COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS Digital Tachograph: Roadmap for future activities
Date: 2011-07-19
Institutions: European Commission
Subjects: driving licence, road safety, speed control

EUROPEAN COMMISSION 

Brussels, 19.7.2011 
COM(2011) 454 final 

COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN 
PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL 
COMMITTEE AND THE COMMITTEE OF THE REGIONS 

Digital Tachograph: Roadmap for future activities 

 
 
 
 
  
 
COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN 
PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL 
COMMITTEE AND THE COMMITTEE OF THE REGIONS 

Digital Tachograph: Roadmap for future activities 

1. 

INTRODUCTION 

Tachographs play a crucial role in checking compliance by professional road transport drivers 
with  the  rules  on  driving  time  and  rest  periods.  They  contribute  to  improving  road  safety, 
drivers’ working conditions and fair competition between road transport companies. Making 
tachographs more cost-effective is one of the key elements of the strategy of the Commission 
to  further  integrate  the  road  freight  transport  market  and  render  road  transport  safer,  more 
efficient and competitive as outlined in the White Paper on transport of 28 March 20111 . 

– 

– 

This  Communication  accompanies  a  proposal  to  amend  Council  Regulation  (EEC) 
No 3821/85  on  tachograph.  This  proposal  aims  at  improving  the  efficiency  and  the 
effectiveness of tachographs, and to ensure that professional drivers respect the rules 
on  driving  hours  and  rest  periods.  It  follows  up  the  recommendations  of  the  High 
Level  Group  of  Independent  Stakeholders  on  Administrative  Burdens2  and  reports 
from national control and police organisations on manipulations and frauds.  

The  proposed  regulation  includes  measures  to  improve  the  technical  capabilities  of 
the digital tachograph3 and make it a real 'smart' tachograph, as well as non-technical 
measures  such  as  improving  the  trustworthiness  of  the  workshops,  introducing  a 
minimum  degree  of  harmonisation  of  sanctions,  of  training  of  control  officers  and 
simplifying rules on the us eof tachograph by exempting certain SMEs.  

A  number  of  other  measures  required  to  improve  the  effectiveness  and  efficiency  of  the 
tachograph  system  were  identified4  by  the  Commission  when  preparing  this  proposal. 
However, they can not be implemented directly by the proposed regulation itself. The present 
Communication  explains  how  and  when  the  Commission  intends  to  implement  these  other 
measures which are needed but not integrated in the accompanying legislative proposal. Four 
measures will need to be taken and are detailed in this Communication:  

–  It will be necessary to change by delegated acts the technical specifications of the digital 
tachograph laid down in Annex IB of Regulation (EEC) N° 3821/85. This will facilitate the 
development and production of tachographs with the new technical capabilities introduced 
by the legislative proposal as mentioned above. More importantly, it will be necessary to 
upgrade  the  security  mechanisms  in  order  to  preserve  the  current  level  of  security  and 

1 
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4 

COM(2011)144 final 
http://ec.europa.eu/enterprise/policies/better-regulation/administrative-burdens/high-level-
group/index_en.htm 
Connection  to  a  Global  Navigation  Satellite  System  (GNSS)  devices  for  remote  communication  with 
roadside  enforcement  officers  and  development  of  a  standardised  interface  with  Intelligent  Transport 
Systems applications. 
See Impact Assessment SEC(2011)948 

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avoid  fraud  and  tampering  with  the  data  recorded  by  tachographs.  These  changes  will 
require a migration strategy in order to ensure compatibility between the existing cards and 
vehicle units in operation and those to be introduced.  

–  As regards security seals on tachographs to prevent interference with the data, harmonised 
standards  should  be  developed  by  the  appropriate  standardisation  bodies.  To  launch  this 
procedure, the Commission must issue a mandate to CEN under Directive 98/34/EC of the 
European Parliament and of the Council of 22 June 1998 laying down a procedure for the 
provision of information in the field of technical standards and regulations5, which defines 
the framework for standardisation activities.  

