Forslag til EUROPA-PARLAMENTETS OG RÅDETS DIREKTIV om kørekort, om ændring af Europa-Parlamentets og Rådets direktiv (EU) 2022/2561 og Europa-Parlamentets og Rådets forordning (EU) 2018/1724 og om ophævelse af Europa-Parlamentets og Rådets direktiv 2006/126/EF og Kommissionens forordning (EU) nr. 383/2012

EN EN
EUROPEAN
COMMISSION
Brussels, 1.3.2023
COM(2023) 127 final
2023/0053 (COD)
Proposal for a
DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
on driving licences, amending Directive (EU) 2022/2561 of the European Parliament and
of the Council, Regulation (EU) 2018/1724 of the European Parliament and of the
Council and repealing Directive 2006/126/EC of the European Parliament and of the
Council and Commission Regulation (EU) No 383/2012
(Text with EEA relevance)
{SEC(2023) 350 final} - {SWD(2023) 128 final} - {SWD(2023) 129 final}
Offentligt
KOM (2023) 0127 - Forslag til direktiv
Europaudvalget 2023
EN 1 EN
EXPLANATORY MEMORANDUM
1. CONTEXT OF THE PROPOSAL
This proposal concerns a major revision of the Union rules on driving licences. It constitutes
the third such revision of those rules, first introduced in 1980 by Directive 80/1263/EEC1
,
followed by the second driving licence Directive 91/439/EEC2
and the third driving licence
Directive 2006/126/EC3,4
.
• Reasons for and objectives of the proposal
Road safety in the EU has improved quite significantly over the last 20 years. The number of
road fatalities has gone down by 61.5% from around 51,400 in 2001 to around 19,800 in
2021. However, the improvement in road safety has not been as strong as needed. The
slowdown in the reduction of the number of road deaths that set in 2014 has prompted the
transport ministers of the EU to issue a ministerial declaration on road safety at the informal
transport Council in Valletta in March 20175
, where the Member States called upon the
Commission to explore the strengthening of the EU’s road safety legal framework to ensure
that fewer people die in road crashes.
As part of its third Mobility Package of May 2018, the Commission issued “A Strategic Action Plan
on Road Safety”6
where it called for a new approach to counter the stagnating trend in road safety
figures in the EU and move closer to the long-term goal of zero road fatalities across the EU by
2050 (“Vision Zero”). In June 2019, the Commission published the EU Road Safety Policy
Framework 2021-2030 – Next steps towards “Vision Zero”7
. In it, the Commission proposed new
interim targets of reducing the number of road deaths by 50% between 2020 and 2030 as well as
reducing the number of serious injuries by 50% in the same period, as recommended by the Valletta
Declaration.
In its Sustainable and Smart Mobility Strategy8
of 2020, the Commission reiterated the target of
zero fatalities in all modes of transport by 2050 and announced the revision of the Driving Licence
Directive, among others to take into account technological innovation including mobile driving
licences, under Flagship 10 “Enhancing transport safety and security”. In October 2021, the
1
OJ L 375, 31.12.1980, p. 1 EUR-Lex - 31980L1263 - EN - EUR-Lex (europa.eu)
2
OJ L 237, 24.8.1991, p. 1 EUR-Lex - 31991L0439 - EN - EUR-Lex (europa.eu)
3
OJ L 403, 30.12.2006, p. 18 EUR-Lex - 02006L0126-20201101 - EN - EUR-Lex (europa.eu)
4
The first Directive on driving licences (Directive 80/1263/EEC) introduced the very first set of rules in
the EU as regards harmonisation of the national driving licence schemes, in particular through the
introduction of a Community model of the licence, the preliminary definition of vehicles’ categories
and by laying down the conditions under which driving licences can be issued or exchanged across the
EU. These rules were further refined and extended in the second driving licence Directive (Directive
91/439/EEC). Most importantly, the mutual recognition of driving licences issued by Member States
was established and requirements for a minimum age to obtain a driving licence were introduced. The
third driving licence Directive (Directive 2006/126/EC) was approved in December 2006 and has been
amended eleven times between 2009 and 2020, mainly to improve the harmonisation of common
standards and requirements, as well as to adapt it to technological developments.
