REPORT on the proposal for a regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information

11.8.2008 - (COM(2007)0851 – C6‑0007/2008 – 2007/0295(COD)) - ***I

Committee on the Environment, Public Health and Food Safety
Rapporteur: Matthias Groote

DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION

on the proposal for a regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information

(COM(2007)0851 – C6‑0007/2008 – 2007/0295(COD))

(Codecision procedure: first reading)

The European Parliament,

–   having regard to the Commission proposal to the European Parliament and the Council (COM(2007)0851),

–   having regard to Articles 251(2) and 95 of the EC Treaty, pursuant to which the Commission submitted the proposal to Parliament (C6‑0007/2008),

–   having regard to Rule 51 of its Rules of Procedure,

–   having regard to the report of the Committee on the Environment, Public Health and Food Safety and the opinions of the Committee on Internal Market and Consumer Protection and the Committee on Transport and Tourism (A6‑0329/2008),

1.  Approves the Commission proposal as amended;

2.  Calls on the Commission to refer the matter to Parliament again if it intends to amend the proposal substantially or replace it with another text;

3.  Instructs its President to forward its position to the Council and Commission.

Amendment  1 Proposal for a regulation Recital 5
Text proposed by the Commission	Amendment
(5) Achieving EU air quality objectives requires a continuing effort to reduce vehicle emissions. For that reason, industry should be provided with clear information on future emission limit values.	(5) Achieving EU air quality objectives requires a continuing effort to reduce vehicle emissions. For that reason, industry should be provided with clear information on future emission limit values and should be allowed an appropriate period of time in which to attain them and pursue the requisite technical developments.
Justification
Parliament and the Commission seek to improve air quality in the EU, and this must be achieved. However, industry needs sufficient time to respond to the new legislation and prepare the requisite technical developments for the market.
Amendment  2 Proposal for a regulation Recital 6 a (new)
Text proposed by the Commission	Amendment
	(6a) The retrofitting of older heavy duty vehicles with more modern emission control systems would improve air quality. The Commission should consider proposing EU legislation for such systems that also ensures that nitrogen dioxide emissions from retrofit emission control systems are restricted.
Justification
Each year approximately 10% of the heavy duty vehicle fleet is replaced. For that reason the effect of the Euro VI provisions will take a number of years to be fully realised. In order to achieve the maximum effect from the current proposal, the Commission should investigate whether EU legislation to retro-fit systems for existing vehicles can be put forward.
Amendment  3 Proposal for a regulation Recital 7
Text proposed by the Commission	Amendment
(7) In setting emissions standards it is important to take into account the implications for competitiveness of markets and manufacturers, the direct and indirect costs imposed on business and the benefits that accrue in terms of stimulating innovation, improving air quality, reducing health costs and increasing life expectancy.	(7) In setting emissions standards it is important to take into account the implications for competitiveness of markets and manufacturers, the direct and indirect costs imposed on business and the benefits that accrue in terms of stimulating innovation, improving air quality, reducing health costs and increasing life expectancy. To favour manufacturers' competitiveness the emissions standard should remain unchanged for a minimum period of five years.
Justification
The industry needs a minimum period of stability of five years for each emission standard in order to get the return on the investments necessary to introduce the new technology. Very frequent modifications of the emissions requirements oblige the manufacturers to dedicate a lot of resources to updating current products. This penalises the time to market of new products, generating a competitive disadvantage. Only guaranteeing a sufficient and proper lead time will not jeopardise competitiveness and will ensure the achievement of environmental targets in the long term.
Amendment  4 Proposal for a regulation Recital 8
Text proposed by the Commission	Amendment
(8) Unrestricted access to vehicle repair information, via a standardised format which can be used to retrieve the technical information, and effective competition on the market for vehicle repair and maintenance information services are necessary to improve the functioning of the internal market, particularly as regards the free movement of goods, freedom of establishment and freedom to provide services. A great proportion of such information is related to on-board diagnostic systems and their interaction with other vehicle systems. It is appropriate to lay down technical specifications to be followed by the manufacturers in their websites, along with targeted measures to ensure reasonable access for small and medium-sized enterprises (SMEs).	(8) Unrestricted access to vehicle repair information in the most appropriate way, without causing a disproportionate burden relative to the benefits to customers, via a standardised format which can be used to retrieve the technical information, and effective competition on the market for vehicle repair and maintenance information services are necessary to improve the functioning of the internal market, particularly as regards the free movement of goods, freedom of establishment and freedom to provide services. A great proportion of such information is related to on-board diagnostic systems and their interaction with other vehicle systems. It is necessary to lay down technical specifications to be followed by the manufacturers in their websites, along with targeted measures to ensure reasonable access for small and medium-sized enterprises (SMEs).
Justification
The Commission should have the power to adopt only appropriate measures concerning access to vehicle repair and maintenance information. There is no reason to cause a disproportionate burden in relation to the benefits to the customers. For example, extending the definition of repair and maintenance information to the remote diagnostic and obliging the manufacturers to enable accredited independent repairers to access the vehicle security system appear not to be appropriate.
It is not only appropriate but necessary to lay down technical specifications to be followed by the manufacturers in their websites.
Amendment  5 Proposal for a regulation Recital 8 a (new)
Text proposed by the Commission	Amendment
	(8a) Not later than ...*, the Commission should review the operation of the system of unrestricted access to vehicle repair and maintenance information with a view to determining whether it would be appropriate to consolidate all provisions governing access to vehicle repair and maintenance information within revised framework legislation on type approval. If the provisions governing access to such information are consolidated in this way, the corresponding provisions of this Regulation should be repealed, so long as existing rights of access to repair and maintenance information are preserved. ___________ * Four years from the date of entry into force of this Regulation.
Justification
Access to all repair and maintenance information should be incorporated into the framework directive on type approval or other framework legislation on type approval. The corresponding Euro 5/6 regulation for passenger cars ((EC) No 715/2007) contains an identical recital (No 9).
Amendment  6 Proposal for a regulation Recital 8 b (new)
Text proposed by the Commission	Amendment
	(8b) The Commission should encourage the development of an internationally harmonised standard format for unrestricted and standardised access to vehicle repair and maintenance information, for example through the work of the European Committee for Standardisation (CEN).
Justification
The Commission shall push for an internationally harmonised ISO-standard format for the access to repair information, to ensure the development of an international harmonisation of motor vehicle regulation and to extend harmonisation to areas not yet covered
Amendment  7 Proposal for a regulation Recital 8 c (new)
Text proposed by the Commission	Amendment
	(8c) It is essential to elaborate a common European standard for the format of on-board diagnostic information and vehicle repair and maintenance information. As the existing Organisation for the Advancement of Structured Information Standards (OASIS) format cannot be fully applied to on-board diagnostic information and vehicle repair and maintenance information for heavy duty vehicles, CEN has been given a mandate to elaborate an extended standard for that information. That standard should be based on the OASIS format, adapting it to the special needs of heavy duty vehicles. Until such time as that standard is adopted by CEN, on-board diagnostic information and vehicle repair and maintenance information for heavy duty vehicles should be presented in a readily accessible manner and in a format guaranteeing non-discriminatory access. This information should be made available on the websites of manufacturers, or, if this is not feasible due to the nature of the information, in another appropriate format. Specifications regarding the scope of technical information defined in OASIS document SC1-D2 should be included in measures adopted for the implementation of this Regulation.
Justification
Heavy duty vehicles are often assembled by a single manufacturer, but a significant number are built in multi-stages and are sold as e.g. chassis and engine. The aftermarket needs to obtain repair information for both fully assembled vehicles and for vehicles sold in e.g. engine/chassis form.
It is not possible to simply carry-over the rules on access to repair information from Euro 5 (passenger cars) to Euro VI (heavy duty vehicles). The standardised format therefore has to be adjusted to the needs of the heavy duty vehicles sector.
Amendment  8 Proposal for a regulation Recital 15
Text proposed by the Commission	Amendment
(15) In order to better control actual in-use emissions including OCE and to facilitate the in-service conformity process, a testing methodology and performance requirements based on the use of portable emission measuring systems (PEMS) should be adopted.	(15) In order to better control actual in-use emissions including OCE and to facilitate the in-service conformity process, a testing methodology and performance requirements based on the use of portable emission measuring systems (PEMS) should be adopted within an appropriate time-frame.
Justification
The inclusion of these elements is a very important step towards globally harmonised legislation and for the global competitiveness of the EU industry. The Commission should be bolder in the language it uses and adopt such Global Technical Regulations (gtrs) in Euro VI.
Amendment  9 Proposal for a regulation Recital 18 a (new)
Text proposed by the Commission	Amendment
	(18a) Member States should draw up ambitious measures to ensure retrofitting of existing heavy duty vehicles in line with Euro VI standards.
Justification
The existing vehicles remain a large part of the fleet for years and retrofitting has a large potential for reducing emissions.
Amendment  10 Proposal for a regulation Recital 18 b (new)
Text proposed by the Commission	Amendment
	(18b) Member States should regularly monitor the rates of vehicle renewal and retrofitting, intensify their efforts to reduce the rate of more polluting vehicles and report the results every year to the Commission.
Justification