–  The proposed regulation will make it necessary to improve the decision-making process on 
tachographs in the context of the so-called AETR agreement6 signed by the 27 EU Member 
States  and  22  European  countries  (including  CIS  countries,  Turkey  and  Western  Balkan 
countries).7  In  2010  a  modification  of  AETR  made  the  digital  tachograph  the  obligatory 
recording  equipment  for  international  transport  in  22  non-EU  AETR  countries.  A 
consequence of this success in spreading the EU-developed tachograph beyond its borders 
is that these non-EU countries now become involved in the future technical adaptation of 
the  device.  The  uniform  implementation  of  tachograph  use  enables  EU  road  hauliers  to 
compete on an equal footing with road hauliers from these non EU-countries and which is 
ultimately in the interest of the EU.  

–  Lastly,  Directive  2006/126/EC  on  driving  licences  will  need  to  be  amended  in  order  to 
organise properly the merging of cards used by professional drivers in digital tachographs 
with their driving licences from 2018, as foreseen in the accompanying Regulation .  

2. 

CHALLENGES 

2.1. 

Adapting the security features of the tachograph  

2.1.1.  Current situation 

The tachograph has to be capable of delivering reliable and trustworthy data to allow effective 
checks  on  drivers’  driving  times  and  rest  periods.  The  data  must  for  instance  be  useable  in 
court  proceedings.  The  security  of  the  tachograph  system  is  therefore  crucial  to  preventing 
fraud and unlawful manipulation. The obligation to provide sufficient guarantees in respect of 
technical  security  measures  and  organisational  measures  governing  the  processing  of  data 
stems also from the fact that the data processed are personal data. Their processing is subject 

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7 

OJ L 204, 21.7.1998, p. 37–48. 
European  Agreement  concerning  the  Work  of  Crews  of  Vehicles  engaged  in  International  Road 
Transport 
Albania,  Andorra,  Armenia,  Azerbaijan,  Belarus,  Bosnia  and  Herzegovina,  Croatia,  Kazakhstan, 
Liechtenstein,  Moldova,  Monaco,  Montenegro,  Norway,  Russian  Federation,  San  Marino,  Serbia, 
Switzerland,  The  Former  Yugoslav  Republic  of  Macedonia,  Turkey,  Turkmenistan,  Ukraine, 
Uzbekistan. 

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to  the  principles  enshrined  in  Directive  95/46/EC8  on  the  protection  of  personal  data  and 
Directive 2002/58/EC9 which require that personal data are processed securely.  

Maintaining  the  security  level  over  time  entails  continual  adaptation  to  the  progress  of 
Information Technologies (IT). A relatively high level of security is indeed necessary to make 
unauthorised  changes  to  recorded  data  impossible  (integrity),  to  identify  unequivocally  the 
origin of data and to ensure that data are always available when needed/requested. The current 
tachograph legislation has set a certain security level and imposes some security mechanisms 
which are supposed to meet this security level (called ‘ITSEC level E3 high’)10 However, the 
developing power of computers and progress in cryptography and in cracking ciphers means 
that  this  security  level  is  no  longer  guaranteed  by  the  security  mechanisms  foreseen  by  the 
current specifications11. If left unchanged, the probability that the system will be cracked will 
increase year-on-year. What was considered state of the art previously and which were hard to 
attack several years ago become easier to crack now as IT becomes more and more developed 
and sophisticated.  

This  discrepancy  between  the  security  level  required  and  the  technology  supposed  to 
guarantee  this  security  level  has  already  led  the  Commission  to  take  its  own  corrective 
actions.  The  latest  amendment  of  Annex  IB  of  Council  Regulation  (EEC)  No  3821/8512 
stipulates that type approval can continue to be granted in circumstances where the authorities 
who  certify  compliance  with  the  security  level  of  the  Regulation  refuse  to  certify  new 
equipment on the grounds of obsolescence of security mechanisms.  

2.1.2.  Modifications to be planned  

Action must be planned to restore and maintain the security level, using an appropriate new 
set of security mechanisms, and employing more up-to-date standards and methods. Annex IB 
to  Council  Regulation  (EEC)  No  3821/85  and  its  appendices  will  need  to  be  modified  by 
means of delegated acts. The Commission will first carry out a general security assessment to 
identify the weak points in the security set-up. In a second step, it will identify and validate 
the  requirements  for  the  strength  of  the  security  mechanisms  applicable  to  vehicle  units, 
motion sensors and tachograph cards.  

The aim will be for new equipment put onto the market to restore as a minimum the initial 
level  of  security  (ITSEC  level  E3  high),  and  to  assure  this  level  of  security  for  a  sufficient 
number of years. New encryption methods will be needed, which will in turn require changes 
in  the  hardware  (longer  “key  lengths”).  The  modifications  of  Annex  IB  will  relate  to  the 
sections identified in Annex I of the present Communication. 