5
See:
https://eumos.eu/wp-content/uploads/2017/07/Valletta_Declaration_on_Improving_Road_Safety.pdf; in
June 2017, the Council adopted conclusions on road safety endorsing the Valletta Declaration (see
document 9994/17).
6
Annex I to COM(2018) 293 final (Europe on the Move. Sustainable mobility for Europe: safe,
connected and clean) EUR-Lex - 52018DC0293 - EN - EUR-Lex (europa.eu)
7
SWD(2019) 283 final https://transport.ec.europa.eu/system/files/2021-10/SWD2190283.pdf
8
COM(2020) 789 final EUR-Lex - 52020DC0789 - EN - EUR-Lex (europa.eu)
EN 2 EN
European Parliament adopted a resolution on the EU Road Safety Policy Framework 2021-20309
,
calling on the Commission to further promote road safety, notably through higher standards in terms
of drivers’ training.
This proposal has been announced in the Commission Work Programme 2022 under Annex II
(REFIT initiatives), under the heading ‘A New Push for European Democracy’10
, and it delivers
on the Better Regulation agenda11
by ensuring that the existing legislation is simpler and
clear, does not create unnecessary burden and keeps pace with evolving political, societal and
technological developments.
One of the most advanced frameworks in the world on driving licences is in force and applied by the
EU and other EEA Member States. Altogether, it covers more than 250 million drivers. The
cornerstone of this framework is the Driving Licence Directive, which establishes common legal
measures for the recognition and issuance of driving licences in the European Union. Its objectives
are the improvement of road safety and the facilitation of free movement of citizens within the EU.
With freedom of movement established by the European Single Market, EU rules on driving
licences have contributed to easing cross-border travels and facilitated change of residence for
citizens establishing themselves in another Member State. Nonetheless, citizens are still confronted
with inconsistencies between national approaches, which in turn affect their driving rights. They
also face shortcomings and difficulties in the implementation of the Directive.
This initiative builds on Directive 2006/126/EC which aimed to improve road safety and
facilitate the freedom of movement by:
 the introduction of a European Union single driving licence model mandatory for all
drivers from 2033, with the aim of ensuring greater protection against fraud and
forgery;
 the categorisation of driving licences according to types of vehicles and minimum
ages to drive them;
 the compulsory administrative renewal of all new driving licences every 10 years;
 a simplification of the administrative burden on drivers changing their place of
residence to another Member State;
 the application of common minimum standards on skills, knowledge, physical and
mental fitness of drivers;
 a progressive access to powerful motorcycles, based on minimum age and previous
experience on less powerful motorcycles;
 the creation of a network for the exchange of information related to driving licences
between national authorities (RESPER).
The impact assessment report12
confirmed the need for an update of the EU rules governing
driving licences to support the efforts to reduce road fatalities and serious injuries and to
further reduce administrative burdens and obstacles to the free movement of citizens in the
EU. In many serious crashes resulting in death, serious health loss and non-fatal injuries, the
driver’s skills, knowledge, behaviour and medical fitness play an important role, and there are
still too many holders of driving licences whose presence on EU roads presents risks due to
9
P9_TA(2021)0407 https://www.europarl.europa.eu/doceo/document/TA-9-2021-0407_EN.pdf
10
COM(2021) 645 final EUR-Lex - 52021DC0645 - EN - EUR-Lex (europa.eu)
11
SWD(2021) 305 final Better regulation (europa.eu)
12
SWD(2023) 128 final
EN 3 EN
their lack of fitness to drive. The ex-post evaluation13
has found that the current age-based
screening is no longer perceived as the most relevant. Although there is evidence about
potential physical deterioration due to age, some studies have concluded that specific medical
conditions, such as substance abuse, mental health illnesses, epilepsy and diabetes, heart
conditions and sleep apnoea are not necessarily connected with age. They are however more
important factors than age when it comes to medical fitness to drive.