Monitoring and reporting can build a basis for making emissions reduction policy more efficient in the future.
Amendment  11 Proposal for a regulation Recital 24
Text proposed by the Commission	Amendment
(24) In particular, power should be conferred on the Commission to introduce particle number based limit values in Annex I, to specify the value of the admissible level of NO2 component in the NOx limit value, to establish specific procedures, tests and requirements for type-approval, as well as a measurement procedure for particle number, and to adopt measures concerning off cycle emissions, access to vehicle repair and maintenance information and test cycles used to measure emissions. Since those measures are of general scope and are designed to supplement this Regulation by the addition of new non-essential elements, they should be adopted in accordance with the regulatory procedure with scrutiny provided for in Article 5a of Decision 1999/468/EC.	(24) In particular, power should be conferred on the Commission to introduce particle number based limit values in Annex I, to specify, if appropriate, the value of the admissible level of NO2 component in the NOx limit value, to establish specific procedures, tests and requirements for type-approval, as well as a measurement procedure for particle number, and to adopt measures concerning off cycle emissions, the use of portable emissions measurement systems, access to vehicle repair and maintenance information and test cycles used to measure emissions. Since those measures are of general scope and are designed to supplement this Regulation by the addition of new non-essential elements, they should be adopted in accordance with the regulatory procedure with scrutiny provided for in Article 5a of Decision 1999/468/EC.
Justification
Measurements of emissions in real driving conditions often reveal substantial differences between these and the figures for test-cycle emissions. In order to prevent vehicles from being designed specifically for the test cycle, which will produce higher emissions the rest of the time, the use of portable emission measurement systems and the measurement of off-cycle emissions are essential.
Amendment  12 Proposal for a regulation Article 2 – paragraph 2
Text proposed by the Commission	Amendment
This Regulation shall apply without prejudice to Article 2(2) of Regulation (EC) No 715/2007.	This Regulation shall apply without prejudice to Article 2(2) of Regulation (EC) No 715/2007, which allows approvals granted to vehicle types with a reference mass ≤ 2 610 kg to be extended, under specific conditions, to similar vehicle types with a reference mass ≤ 2 840 kg.
Justification
A number of (light-duty) vehicles types have the same technical basis. Depending on the specific upper body used, their weights might either be just beneath or just over the 2.610 kg threshold. That would mean that two vehicles which were technically identical would be treated differently; one would be considered a light-duty vehicle, and the other a heavy duty vehicle. This would make a difference with regards to the technical requirements for type approval. The provision of Regulation 715/2007/EC on this matter is added to clarify the situation.
Amendment  13 Proposal for a regulation Article 3 – point 1
Text proposed by the Commission	Amendment
(1) "engine" means the motive propulsion source of a vehicle for which type-approval as a separate technical unit, as defined in point (25) of Article 3 of Directive 2007/46/EC, may be granted;	(1) "engine system" means the engine, the emission control system and the communication interface (hardware and messages) between the engine system electronic control unit(s) (ECU) and any other power train or vehicle control unit;
Justification
Concerning point 1: compliance with Euro VI must be demonstrated for the whole 'engine system'. The engine system is the optimum interplay between the engine, the exhaust after-treatment system and additional control elements. The definition of 'engine' must be modified accordingly or replaced by a definition of 'engine system'. WHDC gtr No 4 already includes definitions for 'engine system', 'engine type' and 'exhaust after-treatment system', which can appropriately be incorporated here.
Amendment  14 Proposal for a regulation Article 3 – point 1 a (new)
Text proposed by the Commission	Amendment
	(1a) "engine type" means a category of engines which do not differ in essential engine characteristics;
Justification
Concerning point 1: compliance with Euro VI must be demonstrated for the whole 'engine system'. The engine system is the optimum interplay between the engine, the exhaust after-treatment system and additional control elements. The definition of 'engine' must be modified accordingly or replaced by a definition of 'engine system'. WHDC gtr No 4 already includes definitions for 'engine system', 'engine type' and 'exhaust after-treatment system', which can appropriately be incorporated here.
Amendment  15 Proposal for a regulation Article 3 – point 1 b (new)
Text proposed by the Commission	Amendment
	(1b) "exhaust after-treatment system" means a catalyst (oxidation or 3-way), particulate filter, deNOx system, combined deNOx particulate filter or any other emission-reducing device that is installed downstream of the engine. This definition excludes exhaust gas recirculation (EGR), which is considered as an integral part of the engine;
Justification
Concerning point 1: compliance with Euro VI must be demonstrated for the whole 'engine system'. The engine system is the optimum interplay between the engine, the exhaust after-treatment systems and additional control elements. The definition of 'engine' must be modified accordingly or replaced by a definition of 'engine system'. WHDC gtr No 4 already includes definitions for 'engine system', 'engine type' and 'exhaust after-treatment system', which can appropriately be incorporated here.
Amendment  16 Proposal for a regulation Article 3 - point 7
Text proposed by the Commission	Amendment
(7) “on-board diagnostic” or “OBD system” means a system for controlling emissions which has the capability of identifying the likely area of malfunction by means of fault codes stored in computer memory;	(7) “on-board diagnostic” or “OBD system” means a system on board a vehicle or engine which has the capability of detecting malfunctions, and, if applicable, of indicating their occurrence by means of an alert system, of identifying the likely area of malfunction by means of information stored in computer memory, and of communicating that information off-board; the Commission may, in accordance with the procedure referred to in Article 39(9) of Directive 2007/46/EC, adopt another definition in order to reflect technical progress in OBD systems;
Justification
The OBD system does not actually control emissions. The OBD system monitors the performance of the systems and components that do control emissions. The proposed new definition is in line with the one of the WWH-OBD (World Wide Harmonized On-Board Diagnostics).
Amendment  17 Proposal for a regulation Article 3 – point 11
Text proposed by the Commission	Amendment
(11) "vehicle repair and maintenance information" means all information required for diagnosis, servicing, inspection, periodic monitoring, repair, re-programming or re-initialising of the vehicle and which the manufacturers provide for their authorised dealers and repairers, including all subsequent amendments and supplements to such information. This information includes all information required for fitting parts or equipment on to vehicles;	(11) "vehicle repair and maintenance information" means all information required for diagnosis, servicing, inspection, periodic monitoring, repair, re-programming, re-initialising or the remote diagnostic support of the vehicle and which the manufacturers provide for their authorised dealers and repairers, including all subsequent amendments and supplements to such information. This information includes all information required for fitting parts or equipment on to vehicles. Manufacturers shall provide a standardised, secure, remote facility to enable accredited independent repairers to complete operations which involve access to the vehicle security system;
Justification
With the growing (electronic) complexity of vehicles, manufacturers are increasingly providing remote diagnostic support facilities. With a view to creating a level playing field between operators, these facilities should also be made available to independent operators to enable them to offer customers continued choice in repair provision. Furthermore, reference should be made to a secure link between a vehicle and the manufacturer for the re-setting of immobilisers and the re-programming of electronic control units.
Amendment  18 Proposal for a regulation Article 3 – point 11 a (new)
Text proposed by the Commission	Amendment
	(11a) "manufacturer" means the person or body who is responsible to the approval authority for all aspects of the type-approval or authorisation process and for ensuring conformity of production. It is not essential that the person or body be directly involved in all stages of the construction of the vehicle, system, component or separate technical unit which is the subject of the approval process;
Justification
Self-explanatory (definition from Article 3.27 of Directive 2007/46/EC).
Amendment  19 Proposal for a regulation Artikel 5 ‑ Absatz 4 ‑ Einleitung und Buchstabe a
Text proposed by the Commission	Amendment
4. The Commission shall, in accordance with the procedure referred to in Article 39(9) of Directive 2007/46/EC, adopt measures for the implementation of this Article. These measures shall concern the following:	4. The Commission shall, in accordance with the procedure referred to in Article 39(9) of Directive 2007/46/EC, adopt measures for the implementation of this Article. These measures must be put in place by 31 December 2009 and shall concern the following:
(a) tailpipe emissions, including test cycles, off cycle emissions, particle number, emissions at idling speed, smoke opacity and correct functioning and regeneration of pollution control devices;	(a) tailpipe emissions, including test cycles, the use of portable emissions measurement systems for verifying the actual in-use emissions, verifying and limiting off cycle emissions in order to comply with the emission limits specified in Annex I, establishment of limits for particle number while retaining the existing ambitious environmental requirements, emissions at idling speed, smoke opacity and correct functioning and regeneration of pollution control devices;
Justification
The implementing measures should be instituted by 1 April 2009 so that manufacturers and subcontractors have all the information they need in order to re-equip vehicles in accordance with the rules in time. Measurements of emissions in real driving conditions often reveal substantial differences between these and the figures for test-cycle emissions. In order to prevent vehicles from being designed specifically for the test cycle, which will produce higher emissions the rest of the time, the use of portable emission measurement systems and the measurement of off-cycle emissions are essential.
Amendment  20 Proposal for a regulation Article 5 ‑ paragraph 4 ‑ subparagraph 2
Text proposed by the Commission	Amendment
The Commission may, in accordance with the procedure referred to in Article 39(9) of Directive 2007/46/EC, adopt other measures concerning specific procedures, tests and requirements for type-approval.	deleted
Justification
This paragraph is formulated too indeterminately and too openly and allows the Commission too much freedom of action in the comitology procedure. This could result in delays in the adoption of implementing measures. The requirements for type approval should be definitive. It should only be possible to introduce new requirements with the involvement of Parliament and the Council.