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12 

Directive 95/46/EC of the European Parliament and of the Council of 24.10.1995 on the protection of 
individuals with regard to the processing of personal data and on the free movement of such data, OJ L 
281 of 23.11.1995, p.31 
Directive  2002/58/EC  of  the  European  Parliament  and  of  the  Council  of  12.07.2002  concerning  the 
procession  of  personal  data  and  the  protection  of  privacy  in  the  electronic  communications  sector 
(Directive on privacy and electronic communications) 
See requirement CSP_105 in Appendix 10 of Annex IB to Council Regulation (EEC) No 3821/85. 
See requirement CSM_014 in Appendix 11 of Annex IB to Council Regulation (EEC) No 3821/85. 
Commission  Regulation  (EU)  No  1266/2009  of  16  December  2009  adapting  for  the  tenth  time  to 
technical progress Council Regulation (EEC) No 3821/85 on recording equipment in road transport, OJ 
L 339, 22.12.2009, p.3. 

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2.1.3.  Migration strategy 

Interoperability  and  backward-forward  compatibility13  should  be  guaranteed  between  the 
various  versions  and  generations  of  vehicle  units,  cards  used  in  these  vehicle  units,  and  to 
some extent equipment of controllers. But the life cycles of vehicle units and cards are not the 
same.  Cards  can  be  of  one,  two  or  five  years  duration,  vehicle  units  may  last  15–20  years. 
Solving this challenging issue requires careful planning of a migration-transition strategy. 

Migrating  to  different  encryption  methods  can  be  accomplished  in  different  ways.  In  the 
context  of  the  digital  tachograph,  a  single  security  solution  seems  the  most  appropriate.  A 
single  security  solution  means  that  when  new  recording  equipment  is  introduced,  the  new 
tachograph  can  only  read  cards  with  new  encryption  ‘keys’.  This  allows  a  defined  level  of 
security for new vehicle units and tachograph cards as from a certain date. Every migration 
between  two  levels  of  security  will  therefore  imply  a  transition  period  of  five  years,  during 
which the two different levels of security will coexist. The figures in Annex II illustrate how 
this can be implemented. It shows that vehicle units with the new security mechanisms should 
be introduced in the fleet once all tachograph cards in circulation are interoperable with these 
new mechanisms as well as with the old ones. 

It  should  be  noted  that  a  general  consensus  seems  to  exist  in  the  industry  to  avoid  the 
coexistence of more than two consecutive generations of security mechanisms in the fleet of 
vehicles covered by the Regulation. Indeed, very few vehicles would be concerned when new 
equipment is introduced, as a large proportion of heavy duty vehicles would either have been 
sold  in  other  markets,  or  would  no  longer  be  in  use.  For  the  few  remaining  vehicles  (e.g. 
special  cranes  or  specific  vehicles  with  long  life  operation),  specific  measures  can  be 
arranged, such as exemption or tachograph retrofit. 

Regarding the time line, it is reasonably realistic to carry out all the preparatory work to have 
new  equipment  with  an  upgraded  security  level  by  the  time  of  first  introduction  of  the  new 
cards  after  2017,  and  the  vehicle  units  between  2018  and  2022  (depending  on  the  card 
renewal policy).  

2.2.  Mandate CEN to develop standards for seals 

At any point in time, several thousand heavy duty vehicles are driving on the trans-European 
network with a manipulated tachograph or a non-valid card. The Impact Assessment showed 
that  one  of  the  reasons  why  the  tachograph  system  is  still  vulnerable  to  manipulation  and 
fraud  is  that  seals  do  not  perform  properly  as  an  indicator  of  tachograph  manipulation. 
National enforcement authorities and research institutes14 report weaknesses of the tachograph 
in terms of its capacity to resist tampering. 

