued by a Member State. The Commission should in this regard be allowed to assess if a third country has a professional driver training, certification rules and examination procedures, that are wholly or partly comparable to the level in the Union, in order to ultimately issue a certificate comparable to the Certificate of Professional Competence (CPC). This could allow the holders of those third-country certificates to exchange them with a European CPC, provided that they undertake an additional competence training. Such certificate could, in addition to the driving licence, be the second mandatory requirement for professional drivers to be able to carry out transport operations for a Union based transport undertaking. These conditions should be detailed and well-defined to all relevant driving licence categories.

AddedRecital 28: (28) A Union-wide accompanied driving scheme should be introduced for driving licence categories B, C and C1 , in order to improve road safety. The rules of such a system should provide the possibility of applicants to acquire driving licences in the relevant categories before the required minimum age limit is reached. However the use of those driving licences should be subject to being accompanied by an experienced driver. In such situations, Member States should be allowed, for reasons of road safety, to define stricter conditions and rules within their territory concerning the driving licences they have issued.

AddedRecital 29: (29) The accompanied driving scheme should, without prejudice to its overall goal of improving road safety, make the profession of truck driver more accessible and appealing to younger generations, in order to broaden their occupational possibilities, and to help tackle the driver shortage within the Union. Therefore, it should cover categories C and C1 driving licences and their prerequisite B category licences.

AddedRecital 29 a (new): (29a) The partnership between vocational schools and transport and logistics companies should be incentivised, including through specific Union budget support and use of revenues earmarked under Directive 2015/413 of the European Parliament and of the Council1a, in order to tackle professional drivers' shortage in the Union. Such partnership should offer to future professional drivers an opportunity to become more familiar with the benefits and the challenges of the profession, to improve their operational and organisational skills and to gain experience, while using advanced technologies and techniques. The form of that support could include, among others, EU co-financing to obtain certain qualifications such as CPC or dedicated trainings for future drivers. / 1a OV L 68, 13.3.2015, p. 9. ELI: http://data.europa.eu/eli/dir/2015/413/oj

AddedRecital 30: (30) It should be ensured that drivers who newly acquire their driving licence in a given category do not endanger road safety on account of their inexperience. For those novice drivers a probationary period of at least two years should be established. In case a novice driver already has a valid driving licence for another category, the probationary period should only include what may remain of the probationary period of the existing driving licence, yet it should not be shorter than 6 months. During that period drivers should be subjected to stricter rules and penalties Union-wide when breaking them, for example, due to the influence of alcohol or drugs, speeding, using unauthorised vehicles, failing to use safety equipment, or driving without a valid driving licence. Enforcement authorities might need to establish a technical zero tolerance threshold for their effective measurements, which should not be higher than 0.2 g/mL, in order to take into account accidental exposure to alcohol. The penalties for such conduct should be effective, proportionate, dissuasive and non-discriminatory and their severity should to the furthest extent possible take into account the Union’s mid-term and long-term goals of halving and nearly eliminating deaths and serious injuries. As regards any other restrictions on novice drivers, Member States should be allowed to freely implement additional rules in their territory.

AddedRecital 31: (31) Minimum standards concerning access to the profession of examiner and examiner training requirements should be established in order to improve the knowledge and skills of examiners, including hazard perception training, thereby ensuring a more objective evaluation of driving licence applicants and achieving greater harmonisation of driving tests. The Commission should be empowered, moreover, to adopt delegated acts to amend and adapt those minimum standards to any technical, operational or scientific developments in this field, including new advanced driver assistance systems, where it becomes necessary.

AddedRecital 32: (32) The concept of normal residence should be defined, in a way that enables resolving issues arising where it is not possible to establish normal residence on the basis of occupational or familial ties. It is also necessary to provide for the possibility for applicants to take the theoretical or practical tests in the Member State of their citizenship in the cases where their Member State of normal residence does not provide the opportunity to take those tests in the official language of the former. Specific rules could be established for diplomats and their families, where their mission requires them to live abroad for an extended period of time, provided that does not entail additional road safety risks.

AddedRecital 35 a (new): (35a) During the preparations for the review of this directive, the Commission should identify and perform a thorough impact assessment on possible concrete measures for its further improvement, such as the introduction of demerit point systems in all Member States and effective mechanisms for their mutual recognition and interoperability for an enhanced cross-border enforcement.