Amendment  21 Proposal for a regulation Article 6 ‑ paragraph 1 - subparagraph 1
Text proposed by the Commission	Amendment
1. Manufacturers shall provide unrestricted and standardised access to on-board diagnostic (OBD) information and vehicle repair and maintenance information to independent operators.	1. Manufacturers shall provide unrestricted and standardised access to on-board diagnostic (OBD) information, diagnostic and other equipment, tools including any relevant software and vehicle repair and maintenance information to independent operators.
Justification
Independent operators need access to manufacturers’ original tools and test equipment to carry out specialist repair. As the Motor Vehicles Block Exemption Regulation (EC) N° 1400/2002 expires in 2010, an identical provision granting the same rights should be included into this Regulation.
Amendment  22 Proposal for a regulation Article 6 ‑ paragraph 1
Text proposed by the Commission	Amendment
1. Manufacturers shall provide unrestricted and standardised access to on-board diagnostic (OBD) information and vehicle repair and maintenance information to independent operators.	1. Manufacturers shall provide unrestricted and standardised access to on-board diagnostic (OBD) information and vehicle repair and maintenance information to independent operators.
	In the case of multi-stage type approval, the manufacturer responsible for the type approval in question shall also be responsible for communicating repair information relating to the particular stage to both the final manufacturer and independent operators. The final manufacturer shall be responsible for communicating information about the whole vehicle to independent operators. Charges for access time shall be levied only once.
Articles 6 and 7 of Regulation (EC) No 715/2007 shall apply.	Articles 6 and 7 of Regulation (EC) No 715/2007 shall apply mutatis mutandis. On-board diagnostic, repair and maintenance information shall accord with the CEN norm as soon as the latter is adopted.
	Until the adoption of this new standard format by CEN, on-board diagnostic, repair and maintenance information for vehicles shall be submitted in an easy-to-read and non-discriminatory form. The information shall be published on the websites of the manufacturers or, if this is impossible because of the nature of the information, in another appropriate form.
Justification
Heavy goods vehicles are often assembled by a single manufacturer. However, many of these vehicles are manufactured in several stages and, for example, sold as a chassis and an engine. The aftermarket requires repair information about both completely assembled vehicles and vehicles sold as a chassis and an engine. The provisions governing access to repair information cannot simply be transferred from Euro V (private cars) to Euro VI (heavy goods vehicles). The standard format must be adapted to the particularities of heavy goods vehicles.
Amendment  23 Proposal for a regulation Article 6 - paragraph 2- subparagraph 1
Text proposed by the Commission	Amendment
2. The Commission shall, in accordance with the procedure referred to in Article 39(9) of Directive 2007/46/EC, establish and update, for the implementation of paragraph 1 of this Article, the technical specifications relating to the way in which OBD information and vehicle repair and maintenance information shall be provided.	2. The Commission shall, in accordance with the procedure referred to in Article 39(9) of Directive 2007/46/EC, establish and update, for the implementation of paragraph 1 of this Article, the appropriate technical specifications relating to the way in which OBD information and vehicle repair and maintenance information shall be provided. The Commission shall take into account current information technology, forthcoming vehicle technology, existing International Organisation for Standardisation (ISO) standards and the possibility of a worldwide ISO standard.
Justification
It is very important to take in to account the current and coming vehicle technology and ISO standards, when the Commission establish and update technical specifications relating to OBD information and vehicle repair and maintenance information.
Amendment  24 Proposal for a regulation Article 8 ‑ paragraph 2 ‑ subparagraph 1
Text proposed by the Commission	Amendment
2. With effect from 1 October 2014, national authorities shall, in the case of new vehicles which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of Article 26 of Directive 2007/46/EC and shall, on grounds relating to emissions, prohibit the registration, the sale and entry into service of such vehicles.	2. With effect from 48 months after the entry into force of the measures referred to in Articles 4(3), 5(4) and 6(2) for the implementation of this Regulation, national authorities shall, in the case of new vehicles which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of Article 26 of Directive 2007/46/EC and shall, on grounds relating to emissions, prohibit the registration, the sale and entry into service of such vehicles.
Justification
An interval of 48 months should elapse between publication of the implementing provisions and the entry into force of the new emission standards, to ensure that manufacturers and component suppliers have all the information required in order to be able to make all the necessary technical changes to new vehicles.
Amendment  25 Proposal for a regulation Article 10
Text proposed by the Commission	Amendment
Article 10	deleted
Financial incentives
1. Subject to the entry into force of the implementing measures to this Regulation, Member States may provide for financial incentives that apply to motor vehicles in series production, which comply with this Regulation.
Those incentives shall apply to all new vehicles put on the market of the Member State concerned, which comply with this Regulation. However, they shall cease to apply on 1 October 2014 at the latest.
2. Subject to the entry into force of the implementing measures to this Regulation, Member States may grant financial incentives for the retrofitting to the emission limit values set out in Annex I of in-use vehicles and for scrapping vehicles which do not comply with this Regulation.
3. For each type of motor vehicle, the financial incentives referred to in paragraphs 1 and 2 shall not exceed the additional cost of the technical devices introduced to ensure compliance with the emission limits specified in Annex I, including the cost of installation on the vehicle.
4. The Commission shall be informed of plans to institute or change the financial incentives referred to in paragraphs 1 and 2.
Justification
Allowing individual member states to provide for financial incentives is against the principles of the Single Market and could be anti-competitive.
Amendment  26 Proposal for a regulation Article 12
Text proposed by the Commission	Amendment
1. After the completion of the UN/ECE Particulate Measurement Programme, conducted under the auspices of the World Forum for Harmonization of Vehicle Regulations, the Commission shall, without lowering the level of environment protection within the Community:	1. After the completion of the relevant parts of the UN/ECE Particulate Measurement Programme, conducted under the auspices of the World Forum for Harmonization of Vehicle Regulations, and not later than 1 April 2009, the Commission shall, pursuant to Article 39(9) of Directive 2007/46/EC, but without lowering the level of environment protection within the Community:
(a) introduce particle number based limit values, and if appropriate to specify the value of the admissible level of NO2 component in the NOx limit value; therein, in accordance with Article 39(2) of Directive 2007/46/EC;	(a) introduce particle number based limit values, and if appropriate to specify the value of the admissible level of NO2 component in the NOx limit value;
(b) adopt a measurement procedure for particle number.	(b) adopt a measurement procedure for particle number.
2. The Commission shall establish correlation factors between the European transient cycle (ETC) and the European steady state cycle (ESC) as described in Directive 2005/55/EC, and the world-wide harmonised transient driving cycle (WHTC) and the world-wide harmonised steady state driving cycle (WHSC) and shall adapt the limit values accordingly.	2. The Commission shall establish correlation factors between the European transient cycle (ETC) and the European steady state cycle (ESC) as described in Directive 2005/55/EC, and the world-wide harmonised transient driving cycle (WHTC) and the world-wide harmonised steady state driving cycle (WHSC) and shall adapt the limit values accordingly, pursuant to Article 39(9) of Directive 2007/46/EC.
3. The Commission shall keep under review the procedures, tests and requirements referred to in Article 5(4) as well as the test cycles used to measure emissions. If the review finds that those procedures, tests, requirements and test cycles are no longer adequate or no longer reflect actual world emissions, they shall be adapted so as to adequately reflect the emissions generated by real driving on the road.	3. The Commission shall keep under review the procedures, tests and requirements referred to in Article 5(4). If the review finds that those procedures, tests and requirements are no longer adequate or no longer reflect actual world emissions, they shall be adapted pursuant to Article 39(9) of Directive 2007/46/EC so as to adequately reflect the emissions generated by real driving on the road.
4. The Commission shall keep under review the pollutants listed in point 2 of Article 3. If the Commission concludes that it is appropriate to regulate the emissions of additional pollutants, it shall amend this Regulation accordingly.	4. The Commission shall keep under review the pollutants listed in point 2 of Article 3. If the Commission concludes that it is appropriate to regulate the emissions of additional pollutants, it shall submit to the European Parliament and the Council a proposal for amending the present Regulation.
Justification
The implementing measures should be adopted by 1 April 2009 so that industry has all the information it requires in order to re-equip vehicles in accordance with the rules in time.
Amendment  27 Proposal for a regulation Article 16 ‑ paragraph 2 a (new)
Text proposed by the Commission	Amendment
	2a. The Commission shall adopt the implementing measures referred to in Articles 4(3), 5(4) and 6(2) by 31 December 2009.
Justification
Manufacturers require a certain transition period between the entry into force of the Regulation and the committee procedure. In conjunction with the Euro V and Euro VI standards, the Commission has adopted various new provisions relating to newer private cars under the committee procedure, which will already become binding under the Euro V standard in September 2009, so that manufacturers are permitted hardly any transition period. The Euro VI standard should take account of this problem.
Amendment  28 Proposal for a regulation Annex I
Text proposed by the Commission
ANNEX I
Euro VI Emission Limits
Limit values   CO (mg/kWh) THC (mg/kWh) NMHC (mg/kWh) CH4 (mg/kWh) NOx (3) (mg/kWh) NH3 (ppm) PM Mass (mg/kWh) PM (1) number (#/kWh) ESC (CI) 1500 130     400 10 10   ETC (CI) 4000 160     400 10 10   ETC (PI) 4000   160 500 400 10 10   WHSC (2)                 WHTC (2)
Amendment
ANNEX I
Euro VI Emission Limits
Limit values   CO (mg/kWh) THC (mg/kWh) NMHC (mg/kWh) CH4 (mg/kWh) NOx (3) (mg/kWh) NH3 (ppm) PM Mass (mg/kWh) PM (1) number (#/kWh) ESC (CI) 1500 130     500 10 10   ETC (CI) 4000 160     500 10 10   ETC (PI) 4000   160 500 500 10 10   WHSC (2)                 WHTC (2)
Justification
A marginal increase in NOx limit value allows technical solutions that will reduce the CO2 by as much as 50%. This amendment provides a win-win solution on both air pollutants and greenhouse gases by delivering a better trade-off between NOx and CO2 emissions.