13 

14 

Interoperability ensures that a new type of card will work with all types of vehicle unit already present 
in  the  field  and  vice-versa.  Backward  and  forward  compatibility  relates  to  the  compatibility  between 
generations of equipment. Driver cards have to be compatible with different generations of tachographs 
without problems and vice-versa. 
See  for  instance  JRC,  Report  on  the  attacks  to  security  of  the  Digital  Tachograph  and  on  the  risk 
associated with the introduction of adaptors to be fitted into light vehicles, 2007; JRC, Report on the 
vulnerability  and  controllability  of  the digital  tachograph, 2010;  25th  report from  the  Commission on 
the implementation of the social legislation relating to road transport, SEC(2011)52; Price Waterhouse 
Cooper,  Analysis  of  the  technical  and  organisational  measures  employed  by  Member  States  in  the 
application of Directive 2006/22/EC, 2009. 

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Seals  are  intended  as  a  means  of  detecting  by  visual  inspection  any  tampering  with  the 
mechanical interface between the different parts of the tachograph (the motion sensor and the 
gearbox),  which  are  sealed  by  approved  workshops  after  installation.  According  to  the 
previously  mentioned  JRC  study,15  seals  are  currently  not  required  to  meet  a  minimum 
performance level at European level nor to comply with a specific standard, thus making them 
easier to forge and subject to differentiated degradation over time.  

In order to address this issue and having regard to the provisions of Directive 98/34/EC and of 
rules  on  Information  Society  services,  the  Commission  will  give  a  mandate  to  CEN  for 
developing European standards for seals to be used on tachograph systems. For the purpose of 
defining the requirements for standardisation, the mandate will take into account the particular 
environment in which the seals have to be placed (high variations in temperature, exposure to 
mechanical  shocks)  and  will  stress  the  need  to  identify  the  workshops  entrusted  with 
installing the seals. The CEN will make sure that representative organisations are invited to 
take part in the standardisation work. 

The contemplated standardisation could be put into practice in an estimated timeframe of 2 to 
2.5  years.  Once  accomplished,  it  should  allow  easier  detection  of  damaged  seals, 
identification  of  workshops  that  performed  the  installation  and  avoid  misunderstandings 
between operators and enforcement officers. 

2.3. 

Improve the decision-making process between AETR contracting parties 

Parallel  to  the  development  of  the  social  legislation  within  the  EU,  similar  legislation  has 
been  implemented  at  the  level  of  the  UNECE  through  the  AETR  agreement.  In  2006,  the 
contracting  parties  to  the  AETR  had  agreed  to  introduce  the  digital  tachograph.  The  digital 
tachograph  has  become  obligatory  equipment  for  new  vehicles  since  10 June  2010  and  this 
introduction of the digital tachograph has been successful in most AETR contracting parties. 

But  the  current  legal  situation  within  the  AETR  agreement  for  the  adaptations  to  technical 
progress of the digital tachograph16 is may not be sustained. Indeed, the AETR provides that 
changes to Council Regulation (EEC) No 3821/85 are automatically taken over by all AETR 
contracting  parties,  without  any  formal  consultation  of  the  countries  in  question  before  the 
adoption  of  the  changes  by  the  EU.  The  current  mechanism  jeopardises  the  correct  and 
harmonised  implementation  of  the  measures  introduced  in  the  proposed  revision  of  Council 
Regulation (EEC) No 3821/85 and the digital tachograph by non-EU contracting parties. It is 
therefore in the interest of the EU to improve the decision-making process as regards digital 
tachographs and AETR.  

A process to review the AETR in this respect has been started at the level of the UNECE. The 
Commission  would  advocate  the  following  in  order  to  ensure  a  more  efficient  decision-
making process with the involvement and consultation of all concerned countries in defining 
and updating the technical specifications of digital tachographs. 

As  a  first  transitional  step,  pending  the  necessary  adaptations  of  the  AETR,  it  seems 
appropriate to involve and consult AETR countries in the decision on changes to tachographs 
taken at the level of the EU. This involvement could be formalised by creating a ‘Tachograph 
Forum  Expert  Group’,  as  proposed  by  the  Commission  in  the  parallel  proposal  to  revise 

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16 

JRC, Report on the vulnerability and controllability of the digital tachograph, 2010. 
See Article 22bis of the AETR agreement. 

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Council Regulation (EEC) No 3821/85. The decisions on the technical updates of Annex IB 
would  thereby  be  transparent  and  fully  informed  of  the  position  of  the  AETR  contracting 
parties. 

