DG GROW
Timo Pesonen meeting CLEPA
Brussels, 2 December 2019
BRIEFING NOTE (Commission Internal)
Scene setter/Context of the meeting: You will meet CLEPA which is the European Association of
Suppliers of Automotive Parts. Its members are the main
automotive suppliers, both big and very small (Bosch, DENSO,
Continental, Valeo, etc.). Main goal of the meeting is for CLEPA to
present their vision paper on the future of mobility (focused on
safety, environment, sustainability and competitiveness).
We have long-standing relations with CLEPA, with regular
meetings regarding environmental performance, safety,
automated driving, access to data, international relations and
competitiveness. CLEPA also speaks for suppliers in international
discussions in UNECE (United Nations Economic Commission for
Europe).
The European supplier industry plays a very important role as it
provides the major part of the value added on a car (e.g. Tesla
cars use Bosch sensors) and has fully embraced globalisation. It
was exposed to the market drop (-12% in first half of 2019) in
China and tensions on the international market (US tariff threats,
Brexit).
Objective of the meeting: Exchange of views on files of key importance:
automated/connected vehicles, vehicle emissions, conformity of
car components and access to vehicle data, remaining post-
dieselgate actions.
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Main messages
•
Encourage CLEPA members to push the automation and
safety agenda in UNECE and access to in vehicle data in
Brussels.
•
Encourage CLEPA members to participate in the work
towards EURO 7 emission legislation for both light and
heavy duty vehicles.
•
Cal upon CLEPA to engage in the implementation of the
remaining post-dieselgate commitments
(Craiova
Roadmap), for example regarding making available retrofit
solutions.
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Line to take
Automated and connected mobility strategy and safety:
regulatory framework, UNECE discussions, Infrastructure for
connectivity
• CLEPA must help in speeding up the automation agenda and
safety in UNECE and in the EU by building a supportive
European industry approach.
• We count on your input in the ongoing discussion on access
to vehicle data and more generally on data/Artificial
Intelligence given a particular position of CLEPA supplying
both car manufacturers and the aftermarket.
Questions to the interlocutor
• What is the view of CLEPA regarding future connectivity
needs for autonomous vehicles? Will 5G prevail? How do we
get there?
• Should we regulate access to vehicle data in general or let
competition rules apply?
Future Emissions Regulations
• We count on your constructive participation in the
upcoming discussions on the new generation of emissions
rules. We have seen that it is identified as one of the key
policy priorities for sustainable mobility in your recent
White Book.
• Your timely input and expertise will be indispensable for the
quick delivery on this task.
Questions to the interlocutor
• Where do you see the chal enges for the future emission
standards (e.g. regarding technology neutral approach,
combining LDV (light duty vehicles) and HDV (heavy duty
vehicles) provisions)?
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• What are the predictions on the vehicle emissions reduction
potential of your latest generation of product offerings?
Cleaning up the past
• Although a lot has been done to make sure that cars
affected by defeat devices are recalled and fixed, almost 4
years after the start of dieselgate the overall recall rate is far
from impressive. There are still millions of diesel cars to be
fixed.
• CLEPA has to urge its members to assist the car
manufacturers in their efforts to offer reliable solutions for
the recalled vehicles (software and/or hardware).
Questions to the interlocutor
• Are your members actively involved in the exercise of
bringing vehicles back into conformity?
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Background information
Name of the Director who has cleared the briefing: G. Cozigou
BASIS request ID:6982
Room, time: Brussels 15.00
Participants: Timo Pesonen/ACEA (Ms
, CLEPA
Name of main contact person:
(
),
(
)
Telephone number:
/
Directorate/Unit: GROW/C4
Automated and connected mobility strategy
The Commission adopted on 17 May 2018 a strategy on automated and connected
mobility as part of the 3rd mobility package. The strategy proposed a vision on the
development of connected and automated mobility in the next 10 years as wel as a
roadmap of actions. DG GROW was on the lead, DG MOVE, CNECT and RTD were co-
lead.
The strategy is based on three pil ars to ensure that: 1) key technologies are developed
in the EU, 2) automated/connected vehicles are safe and 3) automated/connected
mobility benefits to citizens.