AddedRecital 35 b (new): (35b) Member States should equally share data on their best practices as regards road safety measures and risk awareness trainings, especially as regards novice drivers and within the lifelong training, use of support system per age group through feedback interventions with proof of participation and recommendations provided by a driving instructor, traffic psychologist or driving examiner, as well as measures to increase road safety among vulnerable road users.

AddedRecital 37: (37) In a context of gradual digitalisation and automation, of ever more stringent emission reduction requirements of road transport, as well as of constant technological progress of power-driven vehicles, it is necessary to keep all drivers up to date in terms of knowledge about new technologies, road safety and sustainability. Member States should endeavour to promote lifelong training of drivers and incentivise attendance at safe driving courses, including through feedback interventions with proof of participation and recommendations provided by a driving instructor, traffic psychologist or driving examiner, which can contribute to more inclusive mobility. That can be key in keeping experienced drivers’ skills up to date in terms of road safety, new technologies, ecodriving, which improves fuel efficiency and reduces emissions, and speed management.

AddedArticle 1 – paragraph 1 – point d: (d) certain aspects applicable inter alia to novice drivers.

AddedArticle 1 – paragraph 2: 2. Without prejudice to the right of Member States to add national categories to the driving licences that they issue in accordance with Annex I this Directive does not apply to self-propelled mobile machinery falling within the scope of Directive 2006/42/EC, that is designed or constructed with the purpose of performing work, such as non-road mobile machinery as defined by [Regulation on the approval and market surveillance of non-road mobile machinery circulating on public roads and amending Regulation (2023/0090(COD)].

AddedArticle 2 – paragraph 1 – point 1: (1) 'driving licence' means a document that certifies the right to drive power-driven vehicles and states the conditions under which the holder is authorised to drive , whether in a physical or digital format, or both;

AddedArticle 2 – paragraph 1 – point 11 a (new): (11a) ‘ambulance’ means a vehicle of category M intended for the transport of sick or injured persons and having special equipment for such purpose, as referred to under ‘Criteria for vehicle categorisation’, ‘Special purpose vehicles’, in Annex I, Part A, point 5.3. to Regulation (EU) No 2018/858 of the European Parliament and the Council1a; / 1a Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC) No 595/2009 and repealing Directive 2007/46/EC (OJ L, 151, 14.6.2018, p. 1).

AddedArticle 2 – paragraph 1 – point 11 b (new): (11b) ‘motor caravan’ means a vehicle category M with a living accommodation area containing seating and a table, separate or folding sleeping berths, cooking facilities as well as cupboards and storage space, all of which shall be rigidly fixed to the living compartment, as referred to under ‘Criteria for vehicle categorisation’, ‘Special purpose vehicles’, in Annex I, part A point 5.1 to Regulation (EU) 2018/858;

AddedArticle 2 – paragraph 1 – point 11 c (new): (11c) ‘alternatively fuelled vehicle’1a means a motor vehicle powered wholly or in part by an alternative fuel, and which has been approved, pursuant to Regulation EU 2018/858;

AddedArticle 2 – paragraph 1 – point 11 d (new): (11d) ‘alternative fuels’ mean fuels or power sources which serve, at least partly, as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute to its decarbonisation and enhance the environmental performance of the transport sector consisting of: / (a) electricity consumed in all types of electric vehicles; / (b) hydrogen; / (c) natural gas, including biomethane, in gaseous form (Compressed Natural Gas — CNG) and liquefied form (Liquefied Natural Gas — LNG); / (d) Liquefied Petroleum Gas (LPG); / (e) mechanical energy from on-board storage/on-board sources, including waste heat; / (f) any other ‘CO2 neutral fuel’ that means all fuels defined by Directive (EU) 2018/2001 where the emissions of the fuel in use (eu) can be taken to be net zero, meaning for instance that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use (eu) is of biogenic origin and/or has been captured, so avoiding being emitted as CO2 into the atmosphere, or has been captured from ambient air including: / (i) renewable and/or synthetic fuels, such as biofuel, biogas, biomass fuel, renewable liquid and gaseous transport fuel of non- biological origin (RFNBO) or a recycled carbon fuel (RCF); / (ii) other fuels not listed in Directive (EU) 2018/2001 may fall within the meaning of CO2 neutral fuel provided that they meet those criteria and the sustainability criteria of that Directive and associated delegated acts; a…

AddedArticle 2 – paragraph 1 – point 11 e (new): (11e) ‘tractor’ means a ‘tractor’ as defined in Article 3, point 8 of Regulation (EU) No 167/2013;

AddedArticle 3 – paragraph 4: 4. By … [date-of-adoption+4 years], Member States shall ensure that applicants are issued both a mobile driving licence and a physical driving licence by default. Until that date, Member States may decide to issue mobile driving licences.