Skills, knowledge, risk awareness and experience of drivers remain limited, particularly for
novice drivers. The higher level of accidents and fatalities of novice drivers indicates that the
requirements for issuing driving licences are not fully adapted to road safety objectives. In
addition, the progressive introduction of new technologies such as advanced driver assistance
systems and, in the future, automated vehicles will have a substantial impact on the use of
vehicles. Whereas such technologies have the potential to improve road safety and contribute
to more inclusive mobility, they also bring new challenges for the drivers in terms of skills
and knowledge of new functionalities, which are not covered by the current Directive.
In terms of obstacles to the free movement of people, unnecessary or unjustified procedures
for obtaining the licence or exercising or maintaining driving rights in another EU country
remain in place when drivers obtain, use, replace, renew, or exchange driving licences. This
ultimately hinders their movement within the EU. According to the evaluation, some
measures of the Directive (such as the concept of normal residence) have been difficult to
apply and may have led to a high administrative burden or were obstacles to free movement.
In practice, citizens with well-documented driving rights that are confronted with such
barriers may remain without driving licences for up to six months or even longer. In addition,
the current Directive may, in certain cases, prevent EU citizens from obtaining a driving
licence in the EU countries where their knowledge of the local language is insufficient and
where an interpreter is not authorised during the tests. Furthermore, there are no common
rules for the exchange of driving licences issued by third countries when the holder
establishes his or her residence in the European Union, and the EU licences obtained in one
Member State in exchange for the third-country licence may cease to be valid in case this
person transfers his or her residence to another Member State.
Finally, several 14
Member States have introduced, or are planning to introduce, national
mobile (digital) driving licences without being accompanied by the issuance of a physical
document (i.e. card). As the current Directive establishes the principle of mutual recognition
only for physical licences, mobile driving licences will therefore remain valid only on the
territory of the issuing State. Consequently, the current framework is an obstacle to reaping
the benefits of the digital transformation of road transport at European level and hinders free
movement across the EU.
The new proposal for a Driving Licence Directive builds on the objectives of the previous
Directive – namely to improve road safety and facilitate free movement – but also responds to
the need for an increased sustainability and digital transformation of road transport. The
proposal is also instrumental in achieving the Sustainable Development Goals15
, namely it
contributes to making cities and human settlements by 2030 inclusive, safe, resilient and
sustainable and to providing access to safe, affordable, accessible and sustainable transport
systems for all. It also gives special attention to the road safety needs of all groups of society,
13
SWD(2022) 17 final EUR-Lex - 52022SC0017 - EN - EUR-Lex (europa.eu)
14
Already available (Spain, Denmark, Greece, Poland, Portugal) and under consideration (Austria,
Belgium, Cyprus, Estonia, Finland, Germany, Ireland, Italy, Lithuania, Luxembourg, Netherlands,
Sweden) according to UNECE informal document 10 of 13 September 2022 and consultation activities.
15
https://sdgs.un.org/#goal_section
EN 4 EN
notably vulnerable road users like pedestrians, cyclists, users of powered two-wheeled
vehicles, users of personal mobility devices and persons with disabilities or reduced mobility
and orientation16
. By including new rules on automatic gear transmission and by increasing
the maximum mass of most of the zero-emission vehicles in category B, the proposal will
facilitate the uptake of such vehicles, thus contributing to the objectives of the European
Climate Law17
and the European Green Deal's zero pollution ambition of having an
environment free of harmful pollution by 205018
.