First steps of the strategy have already been delivered especially in the safety pillar: the
new regulation on vehicle general safety (see also below) will provide a clear legal
framework for the approval of automated and connected vehicles. The Commission
services also worked with the Member States on guidelines for the approval of
automated vehicles in the meantime (supported by Member States on 12 February
2019).
On the technology pil ar, the strategy on automated and connected mobility announced
a public-private partnership (PPP) for this sector. Discussions are stil on-going within
the framework of the future research programme “Horizon Europe”. CLEPA is of course
interested by this discussion. The Commission (lead: DG MOVE) is also establishing a
new EU platform to coordinate open road testing of automated/connected vehicles:
The call was launched and the first meeting is scheduled on 25 June 2019.
Final y, as automated vehicles could open up new opportunities for further
harmonization on traffic rules. Whereas existing traffic rules for traditional vehicles may
be difficult to harmonise, traffic rules for automated vehicles are new and could be
easier to harmonise. DG MOVE could play a bigger role in this respect. Today this topic
is mainly managed by Member States which do not manage to agree in the framework
of the United Nations (UNECE).
Vehicle safety
As part of the 3rd mobility package,
the Commission proposed on 17 May 2018 a new
Vehicle General Safety Regulation. The new regulation makes obligatory the fitting of a
number of driver assistance systems and gives special focus to the most vulnerable road
users – pedestrians and cyclists. New features include Advanced Emergency Braking
systems, Lane Keeping Assist system, Intelligent Speed Assistance for cars but also direct
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link to page 6 link to page 6 link to page 6 link to page 6
vision requirements and cyclist detection for trucks. The regulation also gives the
mandate to the Commission to regulate automated and connected vehicles (e.g.
interaction with the driver and other road users, black box, cybersecurity). The co-
legislator reached a political agreement on the text on 26 March 2019 and the new text
should become applicable from mid-2022 and necessary implementing legislation
(technical standards) shal be developed within 15 months. CLEPA was a big supporter
of the new regulation.
It is intended to develop the implementing legislation needed for the general safety
regulation through regulations of the United Nations (so cal ed 1958 and 1998
agreements on vehicle regulations of the UNECE) as these regulations would apply
beyond the EU (Japan, China, USA, Russia, Korea are there). The EU Commission is
pushing the agenda in UNECE. A new dedicated group on automated/connected
vehicles has been created and we are now agreeing on priorities of work and
deliverables. The EU and Japan are leading on automated vehicles whereas other
regions are following (China) /not wil ing to regulate (US). But we created momentum
and China and the US showed recently great interest in this topic (wil ing to lead on
some work items).
Access to data
The access to in-vehicle data is regulated since 2007 in the EU vehicle approval
legislation
1 to ensure a fair access to car data by independent repairers. This legislation
is now being updated to take into account the increasing use of connectivity (3G-4G)
(so-called remote diagnostic)
2. The European Parliament also cal ed in 2018 the
Commission to legislate to ensure fair access to in-vehicle data and resources in
gene
ral3 and the Commission promised to study further options
4 to the current legal
framework. The aforementioned issues have been subject to exchanges in the Motor
Vehicle Working Group on 10 April 2019 and 3 July 2019. This is a highly controversial
file between car manufacturers that have a clear advantage in accessing vehicle data
and other after market actors that are also willing to access these data. GROW is
expecting four further meetings and the results of the stakeholders consultation wil be
fed into a study to be released by the end of 2019 and a possible new legislation by
2020.
Future Emission Standards
In 2018 the Commission started the work towards reviewing and updating the EURO
emission standards for both light and heavy duty vehicles. The first step was a
Stakeholder event, held on the 24 October 2018 with the participation of more than 100
1
Regulation 715/2007.
2
As required by Art 61 of Regulation (EU) 2018/858.
3
See request from the European Parliament in its resolution on a European strategy on Cooperative Intelligent Transport
Systems (P8_TA(2018)0063) and on autonomous driving in European transport (P8_TA-PROV(2019)0005)
4 “On the road to automated mobility: An EU strategy for the mobility of the future”.
https://eur-
lex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2018:0283:FIN:EN:PDF
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experts in the field. The work wil continue in 2019 and 2020, with the help of two
studies launched by the Commission.
