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1 EUROPEAN COMMISSION INTERNAL MARKET, INDUSTRY, ENTREPRENEURSHIP AND SMEs DIRECTORATE-GENERAL Industrial Transformation and Advanced Value Chains Automotive & Mobility Industries Working Group on "Motor Vehicles" Brussels, 19 July 2016 GROW/C/4 CM SUMMARY REPORT OF THE 132ND MEETING OF THE WORKING GROUP ON "MOTOR VEHICLES" ****************** BRUSSELS, 5 JULY 2016 Documents can be downloaded from the CIRCABC group: 1. Approval of the draft agenda; The agenda was approved. 2. Updating of the MVWG members list (document members list ); Participants were asked to send any updates or modifications to the secretariat. 3. Approval of the draft summary report of the 131st meeting of the Working Group "Motor Vehicles" held on 16 February 2016; The draft summary report of the 131 st meeting was approved. 4. Presentation by the Commission services on the AVAS requirements to be detailed in Regulation (EU) No 540/2014; The Commission representative presented the first draft of the delegated act (DA) on the Acoustic Vehicle Alerting System (AVAS) installed on M and N category vehicles, which will detail the AVAS requirements already laid down in Annex VIII to Regulation (EU) No 540/2014 on the sound level of motor vehicles. In accordance with Article 8 of that Regulation, this DA will be based on the work carried out on AVAS by UNECE. Currently, the new UN Regulation No 138 on Quiet Road Transport Vehicles (QRTV) is expected for entry into force by UNECE as from 29 September 2016 and subsequent publication is estimated mid of October 2016; it contains also the AVAS requirements. In the AVAS presentation it was clarified that the following technical requirements in Annex VIII to Regulation (EU) No 540/2014 have been retained and detailed through reference to the UN R138, namely: Commission européenne, B-1049 Bruxelles / Europese Commissie, B-1049 Brussel - Belgium. Telephone: (32-2)

2 - the AVAS sound generation in forward and reverse vehicle motions, adding from UN R138 the requirements on testing, min vehicle sound level and frequency shift when no AVAS in reverse, due to vehicle warning alarm; - the AVAS sound attenuation, adding from UN R138 the Min sound level & frequency shift requirements; - the sound produced, adding from UN R138 the frequency shift requirement, driver selectable sounds possibility and optional stationary noise possibility conformal to the attenuation requirements; - the sound volume, adding from UN R138 the overall vehicle sound requirements; - transitional provisions on test track for the sound measurements, added from UN R138. In particular, the following requirements have been modified / added: - the AVAS pause switch, named pause function and being optional, in accordance to UN R138; - the UN type-approval certificate ("communication") is accepted instead of the EU one and the AVAS vehicle marking is accepted in addition to the vehicle statutory plate set out by the EU type-approval requirements. The participants were invited to provide for comments during the meeting or in writing till end of July The Commission will prepare the second draft of the DA on AVAS by end of September 2016, which will be further discussed in the next MVWG meeting or, alternatively, comments may be received from the MVWG participants on this till October The interservice consultation will be planned end of 2016 / start of 2017, aiming at the DA adoption in the 1st quarter The AT representative observed the drafting error in the entry into force article ("This Regulation shall enter into force on the third following ", word "day" missing after "third") and commented that in Annex I (3a) the reverse motion sound requirements should more clearly refer to the case of sound generation. Also, AT suggested that already existing requirements in UN R138, such as the "communication" and the vehicle marking, should not be copied in the AVAS DA from UN R138. The ETSC representative commented that the AVAS DA should consider that the AVAS generate sound in the future at vehicle speeds higher than 20 km/h, because the future generations of tyres are expected to be more silent. The Commission representative responded that the state-of-the-art is that at vehicle speeds above 20 km/h the tyres of QRTV emit enough sound to warn vulnerable road users. Below such speed AVAS is necessary, unless the power train system and tyres emit enough sound for such a warning. It is also expected that in the future, therefore probably when the tyres will be emitting lower level sound, AVAS will be replaced by nonacoustic safety measures. The AT representative was invited to send comments in writing and was informed that the Commission will continue working on this DA to ensure the consistency of the EC and UN work. The DA will be discussed to in the MVWG and in a specially created MS Experts Group. 2