The new proposal for a Driving Licence Directive is coherent with the Single Digital Gateway
Regulation19
, which provides access to online information, assistance and problem-solving
services and e-government procedures through the Your Europe portal. The information
governed by the proposal is already included in Annex I to the Single Digital Gateway
Regulation. To further reduce the administrative burden, Annex II to the driving licence
directive will be amended in order to make sure that the administrative procedure that citizens
and residents are offered is fully online.
The objective of the initiative is therefore to improve road safety and facilitate the free
movement of people in the European Union while also contributing to sustainable road
transport and to its digital transformation by:
– Improving driving skills, knowledge and experience, and reduce and punish
dangerous behaviour. The rules on driver training, testing and probation will
ensure that especially young and novice drivers obtain the skills, knowledge,
experience and risk awareness needed to drive safely. Also, all drivers should
benefit from improved skills and knowledge on advanced technologies, using
the safety and environmental potential of innovation to the full extent, as well
as on ensuring a safe coexistence of motorised traffic and active modes of
transport. Drivers should be held accountable for their dangerous driving
behaviour in all Member States, to create an environment conducive to
improving road safety.
– Ensuring adequate physical and mental fitness of drivers across the EU. Rules
concerning physical and mental fitness to drive for non-professional drivers
will be improved and updated to the latest technological development and in
line with the human rights based model of disability20
. In addition, the medical
screening process across the EU will be enhanced to better contribute to the
delivery of the road safety targets.
– Removing inadequate or unnecessary barriers affecting applicants and holders
of driving licences. Several barriers still persist for drivers' access to licences
and recognition of their driving rights, which in turn hinder freedom of
16
Goal #11 and Target 11.2 of the UN 2030 Sustainable Development Agenda
(https://sdgs.un.org/2030agenda)
17
Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing
the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU)
2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1) EUR-Lex - 32018R1724 - EN - EUR-
Lex (europa.eu)
18
COM(2021) 400 final EUR-Lex - 52021DC0400 - EN - EUR-Lex (europa.eu)
19
Regulation (EU) 2018/1724 of the European Parliament and of the Council of 2 October 2018
establishing a single digital gateway to provide access to information, to procedures and to assistance
and problem-solving services and amending Regulation (EU) No 1024/2012 (OJ L 295, 21.11.2018, p.
1) EUR-Lex - 32018R1724 - EN - EUR-Lex (europa.eu)
20
United Nations Convention on the Rights of Persons with Disabilities of 13 December 2006 to which
the EU has been a Party since 21 January 2011
EN 5 EN
movement in the EU: difficulties with the driving tests resulting from the lack
of knowledge of languages, different rules to determine normal residence for
the residents in the EU or absence of continuity of certain driving rights when
travelling and when changing residence in the EU. Removing those barriers is
also expected to help address the current driver shortage, in particular of truck
drivers, without compromising road safety. In addition, further harmonisation
regarding the validity of driving licences and a mobile driving licence should
be introduced.
More detailed information on how the above objectives and related problems are addressed by
the initiative is presented in Chapter 3 of this explanatory memorandum.
To ensure a consistent approach in the field of road safety as regards the cross-border
enforcement of road traffic rules, a negotiating package is established, which consists of three
initiatives: besides this proposal, it also contains a proposal for a Directive amending
Directive (EU) 2015/413 of the European Parliament and of the Council of 11 March 2015
facilitating cross-border exchange of information on road-safety-related traffic offences (the
‘CBE Directive’)21,22
and a proposal for a Directive on the Union-wide effect of certain
driving disqualifications23
.
• Consistency with existing policy provisions in the policy area
This proposal is consistent with other EU road safety legislation: Directive (EU) 2022/2561 of
the European Parliament and of the Council of 14 December 2022 on the initial qualification
and periodic training of drivers of certain road vehicles for the carriage of goods or
passengers24,25
; Directive (EU) 2015/41326
; and the so-called ‘General Safety Regulation’27,28
.
It is also consistent with the EU Road Safety Policy Framework 2021-2030 - Next steps
towards "Vision Zero"29
.