In a final step, the AETR should be adapted allowing the cooperation of the EU and all AETR 
contracting  parties  in  the  technical  adaptation  of  the  digital  tachograph.  The  AETR  should 
allow for a special procedure for technical adaptations of tachographs. One example of such a 
procedure exists for instance in the Agreement of the United Nations Economic Commission 
for Europe concerning the adoption of uniform technical prescriptions for wheeled vehicles, 
equipment  and  parts  which  can  be  fitted  to  and/or  be  used  on  wheeled  vehicles  and  the 
conditions for reciprocal recognition of approvals granted on the basis of these prescriptions 
(‘Revised 1958 Agreement’)17. With such a mechanism it will be possible to make the regular 
adaptations to technical progress needed, and it should be designed to allow rapid reactions to 
certain developments, where  necessary, by involving all parties  using digital tachographs in 
the decision-making process. 

Given this substantial change to the AETR and EU legislation, it seems necessary to arrange 
for the EU to become a contracting party to the AETR in its own right. The main reason is 
that  such  an  accession  would  guarantee  the  effective  representation  of  the  EU’s  interests  in 
the  UNECE  proceedings  and  a  harmonised  development  of  the  EU  legislation  in  parallel  to 
the  developments  of  the  AETR,  as  is  the  case  with  the  Revised  58  Agreement.  The  ad-hoc 
coordination  of  the  Commission  with  Member  States,  which  is  the  current  practice  to 
establish  agreed  positions  for  the  UNECE  meetings,  seems  no  longer  appropriate  for  the 
future decisions to be taken within the AETR on the technical adaptation of tachographs. In 
addition, such an accession would be in line with the Court rulings according to which ‘since 
the subject matter of the AETR falls within the scope of [Regulation (EC) No 561/2006], the 
Community has been empowered to negotiate and conclude the agreement in question since 
the entry into force of the said regulation’18. 

The Commission will explore with UNECE and the main non-EU contracting parties to the 
AETR their readiness to modify the AETR in order to make it possible for the EU to accede 
to  the  convention.  Subject  to  the  positive  conclusion  of  these  exploratory  talks,  the 
Commission will ask Council for a mandate for negotiations in order to implement the second 
step  described  above  (Article  218  of  TFEU).  Once  the  EU  has  joined  the  AETR,  the  EU 
would  adopt  its  rules  to  define  the  EU  positions  within  the  AETR,  similarly  to  Council 
Decision 97/836/EC. 

2.4.  Merging driver cards with driving licences 

The  proposal  to  revise  Council  Regulation  (EEC)  No  3821/85  foresees  that  by  2018,  driver 
cards  will  be  merged  with  driving  licences.  This  measure  requires  minor  adaptations  of 
Directive 2006/126/EC of the European Parliament and of the Council of 20 December 2006 

17 

18 

See also Council Decision of 27 November 1997 with a view to accession by the European Community 
to the Agreement of the United Nations Economic Commission for Europe concerning the adoption of 
uniform technical prescriptions for wheeled vehicles, equipment and parts which can be fitted to and/or 
be used on wheeled vehicles and the conditions for reciprocal recognition of approvals granted on the 
basis of these prescriptions (‘Revised 1958 Agreement’), 97/836/EC, OJ L 346, 17.12.1997, p. 78. 
Court case 22/70, Commission vs Council, AETR. 

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on driving licences19. The Commission will submit as soon as possible a proposal to modify 
the driving licences directive accordingly. 

3. 

INDICATIVE TIMETABLE FOR INTRODUCTION OF THE NEW TACHOGRAPH 

The  parallel  proposal  to  revise  Council  Regulation  (EEC)  No  3821/85  provides  for  the 
definition  of  essential  requirements  and  the  addition  of  certain  new  features.  The  existing 
annexes and appendixes will in the first stage remain unchanged and still be compatible with 
the new proposed Regulation.  

The proposal foresees that Annex IB should be amended at the latest by 31 December 2014 to 
add  the  necessary  technical  specifications  for  the  introduction  of  GNSS  functionalities, 
remote  communication  facilities  and  a  standardised  interface  with  other  intelligent  transport 
systems  (ITS).  The  Commission  plans  to  introduce  at  the  same  time  the  new  IT  security 
requirements  outlined  at  point  2.1.  It  should  however  be  stressed  that  these  dates  should  be 
considered  as  the  latest  dates  at  which  the  new  specifications  should  be  adopted  and 
introduced.  Relying  on  its  previous  experience  related  to  the  first  introduction  of  digital 
tachographs,  which  shows  that,  after  publication  of  technical  specifications,  the  industry 
needs at least two years to begin putting the product on the market. The commercialisation of 
the  new  'smart'  tachograph  could  therefore  take  place  by  1  January  2017.  The  Commission 
acknowledges  that  the  time-span  needed  for  industrial  production  can  hardly  be  shortened. 
The Commission will therefore make all necessary efforts to proceed for its part without delay 
to the preparation of annexes and appendices so that, if possible, new equipment can reach the 
market before the final date of 201720.  