AddedArticle 3 – paragraph 5: 5. By way of derogation from paragraph 4, Member States shall provide for a right for applicants upon request to renounce either physical or digital driving licence. Member States shall facilitate such requests on the part of applicants, and not seek to influence them in any way.

AddedArticle 3 – paragraph 5 a (new): 5a. By way of derogation from paragraph 5, Member States shall give applicants who have renounced one of the formats of their driving licence referred to in paragraph 4 the right to request the issue or reissue of that renounced format. Any issue or reissue of a renounced format shall be provided without undue delay and no later than 2 weeks from the date of the applicant's request.

AddedArticle 4 – paragraph 4: 4. Member States shall ensure that by 19 January 2033, all physical driving licences issued or in circulation fulfil all the requirements of this Directive.

AddedArticle 4 – paragraph 5 – subparagraph 1: Member States may decide to introduce a storage medium (microchip) as part of the physical driving licence. Where a Member State decides to introduce a microchip as part of their physical driving licence it may, where its national laws related to driving licences provide for it, also decide to store data additional to what is specified in Annex I, Part D, on the microchip. The retention period for the personal data stored in the microchip shall, whenever possible, be aligned with the validity of the driving licence.

AddedArticle 5 – paragraph 2 – subparagraph 2: Those applications shall be based on the European Digital Identity Wallets issued in accordance with Regulation (EU) No 910/2014 of the European Parliament and of the Council62, and an appropriate level of security of these applications should be ensured.

AddedArticle 5 – paragraph 3 – subparagraph 2: Member States shall ensure that the electronic applications do not contain more data than referred to in Annex I, Part D.

AddedArticle 5 – paragraph 4 – subparagraph 2: Member States shall ensure that the personal data necessary for the verification of the driving rights of the holder of the mobile driving licence is not retained by the verifier and that the issuing authority of the driving licence processes the information received through the notification only for the purpose of responding to the verification request. Personal data shall be processed in accordance with Regulations (EU) 2016/679 and (EU) 2018/1725 and, where applicable, Directive 2002/58/EC, implementing the principles of ‘data minimisation’, ‘purpose limitation’ and ‘data protection by design and by default’, in particular with regard to technical measures.

AddedArticle 5 – paragraph 5: 5. Member States shall inform the Commission of the list of relevant national systems authorised to issue data for mobile driving licences. The Commission shall make available to the public, through a secure channel, the list of such national systems of the Member States, in an electronically signed or sealed form suitable for automated processing.

AddedArticle 5 – paragraph 7: 7. By … [date-of-adoption+18 months], the Commission shall adopt implementing acts laying down detailed provisions concerning the interoperability, security and testing of mobile driving licences, including verification features and the interface with national systems and taking into account the necessary requirements to ensure recognition of those driving liences by third country authorities. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 22(2).

AddedArticle 5 – paragraph 7 a (new): 7a. The Commission shall provide assistance in this regard to Member States who should work together in pursuit of the worldwide use and recognition of the European mobile driving licence by means of an amendment to the Geneva Convention on Road Traffic of September 19, 1949, the International Convention on Motor Transport of April 24, 1926 and the Vienna Convention on Road Traffic of November 8, 1968.

AddedArticle 6 – paragraph 1 – point a – paragraph 2 – indent 1: – two-wheel vehicles or three-wheel vehicles with a maximum design speed of not more than 45 km/h and a net maximum power not exceeding 4kW (excluding those with a maximum design speed under or equal to 25 km/h);

AddedArticle 6 – paragraph 1 – point b – point i – indent 1: – motorcycles with a cylinder capacity not exceeding 125 cubic centimetres, of a net maximum power not exceeding 11 kW and with a power/weight ratio not exceeding 0,1 kW/kg;