EXPLANATORY STATEMENT

The combustion of fuels based on fossil energy carriers such as petrol, diesel and gas releases emissions which damage health and flora and fauna, as well as contributing to the warming of the atmosphere.

Clean heavy-duty vehicles make a substantial contribution to better air quality in Europe. This is closely linked to the average age of the vehicle fleet on Europe's roads. If the average age of such vehicles falls, the proportion of them that emit less exhaust gases which damage the environment and health rises.

The Commission proposal

In connection with the Sixth Environmental Action Programme and the Clean Air for Europe Programme, which was based on it, the Commission submitted a proposal for a thematic strategy on air pollution in September 2005. The Commission proposal for a Euro VI regulation, submitted on 21 December 2007, is intended to be one of the measures to promote clean air.

The Commission proposal provides for the introduction of harmonised technical rules for heavy-duty vehicles in order to ensure the functioning of the internal market together with a high level of environmental protection. Limits are established for damaging emissions of carbon monoxide (CO), nitrogen oxides (NO_x) and particulates (PM). In comparison with Euro-V, the permitted particle mass is to be reduced by 66% and NO_x emissions by 80%. In order to facilitate the objective of a functioning internal market while maintaining a high level of environmental protection, the Commission proposal also provides for measures relating to access to repair information.

In parallel with the proposal for a regulation which is under consideration (the 'policy regulation'), a 'technical regulation' is being drafted in line with the two-level approach to set out the technical specifications which comply with the underlying requirements.

The Euro VI regulation is intended to replace the Euro IV emission limits which have applied since November 2006 and to replace in 2013 the Euro V emission limits which are to apply from October 2008.

Rapporteur's approach

The rapporteur regrets that the Commission proposal does not set more ambitious limits for particle mass. During the preparatory discussions it became clear that further reductions in the limits are needed in order to ensure the use of closed filters which filter out ultra-fine particles. This is technically feasible and has already been measured in tests. The rapporteur therefore proposes going a step further and reducing the particle mass limit from the figure of 10 mg/kWh in the Commission proposal to 5 mg/kWh.

The Commission proposal provides for the new limits to be introduced only with effect from 2013. However, the state of technical progress permits an earlier date of introduction. The rapporteur therefore calls for the work under the commitology procedure to be completed by 1 April 2009. The new emission limits should enter into force for new vehicle types 36 months later, i.e. on 1 April 2012, and for all vehicles on 1 April 2013.

The particulates problem should not be forgotten amongst all the debates on nitrogen oxides. In cities, especially, this pollution is perceptible. The introduction of a particle number in correlation with a small particle mass will ensure that ultrafine particles are not released. The particle number should be laid down as part of the implementing measures.

The rapporteur supports and advocates the option which remains in the Commission proposal for Member States to promote early introduction of clean vehicles by means of financial incentives.

The Commission has incorporated in its proposal the rules on access to repair information from Euro 5 and 6. Here, the rapporteur supports the Commission proposal and stresses that independent market operators must be afforded standardised access to repair and OBD information in the same way as authorised dealers and repairers. Maintenance and repair of motor vehicles help to ensure that vehicles function well and operate properly. If independent market operators can also carry out repairs without problems, this will facilitate access to regular maintenance. Regular maintenance ensures safe and moreover less environmentally damaging operation of a vehicle and therefore deserves support.

Independent tests show that emissions under real operating conditions can certainly differ from those measured in the test cycle. In order to ensure that vehicles abide by limits even outside the test cycle, the rapporteur calls for the use of portable emission measurement systems and the introduction of procedures to measure off-cycle emissions.

Retrofitting of heavy-duty vehicles with diesel particle filters can result in higher emissions of NO₂. Many towns and communes will find it difficult to comply with the forthcoming NO₂ limits under the air quality directive. In order to ensure that source-based emissions are reduced, it is important to regulate retrofitting of vehicles already in operation. The rapporteur calls on the Commission to draft a proposal on this.

In the light of the discussion on climate change and the cost savings arising from lower consumption, the rapporteur also calls on the Commission, if appropriate in the light of the measurements obtained, to submit a proposal on the regulation of carbon dioxide emissions from heavy-duty vehicles.

In demarcating what decisions are to be taken under codecision and what under commitology, it is necessary to ensure that important decisions such as those on the introduction of limits for new substances are decided under codecision.

At present, vehicles which reduce their emissions using a reagent can also operate without this reagent, thus under real driving conditions causing emissions far greater than permitted by the limits which are called for. In future, manufacturers should ensure that vehicles which comply with the Euro VI limits by using this technology can no longer be driven without the consumable reagent. This would guarantee compliance with the limits.

OPINION of the Committee on the Internal Market and Consumer Protection (25.6.2008)

for the Committee on the Environment, Public Health and Food Safety

on the proposal for a regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (EURO VI) and on access to vehicle repair and maintenance information
(COM(2007)0851 – C6‑0007/2008 – 2007/0295(COD))

Draftswoman: Anja Weisgerber

SHORT JUSTIFICATION

The objective of the proposal for a regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information is to lay down harmonised rules on the construction of motor vehicles to ensure the functioning of the internal market while at the same time ensure a high level of environmental protection regarding emissions of atmospheric pollutants.

With a view to guaranteeing effective competition on the market in repair and maintenance services and ensuring that independent operators are not excluded from that market, vehicle manufacturers must grant independent operators, such as repairers, manufacturers or distributors of repair equipment, tools or spare parts, unrestricted and standardised access to on-board diagnostic (OBD) information and vehicle repair and maintenance information

The Draftsperson overall supports the proposal, but suggests further improvements regarding the access to vehicle repair information. Heavy duty vehicles are often produced in multi-stages, and the access to vehicle repair information shall therefore be secured in these situations as well, to ensure that independent operators have access to up-to-date information of all aspects of the vehicle. The draftsperson therefore proposes that in the case of a multi-stage type-approval, the manufacturer responsible for each approval is also responsible for the supply of repair information for that stage to both the final manufacturer and independent operators.

It is not possible to simply carry over the rules on access to repair and maintenance information from Euro 5 (passenger cars) to Euro VI (heavy duty vehicles) regarding the standardised submission format. Therefore the Commission has given a mandate to the European Committee for Standardisation to develop a new format for submitting repair and maintenance information which reflects the up to date vehicles technology and is also applicable for heavy duty vehicles. As soon as this new format is adopted all repair and maintenance information shall be submitted in accordance with the new format.

AMENDMENTS

The Committee on the Internal Market and Consumer Protection calls on the Committee on the Environment, Public Health and Food Safety, as the committee responsible, to incorporate the following amendments in its report:

Amendment  1 Proposal for a regulation Recital 8
Text proposed by the Commission	Amendment
(8) Unrestricted access to vehicle repair information, via a standardised format which can be used to retrieve the technical information, and effective competition on the market for vehicle repair and maintenance information services are necessary to improve the functioning of the internal market, particularly as regards the free movement of goods, freedom of establishment and freedom to provide services. A great proportion of such information is related to on-board diagnostic systems and their interaction with other vehicle systems. It is appropriate to lay down technical specifications to be followed by the manufacturers in their websites, along with targeted measures to ensure reasonable access for small and medium-sized enterprises (SMEs).	(8) Unrestricted access to vehicle repair information, via a standardised format which can be used to retrieve the technical information and effective competition on the market for vehicle repair and maintenance information services are necessary to improve the functioning of the internal market, particularly as regards the free movement of goods, freedom of establishment and freedom to provide services. A great proportion of such information is related to on-board diagnostic systems and their interaction with other vehicle systems. It is necessary to lay down technical specifications to be followed by the manufacturers in their websites, along with targeted measures to ensure reasonable access for small and medium-sized enterprises (SMEs).
Justification
It is not only appropriate but necessary to lay down technical specifications to be followed by the manufacturers in their websites.
Amendment  2 Proposal for a regulation Recital 8 a (new)
Text proposed by the Commission	Amendment
	(8a) Not later than ...*, the Commission should review the operation of the system of unrestricted access to vehicle repair and maintenance information with a view to determining whether it would be appropriate to consolidate all provisions governing access to vehicle repair and maintenance information within revised framework legislation on type approval. If the provisions governing access to such information are consolidated in this way, the corresponding provisions of this Regulation should be repealed, so long as existing rights of access to repair and maintenance information are preserved. ___________ * Four years from the date of entry into force of this Regulation.
Justification
Access to all repair and maintenance information should be incorporated into the framework directive on type approval or other framework legislation on type approval. The corresponding Euro 5/6 regulation for passenger cars ((EC) No 715/2007) contains an identical recital (No 9).
Amendment  3 Proposal for a regulation Recital 8 b (new)
Text proposed by the Commission	Amendment
	(8b) The Commission should encourage the development of an internationally harmonised standard format for unrestricted and standardised access to vehicle repair and maintenance information, for example through the work of CEN.
Justification
The Commission shall push for an internationally harmonised ISO-standard format for the access to repair information, to ensure the development of an international harmonisation of motor vehicle regulation and to extend harmonisation to areas not yet covered
Amendment  4 Proposal for a regulation Recital 8 c (new)
Text proposed by the Commission	Amendment
	(8c) It is indispensable to elaborate a common European standard for the format of on-board diagnostic information and vehicle repair and maintenance information. As the existing Organisation for the Advancement of Structured Information Standards (OASIS) format cannot be fully applied to on-board diagnostic information and vehicle repair and maintenance information for heavy duty vehicles, CEN has been given a mandate to elaborate an extended standard for that information. That standard should be based on the OASIS format, adapting it to the special needs of heavy duty vehicles. Until such time as that standard is adopted by CEN, on-board diagnostic information and vehicle repair and maintenance information for heavy duty vehicles should be presented in a readily accessible manner and in a format guaranteeing non-discriminatory access. The information should be made available on the websites of manufacturers, or, if this is not feasible due to the nature of the information, in another appropriate format. Specifications regarding the scope of technical information defined in OASIS document SC1-D2 should be included in measures adopted for the implementation of this Regulation.
Justification
See justification for amendment to article 6(1).
Amendment  5 Proposal for a regulation Article 3 - point 7
Text proposed by the Commission	Amendment
(7) “on-board diagnostic” or “OBD system” means a system for controlling emissions which has the capability of identifying the likely area of malfunction by means of fault codes stored in computer memory;	(7) “on-board diagnostic” or “OBD system” means a system on board a vehicle or engine which has the capability of detecting malfunctions, and, if applicable, of indicating their occurrence by means of an alert system, of identifying the likely area of malfunction by means of information stored in computer memory, and of communicating that information off-board; the Commission may, in accordance with the procedure referred to in Article 39(9) of Directive 2007/46/EC, adopt another definition in order to reflect technical progress in OBD systems;
Justification
The OBD system does not actually control emissions. The OBD system monitors the performance of the systems and components that do control emissions. The proposed new definition is in line with the one of the WWH-OBD (World Wide Harmonized On-Board Diagnostics).
Amendment  6 Proposal for a regulation Article 5 - paragraph 4 - subparagraph 2
Text proposed by the Commission	Amendment
The Commission may, in accordance with the procedure referred to in Article 39 (9) of Directive 2007/46/EC, adopt other measures concerning specific procedures, tests and requirements for type-approval.	The Commission may, in accordance with the procedure referred to in Article 39(9) of Directive 2007/46/EC, and, where substantive additional burdens are implied, subject to bringing forward a full impact assessment, adopt other implementing measures concerning specific procedures, tests and requirements for type-approval in accordance with this Regulation in order to adapt it to scientific and technical progress or developments in the understanding of air quality issues.
Justification
We need to ensure that the Comitology procedure does not impose an unnecessary extra burden on industry.
Amendment  7 Proposal for a regulation Article 6 - paragraph 1
Text proposed by the Commission	Amendment
1. Manufacturers shall provide unrestricted and standardised access to on-board diagnostic (OBD) information and vehicle repair and maintenance information to independent operators.	1. Manufacturers shall provide unrestricted and standardised access to on-board diagnostic (OBD) information and vehicle repair and maintenance information to independent operators.
	In the case of multi-stage type-approval, the manufacturer responsible for each approval shall also be responsible for the supply of repair information to both the final manufacturer and to independent operators in relation to that stage. The final manufacturer shall be responsible for the supply of information to independent operators in relation to the whole vehicle. Charges for access time shall be levied only once.
Articles 6 and 7 of Regulation (EC) No 715/2007 shall apply.	Articles 6 and 7 of Regulation (EC) No 715/2007 shall apply accordingly. After the adoption of the relevant CEN standard, the on-board diagnostic information and vehicle repair and maintenance information shall be based on that standard.
	Until the adoption of the relevant CEN standard, the on-board diagnostic information and vehicle repair and maintenance information shall be presented in an easily accessible, non-discriminatory manner. The information shall be made available on the websites of manufacturers, or, if this is not feasible due to the nature of the information, in another appropriate format.
Justification
Heavy duty vehicles are often assembled by a single manufacturer, but a significant number are built in multi-stages and are sold as e.g. chassis and engine. The aftermarket needs to obtain repair information for both fully assembled vehicles and for vehicles sold in e.g. engine/chassis form.
It is not possible to simply carry-over the rules on access to repair information from Euro 5 (passenger cars) to Euro VI (heavy duty vehicles). The standardised format therefore has to be adjusted to the needs of the heavy duty vehicles sector.
Amendment  8 Proposal for a regulation Article 6 - paragraph 2- subparagraph 1
Text proposed by the Commission	Amendment
2. The Commission shall, in accordance with the procedure referred to in Article 39(9) of Directive 2007/46/EC, establish and update, for the implementation of paragraph 1 of this Article, the technical specifications relating to the way in which OBD information and vehicle repair and maintenance information shall be provided.	2. The Commission shall, in accordance with the procedure referred to in Article 39(9) of Directive 2007/46/EC, establish and update, for the implementation of paragraph 1 of this Article, the appropriate technical specifications relating to the way in which OBD information and vehicle repair and maintenance information shall be provided. The Commission shall take into account current information technology, forthcoming vehicle technology, existing ISO standards and the possibility of a worldwide ISO standard.
Justification
It is very important to take in to account the current and coming vehicle technology and ISO standards, when the Commission establish and update technical specifications relating to OBD information and vehicle repair and maintenance information.
Amendment  9 Proposal for a regulation Article 8 - paragraph 2 - subparagraph 1
Text proposed by the Commission	Amendment
With effect from 1 October 2014, national authorities shall, in the case of new vehicles which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of Article 26 of Directive 2007/46/EC and shall, on grounds relating to emissions, prohibit the registration, the sale and entry into service of such vehicles.	With effect from [48 months after the entry into force of the implementing measures referred to in Article 4(3), the first subparagraph of Article 5(4) and the first subparagraph of Article 6(2)], national authorities shall, in the case of new vehicles which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of Article 26 of Directive 2007/46/EC and shall, on grounds relating to emissions, prohibit the registration, the sale and entry into service of such vehicles.
Justification
There should be an interval of 48 months between the publication of the implementing provisions and the entry into force of the new emissions standards to ensure that manufacturers and distributors are in possession of all the information they need to apply the requisite technological advances to new vehicles.
Amendment  10 Proposal for a regulation Article 10
Text proposed by the Commission	Amendment
Article 10	deleted
Financial incentives
1. Subject to the entry into force of the implementing measures to this Regulation, Member States may provide for financial incentives that apply to motor vehicles in series production, which comply with this Regulation.
Those incentives shall apply to all new vehicles put on the market of the Member State concerned, which comply with this Regulation. However, they shall cease to apply on 1 October 2014 at the latest.
2. Subject to the entry into force of the implementing measures to this Regulation, Member States may grant financial incentives for the retrofitting to the emission limit values set out in Annex I of in-use vehicles and for scrapping vehicles which do not comply with this Regulation.
3. For each type of motor vehicle, the financial incentives referred to in paragraphs 1 and 2 shall not exceed the additional cost of the technical devices introduced to ensure compliance with the emission limits specified in Annex I, including the cost of installation on the vehicle.
4. The Commission shall be informed of plans to institute or change the financial incentives referred to in paragraphs 1 and 2.
Justification
Allowing individual member states to provide for financial incentives is against the principles of the Single Market and could be anti-competitive.
Amendment  11 Proposal for a regulation Article 13 - point -1 (new)
Text proposed by the Commission	Amendment
	-1. in Article 3, the introductory wording of point 2 shall be replaced by the following:
	"2. ‘vehicles designed to fulfil specific social needs’ means diesel vehicles of category M which are either:"
Justification
Regulation 715/2007 covering the EURO 5/6 standards introduced the concept of “special social needs” (SSN) vehicles that will have a justified benefit by being able to be type approved for EURO 5 against the emissions standards applicable to category N1 Class III vehicles. This means that Minibuses (M1) are allowed to emit more NOx than normal passenger cars (if they only have nine seats including the driver). However, the same Minibus (M2) if designed with an additional seat is treated like a normal passenger car. This amendment aims to end this unfair situation created by the definition of the SSN and to enlarge the definition of SSN to all Minibuses.
Amendment  12 Proposal for a regulation Article 15 - paragraph 1
Text proposed by the Commission	Amendment
1. Council Directive 80/1269/EEC, Commission Directives 88/195/EEC, 97/21/EC, 1999/99/EC and 2005/78/EC, and Directive 2005/55/EC are repealed with effect from 1 October 2014.	1. Council Directive 80/1269/EEC, Commission Directives 88/195/EEC, 97/21/EC, 1999/99/EC and 2005/78/EC, and Directive 2005/55/EC are hereby repealed with effect from [48 months after the entry into force of the implementing measures referred to in Article 4(3), the first subparagraph of Article 5(4) and the first subparagraph of Article 6(2)].
Justification
There should be an interval of 48 months between the publication of the implementing provisions and the entry into force of the new emissions standards to ensure that manufacturers and distributors are in possession of all the information they need to apply the requisite technological advances to new vehicles.
Amendment  13 Proposal for a regulation Article 16 - paragraph 2
Text proposed by the Commission	Amendment
It shall apply from 1st April 2013. However, Articles 8(3) and 10 shall apply from the date of entry into force and points 1(a)(i), 1(b)(i), 2(a), 3(a)(i), 3(b)(i), 3(c)(i) and 3(d)(i) of Annex II shall apply from 1 October 2014.	It shall apply from [36 months after the entry into force of the implementing measures referred to in Article 4(3), the first subparagraph of Article 5(4) and the first subparagraph of Article 6(2)]. However, Article 8(3) and Article 10 shall apply from the date of entry into force of this Regulation, and points 1(a)(i), 1(b)(i), 2(a), 3(a)(i), 3(b)(i), 3(c)(i) and 3(d)(i) of Annex II shall apply from [48 months after the entry into force of the implementing measures referred to in Article 4(3), the first subparagraph of Article 5(4) and the first subparagraph of Article 6(2)].
Justification
There should be an interval of 36 months (or, in the case of new vehicle models, 48 months) between the publication of the implementing provisions and the entry into force of the new emissions standards to ensure that manufacturers and distributors are in possession of all the information they need to apply the requisite technological advances to new vehicles.
Amendment  14 Proposal for a regulation Article 16 - paragraph 2 a (new)
Text proposed by the Commission	Amendment
	2a. The Commission shall adopt the implementing measures referred to in Article 4(3), Article 5(4) and Article 6(2) by no later than 31 December 2009.
Justification
All manufacturers need sufficient lead-in time from the completion and entry into force of the co-decision and the comitology procedure. For the recent Euro 5/6 for passenger cars the Commission introduced several new measures during the comitology procedure which will hardly be finished before they become mandatory as part of Euro 5 from September 2009 and leaves the manufacturers with almost no lead-in time. This concern must be addressed in Euro VI.