Then,  the  technical  work  will  start  to  bring  the  necessary  changes  in  the  annexes  and 
appendixes, to end with new technical definitions for the digital tachograph, and finally with 
new  technical  units  on  the  roads  and  in  the  vehicles.  Annex  II  shows  the  impact  of 
implementing the measures on Annex IB. 

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20 

OJ L 403, 30.12.2006, p. 18–60  
For  the  integration  of  driving  cards  with  driving  licences,  two  distinct  dates,  of  19.01.2013  and 
19.01.2018, appear at article 35 of the Proposal of a regulation. These dates are justifiable by the period 
of 5 years administrative validity of a driving license, which will also become the period of validity of 
driver cards.  

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Overview of activities for the coming years: 

Regulation 
adopted 

Commission 
proposal 
reviewing 
Regulation 

Preparation 
of new 
annexes 
and 
appendices 

New 
annexes 
and 
appendices 
adopted 

Development and 
production 

New 
equipment 
in field 

2011 

2012 

2013 

2014 

2015 

2016 

2017 

4. 

CONCLUSION 

The White Paper on transport called upon a review of the rules on the tachograph to make it 
more  cost-effective  and  contribute  to  the  further  integration  of  the  road  freight  transport 
market. While the parallel proposal for amending Council Regulation N° 3821/85 introduces 
a number of measures which will improve the tachograph system, other actions will be needed 
to  make  these  measures  fully  effective  or  to  supplement  them.  In  order  to  implement  these 
other actions, the Commission is committed to taking the following steps :  

1.  Update  to  technical  progress  through  a  delegated  act  Annex  IB,  in  2014,  notably  to 
preserve the security level of the digital tachograph, as explained. Stakeholders are invited to 
participate actively in this process and to integrate the anticipated dates for the production and 
actual introduction in use of the new equipment into their plans for the future.  

2. Ask CEN in 2011 to develop standards for seals. These standards should be made available 
by 2014.  

3. At international level, continue its efforts to promote EU social rules in road transport and 
the use of the  technologically-evolving digital tachographs  in all its  neighbouring countries. 
For this purpose, it shall propose to Council by the end of 2011 that the EU should be made a 
full  member  of  the  AETR,  provided  that  on-going  exploratory  talks  with  non-EU  AETR 
contracting parties are positive. 

4.  Propose  to  amend  Directive  2006/126/EC  on  driving  licences  in  order  to  organise  the 
merging of driver cards and tachograph cards, by the end of 2011.  

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Annex I 

Outline of expected modifications/creation of new appendixes 

New security 
mechanisms 

Integration of 
GNSS  

Standardised 
technical 
interface for 
ITS 

Remote 
communication for 
control purposes 

Annex 1B 

Annex 1B will have to be revisited in the light of the new Regulation  

To be 
modified 

To be 
modified 

To be 
modified 

To be 
modified 

To be modified 

To be modified 

To be 
modified 

To be modified 

Appendix  1  –  Data 
Dictionary 

Appendix 
Tachograph 
specifications 

Appendix 
Pictograms 

2 

– 
card 

3 

– 

Appendix 4 – Printouts 

Appendix 5 – Display 

Appendix  6  –  External 
interfaces 

Appendix  7  –  Data 
downloading protocols 

To be 
modified 

To be 
modified 

To be modified 

Appendix 
Calibration Protocols 

8 

– 

Appendix  9  –  Type 
Approval  –  List  of 
Minimum 
Required 
Tests 

Appendix  10  –  Generic 
Security Targets 

Appendix 
Common 
Mechanisms 

11 
– 
Security 

New Appendix 12 – ITS 

New  Appendix  13  – 
Remote  Communication 
for Control Purposes 

To be 
modified 

To be 
modified 

To be 
modified 

To be modified 

To be modified 

To be created 

To be created 

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Annex II 

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