The first study wil contain on a critical review of the effectiveness of the current
approach used in the emissions type-approval legislation in Europe, learning also
lessons from legislation in other parts of the world. A review of emission tests for
pol utants wil assess the current tests and procedures for the quantification of
pol utants and GHG emissions, including for new technologies, with the aim to present
options for a new array of tests that would be fit for purpose. Such new tests may
include existing ones, such as the RDE one, with or without modifications, but also
redesigned tests based on existing ones, or even completely new types of tests and
procedures. As examples, tests for non-regulated pol utants, new concepts of on-board
monitoring of emissions and methods making market surveillance more effective shall
be assessed as part of this study.
The second study wil focus on the feasibility of new emission limits, al aspects related
to the security of emission systems and software, anti-tampering measures and
enforcement with periodic technical inspections or roadside inspection and
improvements to the emission type approval process. The second study wil also
develop the technical elements for the impact assessment of the proposed emission
standards.
By the end of 2020, the Commission should have al the technical elements to prepare a
proposal for the future and hopefully final step of the emission standards.
Dieselgate/Roadmap towards clean vehicles
•
Dieselgate
In September 2015 we learned that some European car manufacturers were cheating
when their cars were tested on the level of emissions. They used defeat devices which
recognise that the car is being tested and change the car’s behaviour to reduce
emissions during the test. Yet on the road the cars emit more.
Together with the European Parliament and the Member States we have changed the
rules to ensure that Dieselgate wil not happen again and to restore the confidence of
EU citizens in the system and in European car manufacturers.
•
Roadmap towards clean vehicles
During the Automotive Industry Forum (18 March 2019) organised by the Romanian
Presidency in Craiova (Romania) Commissioner Bieńkowska handed over a ‘Roadmap
towards clean vehicles’ to Mr Niculae Bădălău, Minister for Economy of Romania
representing the presidency of the Council of the EU. The roadmap, which the
Commission has worked on jointly with national experts, lays out actions that
Commission, EU countries and industry should take to realise a full shift to clean cars.
The Juncker Commission has led the transition to low and zero-emission mobility. Three
major legislative packages called ‘Europe on the Move’ and different measures to
support alternative fuels, battery production and connected and automated driving
build the core of the Commission efforts. The objective of the roadmap defines various
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action areas including: the efficient implementation of new type approval
rules and emissions tests developed and proposed by the Commission; a quick delivery
on the recal s of non-compliant cars; the creation of a cleaner car fleet by means of
retro-fitting; and improved consumer information and protection.
Non-compliant components on European market
Following a meeting between DG GROW (Gwenole Cozigou) and the Ministry of
Transport of Germany (16.9.2019), we were informed about a breach of Directive
2000/53 on end-of-life vehicles (ELV) and our Type Approval Directive. Germany further
reported this during the 3rd meeting of the Forum for Exchange of Information on
Enforcement which took place on 15 October 2019. The Czech Republic reported a
similar situation. The breach consists in Chinese transistors containing illegal amounts of
lead, which Continental and Bosch have supplied since 2016 to several car
manufacturers in the EU, Japan and Korea. The information available to us also suggests
that the use of incompliant components might have occurred in further applications in
printed circuit boards in electronics. The issue was in the news in August 2019 and there
is a suspicion that the transistors were supplied to car manufacturers since 2013. It is
also suspected that a similar issue might exist with Cadmium in electric vehicles.
Annex II of the ELV Directive states that a maximum concentration value up to 0, 1% by
weight for lead in homogeneous material of vehicles shall be tolerated. According to
the information available so far, the amounts of lead found in the concerned transistors
are well above the 0.1 % limit.
According to Germany, Continental would have committed to compensate the amount
of lead illegally placed on the market by reducing drastically (well below the legal limit)
the amount of lead in transistors the future. Continental also agreed to a financial fine
of around EUR 25 mil ion. The case is under investigation by the competent ministry of
environment on Lower Saxony. A similar investigation is ongoing with Robert Bosch
GmbH.
The problem is, according to Germany, of worldwide relevance (except the US as the
limits are different).
A joint letter was sent by DG ENV-DG GROW to all member States to enquire on the
measures taken to ensure compliance with the provisions of the ELV and type-approval
Directives in respect to the presence of hazardous substances in vehicles put on the
market after 1 July 2003. We also asked for information on the measures taken to
correct the identified issue in case the Member States were aware of the breaches
mentioned above.
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