PROCEDURE

Title	Type-approval of motor vehicles and engines
References	COM(2007)0851 – C6-0007/2008 – 2007/0295(COD)
Committee responsible	ENVI
Opinion by        Date announced in plenary	IMCO 15.1.2008
Drafts(wo)man        Date appointed	Anja Weisgerber 25.3.2008
Discussed in committee	6.5.2008		27.5.2008		24.6.2008
Date adopted	24.6.2008
Result of final vote	+: –: 0:	34 0 0
Members present for the final vote	Cristian Silviu Buşoi, Charlotte Cederschiöld, Gabriela Creţu, Mia De Vits, Janelly Fourtou, Evelyne Gebhardt, Małgorzata Handzlik, Malcolm Harbour, Anna Hedh, Iliana Malinova Iotova, Kurt Lechner, Lasse Lehtinen, Toine Manders, Arlene McCarthy, Nickolay Mladenov, Bill Newton Dunn, Zuzana Roithová, Heide Rühle, Leopold Józef Rutowicz, Salvador Domingo Sanz Palacio, Christel Schaldemose, Andreas Schwab, Eva-Britt Svensson, Marianne Thyssen, Jacques Toubon, Barbara Weiler, Marian Zlotea
Substitute(s) present for the final vote	Emmanouil Angelakas, Giovanna Corda, Jan Cremers, Manuel Medina Ortega, Olle Schmidt, Gary Titley, Anja Weisgerber

OPINION of the Committee on Transport and Tourism (8.5.2008)

for the Committee on the Environment, Public Health and Food Safety

on the proposal for a regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information
(COM(2007)0851 – C6‑0007/2008 – 2007/0295(COD))

Draftsman: Johannes Blokland

SHORT JUSTIFICATION

Introduction

In introducing its proposal for Euro VI emission limits from heavy duty vehicles, the European Commission highlights the increasing environmental pressure on urban and densely populated areas. Traffic accounts for an important part of NOx and PM emissions in such areas.

With a view to addressing these problems, the Commission introduced the CAFE programme (Clean Air For Europe) in 2001. The programme focused on strategies that could contribute to a reduction of emissions and thereby improve air quality by 2020. Six areas of possible action were defined, one of which was to reduce emissions at source.

The Commission considers the Euro VI emission levels as one method of decreasing the emissions of ozone precursors such as NOx and PM. Compared with the Euro V emission limits, the limit for NOx is to be reduced by 80% and that for PM by 67%. As some technical elements of the proposal depend on progress achieved in the context of United Nations working groups, the Commission proposes to include further technical requirements only once an agreement has been reached in these working groups.

The Commission also sets requirements on the access to repair and maintenance information to independent operators, in addition to those linked to the manufacturers directly.

The results of the consultation on the Euro VI proposal showed that respondents broadly agree with the proposal.

The position of the Rapporteur

Your rapporteur agrees on the need to put effort into reducing emissions at source in order to reduce emissions from vehicles, both light and heavy. The rapporteur therefore approves of the Euro VI proposal. There are, however, some comments to be made on some elements of the proposal.

Emission Levels and Timeframe

The Commission aims to realise the concrete effects of this proposal by 2020. This is linked to the timeframe of the CAFE program. There is, however, another timeframe which should be taken into account. In 2015 new requirements on air quality will come into force. It is probable that urban and densely populated regions will have difficulties in meeting these requirements. This is partly due to vehicle emissions. Increasing the environmental performance of vehicles will therefore contribute to the improvement of local air quality, enabling Member States to get closer to the required level of quality as of 2015.

Each year 10% of the total number of heavy duty vehicles in the EU is replaced. In order to make a substantial contribution to the 2015 air quality requirements, the introduction dates of the Euro VI limits should be brought forward. As it should be possible to reach a first reading agreement with Council on this proposal before October 2008, the introduction dates should be brought forward to 1 October 2011 (type approval) and 1 October 2012 (new vehicles). Industry has indicated it requires 36 months to adapt its production lines once new requirements are introduced.

The yearly renewal of ten percent of the fleet means that it would take a minimum of ten years for the entire vehicle fleet to adapt to the new requirements and contribute to lower emission levels. It would be useful to ask the Commission to consider whether the Euro VI requirements can also be extended to 'old' vehicles by means of retro-fit systems. If investigations show that this would be technically possible, corresponding legislation should be proposed.

Access to Information

In the past, the maintenance of heavy duty vehicle was only done by repairers linked to the manufacturer of the vehicle. Over the last few years the market share of the independent operators has been steadily increasing. This implies that 'external' access to technical information on vehicles is becoming more important. This information is provided by manufacturers via their own websites. Information is accessible to independent operators, though each manufacturer presents the information in a different format which does not contribute to a level playing field between workshops.

At present there is an obligation on the provision of information contained in Regulation (EC) No 1400/2002 and a standardised format for the presentation of technical information also exists (OASIS). As Regulation 1400/2002 is expected to be repealed by 2010, requirements on access to information should be included in the current proposal. As the OASIS system is developed by both manufacturers and independent operators - under the supervision of the Commission – it should be the system under which information is presented. Standardised information will lead to a level playing field among repair workshops and will offer greater choice to customers.

Your rapporteur would like to emphasize the importance of equal access to information, presented in an identical manner, with a view to achieving a level playing field for operators. He would therefore like to strengthen the information requirements in Article 3.

Comitology

Finally, some consideration should be given to the careful use of comitology procedures. Comitology procedures are indented for the adaptation of requirements with technical progress. It should therefore not be used to introduce new technical requirements that substantially change the standards. For that reason some safeguards have been put forward in Articles 5 and 12.

AMENDMENTS

The Committee on Transport and Tourism calls on the Committee on the Environment, Public Health and Food Safety, as the committee responsible, to incorporate the following amendments in its report:

Amendment  1 Proposal for a regulation Recital 5
Text proposed by the Commission	Amendment
(5) Achieving EU air quality objectives requires a continuing effort to reduce vehicle emissions. For that reason, industry should be provided with clear information on future emission limit values.	(5) Achieving EU air quality objectives requires a continuing effort to reduce vehicle emissions. For that reason, industry should be provided with clear information on future emission limit values and be given an appropriate lead time to comply with them.
Justification
Industry needs a 36 month lead-time in order to adapt their production processes to new technical requirements.
The Commission's objective of improving air quality must be achieved, but industry must have an appropriate lead time to react to the new legislation and to recoup its substantial investment in complying with earlier regulations (e.g. Euro V).
Amendment  2 Proposal for a regulation Recital 6 a (new)
Text proposed by the Commission	Amendment
	(6a) The retro-fitting of older heavy duty vehicles with more modern emission control systems would improve air quality. The Commission should consider proposing EU legislation for such systems that also ensures that nitrogen dioxide emissions from retro-fit emission control systems are restricted.
Justification
Each year approximately 10% of the heavy duty vehicle fleet is replaced. For that reason the effect of the Euro VI provisions will take a number of years to be fully realised. In order to achieve the maximum effect from the current proposal, the Commission should investigate whether EU legislation to retro-fit systems for existing vehicles can be put forward.
Amendment  3 Proposal for a regulation Recital 7
Text proposed by the Commission	Amendment
(7) In setting emissions standards it is important to take into account the implications for competitiveness of markets and manufacturers, the direct and indirect costs imposed on business and the benefits that accrue in terms of stimulating innovation, improving air quality, reducing health costs and increasing life expectancy.	(7) In setting emissions standards it is important to take into account the implications for competitiveness of markets and manufacturers, the direct and indirect costs imposed on business and the benefits that accrue in terms of stimulating innovation, improving air quality, reducing health costs and increasing life expectancy. To favour manufacturers' competitiveness the emissions standard should remain unchanged for a minimum period of five years.
Justification
The industry needs a minimum period of stability of five years for each emission standard in order to get the return on the investments necessary to introduce the new technology. Very frequent modifications of the emissions requirements oblige the manufacturers to dedicate a lot of resources to updating current products. This penalises the time to market of new products, generating a competitive disadvantage. Only guaranteeing a sufficient and proper lead time will not jeopardise competitiveness and will ensure the achievement of environmental targets in the long term.
Amendment  4 Proposal for a regulation Recital 8
Text proposed by the Commission	Amendment
(8) Unrestricted access to vehicle repair information, via a standardised format which can be used to retrieve the technical information, and effective competition on the market for vehicle repair and maintenance information services are necessary to improve the functioning of the internal market, particularly as regards the free movement of goods, freedom of establishment and freedom to provide services. A great proportion of such information is related to on-board diagnostic systems and their interaction with other vehicle systems. It is appropriate to lay down technical specifications to be followed by the manufacturers in their websites, along with targeted measures to ensure reasonable access for small and medium-sized enterprises (SMEs).	(8) Unrestricted access to vehicle repair information in the most appropriate way, without causing a disproportionate burden relative to the benefits to customers, via a standardised format which can be used to retrieve the technical information, and effective competition on the market for vehicle repair and maintenance information services are necessary to improve the functioning of the internal market, particularly as regards the free movement of goods, freedom of establishment and freedom to provide services. A great proportion of such information is related to on-board diagnostic systems and their interaction with other vehicle systems. It is appropriate to lay down technical specifications to be followed by the manufacturers in their websites, along with targeted measures to ensure reasonable access for small and medium-sized enterprises (SMEs).
Justification
The Commission should have the power to adopt only appropriate measures concerning access to vehicle repair and maintenance information. There is no reason to cause a disproportionate burden in relation to the benefits to the customers. For example, extending the definition of repair and maintenance information to the remote diagnostic and obliging the manufacturers to enable accredited independent repairers to access the vehicle security system appear not to be appropriate.
Amendment  5 Proposal for a regulation Recital 15
Text proposed by the Commission	Amendment
(15) In order to better control actual in-use emissions including OCE and to facilitate the in-service conformity process, a testing methodology and performance requirements based on the use of portable emission measuring systems (PEMS) should be adopted.	(15) In order to better control actual in-use emissions including OCE and to facilitate the in-service conformity process, a testing methodology and performance requirements based on the use of portable emission measuring systems (PEMS) should be adopted within an appropriate time frame.
Justification
The inclusion of these elements is a very important step towards globally harmonised legislation and for the global competitiveness of the EU industry. The Commission should be bolder in the language it uses and adopt such Global Technical Regulations (gtrs) in Euro VI.
Amendment  6 Proposal for a regulation Recital 18 a (new)
Text proposed by the Commission	Amendment
	(18a) Member States should draw up ambitious measures to ensure retrofitting of existing heavy duty vehicles in line with Euro VI standards.
Justification
The existing vehicles remain a large part of the fleet for years and retrofitting has a large potential for reducing emissions.
Amendment  7 Proposal for a regulation Recital 18 b (new)
Text proposed by the Commission	Amendment
	(18b) Member States should regularly monitor the rates of vehicle renewal and retrofitting, intensify their efforts to reduce the rate of more polluting vehicles and report the results every year to the Commission.
Justification
Monitoring and reporting can build a basis for making emissions reduction policy more efficient in the future.
Amendment  8 Proposal for a regulation Article 2 – paragraph 2
Text proposed by the Commission	Amendment
This Regulation shall apply without prejudice to Article 2(2) of Regulation (EC) No 715/2007.	This Regulation shall apply without prejudice to Article 2(2) of Regulation (EC) No 715/2007, which allows approvals granted to vehicle types with a reference mass ≤ 2 610 kg to be extended, under specific conditions, to similar vehicle types with a reference mass ≤ 2 840 kg.
Justification
A number of (light-duty) vehicles types have the same technical basis. Depending on the specific upper body used, their weights might either be just beneath or just over the 2.610 kg threshold. That would mean that two vehicles which were technically identical would be treated differently; one would be considered a light-duty vehicle, and the other a heavy duty vehicle. This would make a difference with regards to the technical requirements for type approval. The provision of Regulation 715/2007/EC on this matter is added to clarify the situation.
Amendment  9 Proposal for a regulation Article 3 – point 1
Text proposed by the Commission	Amendment
(1) "engine" means the motive propulsion source of a vehicle for which type-approval as a separate technical unit, as defined in point (25) of Article 3 of Directive 2007/46/EC, may be granted;	(1) "engine system" means the engine, the emission control system and the communication interface (hardware and messages) between the engine system electronic control unit(s) (ECU) and any other power train or vehicle control unit;
Justification
Concerning point 1: compliance with Euro VI must be demonstrated for the whole 'engine system'. The engine system is the optimum interplay between the engine, the exhaust after-treatment system and additional control elements. The definition of 'engine' must be modified accordingly or replaced by a definition of 'engine system'. WHDC gtr No 4 already includes definitions for 'engine system', 'engine type' and 'exhaust after-treatment system', which can appropriately be incorporated here.
Amendment  10 Proposal for a regulation Article 3 – point 1 a (new)
Text proposed by the Commission	Amendment
	(1a) "engine type" means a category of engines which do not differ in essential engine characteristics;
Justification
Concerning point 1: compliance with Euro VI must be demonstrated for the whole 'engine system'. The engine system is the optimum interplay between the engine, the exhaust after-treatment system and additional control elements. The definition of 'engine' must be modified accordingly or replaced by a definition of 'engine system'. WHDC gtr No 4 already includes definitions for 'engine system', 'engine type' and 'exhaust after-treatment system', which can appropriately be incorporated here.
Amendment  11 Proposal for a regulation Article 3 – point 1 b (new)
Text proposed by the Commission	Amendment
	(1b) "exhaust after-treatment system" means a catalyst (oxidation or 3-way), particulate filter, deNOx system, combined deNOx particulate filter or any other emission-reducing device that is installed downstream of the engine. This definition excludes exhaust gas recirculation (EGR), which is considered as an integral part of the engine;
Justification
Concerning point 1: compliance with Euro VI must be demonstrated for the whole 'engine system'. The engine system is the optimum interplay between the engine, the exhaust after-treatment systems and additional control elements. The definition of 'engine' must be modified accordingly or replaced by a definition of 'engine system'. WHDC gtr No 4 already includes definitions for 'engine system', 'engine type' and 'exhaust after-treatment system', which can appropriately be incorporated here.
Amendment  12 Proposal for a regulation Article 3 – point 7
Text proposed by the Commission	Amendment
(7) "on-board diagnostic" or "OBD system" means a system for controlling emissions which has the capability of identifying the likely area of malfunction by means of fault codes stored in computer memory;	(7) "on-board diagnostic" or "OBD system" means a system for monitoring emissions which has the capability of identifying the likely area of malfunction by means of fault codes stored in computer memory;
Justification
An OBD system does not 'control' but instead 'monitors' emissions. If the OBD system identifies a failure in the emission system, repairs can then be carried out.
Amendment  13 Proposal for a regulation Article 3 – point 11
Text proposed by the Commission	Amendment
(11) "vehicle repair and maintenance information" means all information required for diagnosis, servicing, inspection, periodic monitoring, repair, re-programming or re-initialising of the vehicle and which the manufacturers provide for their authorised dealers and repairers, including all subsequent amendments and supplements to such information. This information includes all information required for fitting parts or equipment on to vehicles;	(11) "vehicle repair and maintenance information" means all information required for diagnosis, servicing, inspection, periodic monitoring, repair, re-programming, re-initialising or the remote diagnostic support of the vehicle and which the manufacturers provide for their authorised dealers and repairers, including all subsequent amendments and supplements to such information. This information includes all information required for fitting parts or equipment on to vehicles. Manufacturers shall provide a standardised, secure, remote facility to enable accredited independent repairers to complete operations which involve access to the vehicle security system;
Justification
With the growing (electronic) complexity of vehicles, manufacturers are increasingly providing remote diagnostic support facilities. With a view to creating a level playing field between operators, these facilities should also be made available to independent operators to enable them to offer customers continued choice in repair provision. Furthermore, reference should be made to a secure link between a vehicle and the manufacturer for the re-setting of immobilisers and the re-programming of electronic control units.
Amendment  14 Proposal for a regulation Article 3 – point 11 a (new)
Text proposed by the Commission	Amendment
	(11a) "manufacturer" means the person or body who is responsible to the approval authority for all aspects of the type-approval or authorisation process and for ensuring conformity of production. It is not essential that the person or body be directly involved in all stages of the construction of the vehicle, system, component or separate technical unit which is the subject of the approval process;
Justification
Self-explanatory (definition from Article 3.27 of Directive 2007/46/EC).
Amendment  15 Proposal for a regulation Article 5 – paragraph 4 – subparagraph 2
Text proposed by the Commission	Amendment
The Commission may, in accordance with the procedure referred to in Article 39(9) of Directive 2007/46/EC, adopt other measures concerning specific procedures, tests and requirements for type-approval.	The Commission may, in accordance with the procedure referred to in Article 39(9) of Directive 2007/46/EC, adopt other measures concerning specific procedures, tests and requirements for type-approval in order to reflect technical progress on matters covered by existing provisions.
Justification
The Commission should only be allowed to adopt measures under Article 39(9) of Directive 2007/46/EC that deal with technical progress on specific procedures, tests, etc. No new elements should be introduced under comitology.
Amendment  16 Proposal for a regulation Article 5 – paragraph 4 a (new)
Text proposed by the Commission	Amendment
	4a. The tests must be based on both laboratory simulated and real driving emissions.
Justification
The Artemis study, co-financed by the EU framework on research and development, showed that emissions during real driving can differ considerably from laboratory-based results.
Amendment  17 Proposal for a regulation Article 8 – paragraph 2 – subparagraph 1
Text proposed by the Commission	Amendment
2. With effect from 1 October 2014, national authorities shall, in the case of new vehicles which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of Article 26 of Directive 2007/46/EC and shall, on grounds relating to emissions, prohibit the registration, the sale and entry into service of such vehicles.	2. With effect from 1 October 2013, national authorities shall, in the case of new vehicles which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of Article 26 of Directive 2007/46/EC and shall, on grounds relating to emissions, prohibit the registration, the sale and entry into service of such vehicles. Within this time frame, the Commission should ensure that the industry is allowed a 36-month period of lead time to adapt its production processes.
Justification
This date should allow industry sufficient lead time to adapt its production processes but also ensure that the technical requirements can be set by the comitology procedures in due time.
This amendment is to ensure that the Commission comes up quickly with the technical specifications, without compromising the lead time for industry and compromising a strict starting date in 2012 due to strict air quality requirements in 2015.
Amendment  18 Proposal for a regulation Article 10 – paragraph 1 – subparagraph 1
Text proposed by the Commission	Amendment
Subject to the entry into force of the implementing measures to this Regulation, Member States may provide for financial incentives that apply to motor vehicles in series production, which comply with this Regulation.	Subject to the entry into force of the implementing measures to this Regulation, Member States may provide for financial incentives that apply to motor vehicles in series production, which comply with this Regulation and its implementing measures, except for the requirements of Article 6 and its implementing measures.
Justification
It should be made absolutely clear to industry that incentives are applicable for vehicles that meet the Euro VI emission limits and all implementing measures that will be part of the Euro VI package.
Amendment  19 Proposal for a regulation Article 10 – paragraph 1 – subparagraph 2
Text proposed by the Commission	Amendment
Those incentives shall apply to all new vehicles put on the market of the Member State concerned, which comply with this Regulation. However, they shall cease to apply on 1 October 2014 at the latest.	Those incentives shall apply to all new vehicles put on the market of the Member State concerned, which comply with this Regulation and its implementing measures, except for the requirements of Article 6 and its implementing measures. However, they shall cease to apply on 1 October 2013 at the latest.
Justification
It should be made absolutely clear to industry that incentives are applicable for vehicles that meet the Euro VI emission limits and all implementing measures that will be part of the Euro VI package.
This date should allow industry sufficient lead time to adapt its production processes but also ensure that the technical requirements can be set by the comitology procedures in due time.
Amendment  20 Proposal for a regulation Article 12 – paragraph 1 – introductory wording
Text proposed by the Commission	Amendment
1. After the completion of the UN/ECE Particulate Measurement Programme, conducted under the auspices of the World Forum for Harmonization of Vehicle Regulations, the Commission shall, without lowering the level of environment protection within the Community:	1. After the completion of the relevant parts of the UN/ECE Particulate Measurement Programme, conducted under the auspices of the World Forum for Harmonization of Vehicle Regulations, but at the latest by 1 October 2008, the Commission shall, without lowering the level of environment protection within the Community:
Justification
In order to provide the industry with enough lead-time to comply with the Euro VI requirements in 2011/2012, all requirements (arising from both legislation and comitology) should be available as of 1 October 2008.
Amendment  21 Proposal for a regulation Article 12 – paragraph 1 – point (a)
Text proposed by the Commission	Amendment
(a) introduce particle number based limit values, and if appropriate to specify the value of the admissible level of NO2 component in the NOx limit value; therein, in accordance with Article 39(2) of Directive 2007/46/EC;	(a) introduce particle number based limit values based on the correlation with the current state of closed diesel particulate filters, in accordance with Article 39(2) of Directive 2007/46/EC;
Justification
In order to have realistic values for particle numbers, these values should be related to the current state of closed diesel particulate filters.
Amendment  22 Proposal for a regulation Article 12 – paragraph 1 a (new)
Text proposed by the Commission	Amendment
	1a. If the development of NO2 emission levels indicates that NO2 emissions from heavy duty vehicles might exceed 150 mg/kWh, the Commission shall introduce an NO2 limit value of 150 mg/kWh for heavy duty vehicles, including an appropriate method of measurement, in accordance with Article 39(2) of Directive 2007/46/EC.
Justification
NO2 is the most important type of NOx with regard to air quality. In the context of the 2015 targeted NO2 values as part of the air quality requirements, the emission levels of NO2 should be monitored closely. When the 150 mg/kWh threshold (related to requirements for retrofit systems) is exceeded – and only then – the Commission should introduce a fixed limit value for NO2 emissions including an appropriate, harmonised method of measurement.
Amendment  23 Proposal for a regulation Article 12 – paragraph 4
Text proposed by the Commission	Amendment
4. The Commission shall keep under review the pollutants listed in point 2 of Article 3. If the Commission concludes that it is appropriate to regulate the emissions of additional pollutants, it shall amend this Regulation accordingly.	4. The Commission shall keep under review the pollutants listed in point 2 of Article 3. If the Commission concludes that it is appropriate to regulate the emissions of additional pollutants, it shall propose amendments to this Regulation accordingly.
Justification
The addition of new pollutants to might have serious consequences for industrial requirements. For this reason such additions should be dealt with via a standard legislative procedure.
Amendment  24 Proposal for a regulation Article 15 – paragraph 1
Text proposed by the Commission	Amendment
1. Council Directive 80/1269/EEC, Commission Directives 88/195/EEC, 97/21/EC, 1999/99/EC and 2005/78/EC, and Directive 2005/55/EC are repealed with effect from 1 October 2014.	1. Council Directive 80/1269/EEC, Commission Directives 88/195/EEC, 97/21/EC, 1999/99/EC and 2005/78/EC, and Directive 2005/55/EC are repealed with effect from 1 October 2013.
Justification
This date should allow industry sufficient lead time to adapt its production processes but also ensure that the technical requirements can be set by the comitology procedures in due time.
Amendment  25 Proposal for a regulation Article 16 – paragraph 2
Text proposed by the Commission	Amendment
It shall apply from 1 April 2013. However, Articles 8(3) and 10 shall apply from the date of entry into force and points 1(a)(i), 1(b)(i), 2(a), 3(a)(i), 3(b)(i), 3(c)(i) and 3(d)(i) of Annex II shall apply from 1 October 2014.	It shall apply from 1 April 2012. However, Articles 8(3) and 10 shall apply from the date of entry into force and points 1(a)(i), 1(b)(i), 2(a), 3(a)(i), 3(b)(i), 3(c)(i) and 3(d)(i) of Annex II shall apply from 1 October 2013.
Justification
This date should allow industry sufficient lead time to adapt its production processes but also ensure that the technical requirements can be set by the comitology procedures in due time.