The initiative is also aligned with the CBE Directive. In the context of mutual assistance
(Article 15), the Driving Licence Directive provides also for a network for the exchange of
information related to driving licences (RESPER) which can be used for the implementation
of – and to control compliance with – the Driving Licence Directive, the Directive on the
qualification and training of professional drivers and the CBE Directive. There is currently
legal uncertainty whether RESPER can be used for the purposes of the CBE Directive
(relying on EUCARIS) because of the formulation of Article 15 of the Driving Licence
Directive and of the fact that Article 4(4) of the CBE Directive requires that Member States
ensure that the exchange of information under the CBE Directive is carried out “without
21
COM(2023) 126 final
22
OJ L 68, 13.3.2015, p. 9 EUR-Lex - 32015L0413 - EN - EUR-Lex (europa.eu)
23
COM(2023) 128 final
24
OJ L 330, 23.12.2022, p. 46 EUR-Lex - 32022L2561 - EN - EUR-Lex (europa.eu)
25
Which sets special rules for the qualification and training of professional drivers of those vehicles
26
Which facilitates the exchange of information between Member States when road-safety-related traffic
offences are committed with a vehicle registered in another Member State
27
Regulation (EU) 2019/2144 of the European Parliament and of the Council of 27 November 2019 on
type-approval requirements for motor vehicles and their trailers, and systems, components and separate
technical units intended for such vehicles, as regards their general safety and the protection of vehicle
occupants and vulnerable road users, OJ L 325, 16.12.2019, p. 1 EUR-Lex - 02019R2144-20220905 -
EN - EUR-Lex (europa.eu)
28
Which provides for the mandatory equipment of new vehicles with advances safety features
29
SWD(2019) 283 final https://transport.ec.europa.eu/system/files/2021-10/SWD2190283.pdf
EN 6 EN
exchange of data involving other databases which are not used for the purposes of this
Directive”. Consequently, a vast majority of law enforcement authorities are not using
RESPER for the purpose of control.
The CBE Directive is being revised in parallel to the revision of the Driving Licence Directive, for
both legal reasons and reasons of consistency. In this context, the removal of restrictions on the use
of other databases is considered. Access to RESPER for the purpose of enforcement will be possible
under the conditions specified by the Driving Licence Directive and as a result, more offences are
expected to be successfully investigated. In addition, the revision of the Driving Licence Directive
will provide for clarification of all the use cases which require the access to RESPER in the context
of law enforcement, in order to completely remove legal uncertainties.
The provisions on the Union-wide effect of certain driving disqualifications are proposed to be
covered in a separate act. It will cover the cross-border enforcement of such decisions while the
consequences on issuance will remain addressed in this initiative.
The proposal is also part of the European Year of Skills, which aims to promote lifelong learning,
strengthen the competitiveness of EU companies and support the green and digital transition in a
socially fair way.
• Consistency with other Union policies
The Driving Licence Directive governs driving rights according to vehicle categories. Certain
categories are defined by reference to EU rules:
 Council Directive 96/53/EC laying down the maximum authorised dimensions in
national and international traffic and the maximum authorised weights in
international traffic30
, allowing to identify the types of alternatively fuelled vehicles;
 Regulation (EU) No 168/2013 on the approval and market surveillance of two- or
three-wheel vehicles and quadricycles31
, allowing to identify the types of mopeds,
motorcycles, motor tricycles and quadricycles.
The Directive determines the minimum ages to obtain a driving licence for future professional
drivers, which are subject to Directive (EU) 2022/2561 of the European Parliament and of the
Council of 14 December 2022 on the initial qualification and periodic training of drivers of
certain road vehicles for the carriage of goods or passengers32
.
In addition, rules on the protection of personal data also apply to the exchange of information
related to driving licences, in particular Regulation (EU) 2016/679 on the protection of natural
persons with regard to the processing of personal data and on the free movement of such data
(General Data Protection Regulation)33
.