3 With no more comments from the participants on this point, it was concluded. 5. Tightening of the tyre limits presentation by the Netherlands; M+P consulting engineers (studying and developing solutions related to noise, vibrations and air quality, represented by Mr Erik de Graaf), presented, on behalf of the Netherlands, statistics on tyre performance with respect to the corresponding limits in GSR (Regulation (EC) No 661/2009) and in Regulation (EC) No 1222/2009 on tyres labelling. The statistical analysis has been performed on the basis of the tyres labels in the VACO database, section of the Netherlands. It has been focused on the C1, C2 and C3 tyres for summer, winter and special use and their corresponding top 7 brands and top 7 sizes, which represent 90% of the tyres sold in the Netherlands, and for which road performance and OEM tyres have been considered. The sound emission levels of those tyres have been found to have been reduced between 2007 and 2013, whilst their fuel efficiency, wet grip and sound emission have improved from 2013 to Those tyres have been found in their majority compliant with the limits on fuel efficiency, wet grip and sound emission, set out in GSR. The main conclusion of this study is that there is a trend for better performance in all aspects/classes of those tyres. Also, the Netherlands (Mr Johan Sliggers, Ministry of Infrastructure and the Environment) presented their views on strengthening tyre limits, with respect to the values in GSR and in Regulation (EC) No 1222/2009. These are based on the study commissioned by the Dutch Ministry of Infrastructure and the Environment, which has concluded the potential benefits in the EU by using the best tyres, labelled with A for all sound emission, wet grip and fuel saving performance. The Netherlands proposal presented a more gradual approach, by suggesting the EU-wide annual reduction of CO2 emissions by 35 Mtons, the annual fuel savings by 13,5 Gl, annual reduction of fatalities by 2000, slight and serious injuries by and 10000, respectively, and total savings by 26 billion EUR. Consequently, the Netherlands invited the Commission to start working on the evaluation and subsequent strengthening of the limit values for tyres on wet grip, rolling resistance and sound emissions in GSR and to adjust the Regulation on Tyre Labelling accordingly. The ETRMA representative thanked the Netherlands for the presentations and presented a position paper on the views of the Netherlands on the tyres limit values. It was recalled that the principle of not compromising the safety levels to improve the overall performance of tyres is recognized by the Commission and that already the tyres performance limits have been tightened three times without corresponding improvement on other interacting factors e.g. roads (holistic approach). The scenarios to conclude the improvement of tyres performance are much more complicated than presented by the Netherlands, including the phasing in of tyres to the requirements set out in GSR. The 7 top brands and 7 sizes of tyres, which are representative in the Netherlands are a small part out of hundreds of brands and products and the test track that will be used for the sound emission measurement of tyres will be in accordance to the enhanced ISO 10844:2014 and not its 1994 version, used in the Netherlands study. Therefore, ETRMA concluded that for the tyres labelling the work to be carried out should focus on their performance and not monetized values and invited the EU Member States and the Commission to hold an assessment for this. The ANEC representative commented that the increase of tyres lifetime expectancy should be also considered in the improvement of tyres performance. 3

4 The Netherlands confirmed that their views are in line with the ETRMA approach and suggested that the Commission take into account of all parameters in assessing the new performance limits of tyres, e.g. roads, but for these ones there are not known performance limits. The cost of tyres is important for the EU drivers and the CO2 emissions important for the environmental quality. Madam Chair commented that the best way forward is to allow for comments and questions on the matter by all MVWG participants. Depending on this feedback, a further in-depth assessment might be necessary, with due consideration given to all necessary aspects. A CIRCABC platform will be created to receive the comments and questions from the MVWG participants. 6. Update on the Communication to the European Parliament and the Council regarding reporting on advanced vehicle safety features, in relation to the revision of the General Safety and Pedestrian Safety Regulations, The Commission representative made a comprehensive presentation (now available on CIRCABC) about the status of the Communication and the key safety issues covered by the review of the General Safety and Pedestrian Safety legislation. Notably the revised implementation time table and bundling of certain measures were clarified. He further explained that the adoption of the Communication was foreseen over the summer and pending inter-service consultation input from other Commission services and cabinets. He finally noted that all manufacturers, suppliers, safety and environmental organisations, as well as Member States are invited to participate in the stakeholder engagement sessions to be planned for the second half of the year. This is deemed very important as the sessions will be organised by contractor TRL to use the input for the in depth cost benefit study that will in turn form the basis for the detailed Impact Assessment. ACEA requested that the issue of competitiveness, cumulative costs, costs to consumers and impact on e.g. CO2 emissions will be carefully reviewed in the context of the Impact Assessment, which was confirmed by the Commission. ETSC welcomed and supported the initiative, but noted that implementation times could be earlier. 7. Update on the Commission report to the European Parliament and the Council on the operation of the system of access to vehicle repair and maintenance information; The Commission representative made a short presentation (now available on CIRCABC) on the outline of the draft report on access to vehicle RMI, its key recommendations, timetable for adoption and other additional work to be carried out in the field of access to vehicle RMI. The NL representative took the floor to ask for further information on the implementation of the different actions mentioned during the presentation. Madam Chair explained that there were four different strands of work: Simple updates of the legislation, such as inserting the SERMI scheme or the ISO standards on access to RMI which would be carried out in a Commission Regulation in the framework of the next revision of an emissions comitology act (phase II of WLTP or as a stand-alone revision). 4

5 Other fine-tuning of the legislation to be carried out in the context of the consolidation of the current RMI provisions from the emissions Regulations (Euro 5, Euro 6) into the new type-approval Regulation, currently examined by Parliament and Council. The Commission report on access to vehicle RMI would be a first step for a possible revision of the existing EU legislation. The need for a new co-decision proposal on RMI should be assessed on the basis of the reaction of Parliament and Council to said report. On the need to adapt the existing RMI legislation to technical progress, work is ongoing with DG MOVE, which is currently launching a study in the framework of the C-ITS Platform (ecall). Although DG MOVE is leading this file, DG GROW is actively and permanently involved in this exercise. The results of the study will be the basis for said adaptation to technical progress. The IT representative intervened to request an explanation on the link between the PTI Directive and the legislation on access to vehicle RMI. The Commission representative pointed out that the legislation on PTI has a different legal basis and a different purpose than the one on access to RMI and that as it was not mentioned expressly in the PTI Directive, access to PTI information for independent operators is not foreseen as an obligation incumbent on OEMs. The FIGIEFA representative stressed the need to start work on a legislative revision as regards legacy issues and not to wait until the telematics (C-ITS Platform study) section is ready. Madam Chair explained that the work on the legacy issues (Ricardo-AEA Study) will start with the reflections in and the reactions to the Commission report on RMI. The EGEA representative took the floor in support of FIGIEFA and in favour of access to PTI information for independent operators. 8. AOB 5