PROCEDURE

Title	Type-approval of motor vehicles and engines
References	COM(2007)0851 – C6-0007/2008 – 2007/0295(COD)
Committee responsible	ENVI
Opinion by        Date announced in plenary	TRAN 15.1.2008
Drafts(wo)man        Date appointed	Johannes Blokland 22.1.2008
Discussed in committee	8.4.2008		5.5.2008
Date adopted	6.5.2008
Result of final vote	+: –: 0:	36 0 1
Members present for the final vote	Etelka Barsi-Pataky, Arūnas Degutis, Petr Duchoň, Saïd El Khadraoui, Robert Evans, Emanuel Jardim Fernandes, Francesco Ferrari, Brigitte Fouré, Georg Jarzembowski, Stanisław Jałowiecki, Dieter-Lebrecht Koch, Jaromír Kohlíček, Rodi Kratsa-Tsagaropoulou, Sepp Kusstatscher, Bogusław Liberadzki, Eva Lichtenberger, Erik Meijer, Robert Navarro, Josu Ortuondo Larrea, Willi Piecyk, Paweł Bartłomiej Piskorski, Luís Queiró, Reinhard Rack, Gilles Savary, Brian Simpson, Dirk Sterckx, Ulrich Stockmann, Silvia-Adriana Ţicău, Georgios Toussas, Yannick Vaugrenard, Lars Wohlin, Roberts Zīle
Substitute(s) present for the final vote	Zsolt László Becsey, Johannes Blokland, Jelko Kacin, Ari Vatanen, Corien Wortmann-Kool

PROCEDURE

Title	Type-approval of motor vehicles and engines
References	COM(2007)0851 – C6-0007/2008 – 2007/0295(COD)
Date submitted to Parliament	21.12.2007
Committee responsible        Date announced in plenary	ENVI 15.1.2008
Committee(s) asked for opinion(s)        Date announced in plenary	ITRE 15.1.2008		IMCO 15.1.2008		TRAN 15.1.2008
Not delivering opinions        Date of decision	ITRE 29.1.2008
Rapporteur(s)        Date appointed	Matthias Groote 26.2.2008
Discussed in committee	27.5.2008
Date adopted	15.7.2008
Result of final vote	+: –: 0:	51 0 1
Members present for the final vote	Georgs Andrejevs, Pilar Ayuso, Irena Belohorská, Johannes Blokland, John Bowis, Frieda Brepoels, Martin Callanan, Dorette Corbey, Chris Davies, Avril Doyle, Mojca Drčar Murko, Edite Estrela, Anne Ferreira, Karl-Heinz Florenz, Matthias Groote, Françoise Grossetête, Cristina Gutiérrez-Cortines, Satu Hassi, Gyula Hegyi, Jens Holm, Caroline Jackson, Dan Jørgensen, Christa Klaß, Holger Krahmer, Urszula Krupa, Aldis Kušķis, Linda McAvan, Miroslav Ouzký, Vladko Todorov Panayotov, Vittorio Prodi, Frédérique Ries, Guido Sacconi, Carl Schlyter, Horst Schnellhardt, Richard Seeber, María Sornosa Martínez, Antonios Trakatellis, Evangelia Tzampazi, Thomas Ulmer, Marcello Vernola, Anja Weisgerber, Anders Wijkman, Glenis Willmott
Substitute(s) present for the final vote	Inés Ayala Sender, Adam Gierek, Rebecca Harms, Jutta Haug, Johannes Lebech, Alojz Peterle, Robert Sturdy, Donato Tommaso Veraldi
Substitute(s) under Rule 178(2) present for the final vote	Elisabetta Gardini