The Commission has adopted on 3 June 2021 a proposal34
for the revision of Regulation (EU)
No 910/201435
as regards establishing a framework for a European Digital Identity. This new
framework provides building blocks relevant to the mobile driving licences. In particular, the
30
OJ L 235, 17.9.1996, p. 59 EUR-Lex - 01996L0053-20190814 - EN - EUR-Lex (europa.eu)
31
OJ L 60, 2.3.2013, p. 52 EUR-Lex - 02013R0168-20201114 - EN - EUR-Lex (europa.eu)
32
OJ L 330, 23.12.2022, p. 46 EUR-Lex - 32022L2561 - EN - EUR-Lex (europa.eu)
33
OJ L 119, 4.5.2016, p. 1 EUR-Lex - 32016R0679 - EN - EUR-Lex (europa.eu)
34
COM(2021) 281 final EUR-Lex - 52021PC0281 - EN - EUR-Lex (europa.eu)
35
Regulation (EU) No 910/2014 of the European Parliament and of the Council of 23 July 2014 on
electronic identification and trust services for electronic transactions in the internal market, OJ L 257,
28.8.2014, p. 73 EUR-Lex - 32014R0910 - EN - EUR-Lex (europa.eu)
EN 7 EN
electronic identity and, potentially, the electronic wallet features can be used to develop an
interoperable solution for EU mobile driving licences.
This proposal is consistent with and contributes to the EU climate neutrality objective by
2050 as set out in Article 2(1) of Regulation (EU) 2021/1119 of the European Parliament and
of the Council which establishes the EU framework for achieving climate neutrality.
2. LEGAL BASIS, SUBSIDIARITY AND PROPORTIONALITY
• Legal basis
The legal basis of the proposal is Article 91(1) of the Treaty on the Functioning of the EU
(TFEU)36
. Article 91(1)(c) TFEU provides that the European Union has competence in the
field of transport to lay down measures to improve transport safety, including road safety.
• Subsidiarity (for non-exclusive competence)
The Union already has competence in the field of driving licences, by virtue of Directive
2006/126/EC. Matters related to driving licences contain transnational aspects that cannot be
covered by individual Member States alone. While the Driving Licence Directive represents
an important step in the process of harmonising the rules on driving licences and contributes
to the implementation of EU policies, it has so far been amended eleven times to harmonise
common standards and requirements, as well as to adapt the rules to the scientific and
technical progress that has occurred since 2006. The new rules to be introduced by this
proposal remain within the competences conferred upon the Union by application of Article
91(1) TFEU, and given their connection to the already existing framework of driving licences,
can only be achieved adequately at Union level.
In the light of the EU targets on road safety and the expected insufficient progress in reducing
road fatalities and serious injuries, further EU action is needed to deliver on the set targets.
For example, the fight against dangerous behaviour on roads can only deliver fully in case
non-resident road traffic offenders face consequences for their conduct, in the same conditions
as residents. These objectives cannot be sufficiently achieved by the Member States alone,
given the cross-border dimension of these issues.
Further EU level action is also needed to remove unnecessary and unjustified barriers to the free
movement of people due to suboptimal procedures for issuing and renewing driving licences. These
problems need to be addressed at EU level because they also have a cross-border dimension.
Concerning the specific case of mobile driving licences, they can only be mutually recognised across
the EU if the solutions used by Member States are harmonized and interoperable.
Without EU intervention, cooperation on driving licences between Member States would have
continued via bi- or multilateral agreements which, in turn, would have resulted in a higher
complexity of the licensing system and a higher administrative burden for the licence holders
and administrations. Administrative issues may also have been faced by drivers when
travelling to Member States37
that are not contracting parties of the Vienna Convention38
, for
example the requirement to hold an international driving permit. Finally, when changing
residence in the EU, holders of EU driving licences would have to obtain a new driving
licence issued by their new country of residence, either by means of an administrative
exchange or by passing the driving test like any other applicant. In the absence of EU
36
OJ C 115, 9.5.2008, p. 85 EUR-Lex - 12008E091 - EN - EUR-Lex (europa.eu)
37
Spain, Malta, Cyprus and Ireland
38
Convention on Road Traffic concluded at Vienna on 8 November 1968
EN 8 EN
intervention, the integration of foreign professional drivers in the EU road transport sector
will remain limited because of administrative difficulties for foreign drivers to maintain their
driving rights. Removing this barrier could contribute to addressing the driver shortage issue
in the EU together with other actions, beyond this measure, for example in relation to driver
qualifications, improvement of working conditions and structural challenges.
• Proportionality
The proposal is necessary and proportionate to the objective of facilitating free movement
through harmonised additional rules on driving licences, as Member States on their own
cannot ensure the seamless recognition of the right to drive provided by a driving licence that
another Member State issued.
The proposal does not go beyond what it necessary to achieve the objectives of ensuring an
improved level of road safety and of facilitating freedom of movement, as the policy options
adopted still provide an adequate level of flexibility for the Member States. Only minimum
harmonisation requirements are provided for mobile driving licences, the rules on
probationary periods allow Member States to apply additional national conditions or
restrictions to novice drivers, and the rules on exchanging driving licences with third
countries are narrowly defined.
A transparent, efficient, and coordinated approach with equal treatment of road users on EU
roads is therefore needed, especially as an enabling condition of the principle of mutual
recognition of driving licences, and the envisaged proposal complies with the principle of
proportionality.
• Choice of the instrument
With a view to ensuring clear and consistent legal drafting, the most adequate legal solution is
a complete revision of the Directive.
3. RESULTS OF EX-POST EVALUATIONS, STAKEHOLDER
CONSULTATIONS AND IMPACT ASSESSMENTS
• Ex-post evaluations/fitness checks of existing legislation
The European Commission has published in 2022 an ex-post evaluation39
of
Directive 2006/126/EC, following the Better Regulation principles. The evaluation has
demonstrated that the combined action of Directive 2006/126/EC and its two predecessors
resulted in an increased safety level for road users within the Union and has facilitated free
movement. The evaluation has also found a positive effect of the Driving Licence Directive
on reduction of driving licence fraud and driving licence tourism. It led to the reduction of
administrative burden, in particular for holders of driving licences. It also showed that there is
scope for further enhancing the level of safety as well as the efficiency and proportionality of
some of the regulatory requirements. The evaluation recognised that the EU transport system is
changing rapidly, due to the impact of digitalisation, an increasing emphasis on active modes in
urban transport, the emergence of new forms of mobility, developments regarding connectivity
and automation, and the increasing role of artificial intelligence, as well as the uptake of low- and
zero-emission vehicles. It concluded that the current legislative framework needs to be adapted,
not only to address current needs but also to address future challenges.
39
SWD(2022) 17 final
EN 9 EN
The evaluation further concluded that digital solutions, including the mobile driving licences
and RESPER, have not been sufficiently explored. It also found that the rules on driving skills
and knowledge do not sufficiently reflect new technological solutions, such as advanced
driver-assistance systems, semi-automated and automated driving, the use of simulators as
well as the uptake of micro-mobility solutions and low- and zero-emissions vehicles with an
automatic gear transmission.
In addition, some provisions are suboptimal in terms of facilitating the free movement of
persons, such as the ones on the establishment of normal residence, on the recognition of
foreign driving licences and on validity periods. Moreover, the directive is not fully
complementary with Directive (EU) 2015/41340
regarding the enforcement of sanctions for
such offences. The Directive also needs a better alignment with the General Safety
Regulation41
.
• Stakeholder consultations
In line with the Better Regulation Guidelines, stakeholder consultations were carried out
during the ex-post evaluation and the impact assessment.
During the ex-post evaluation, a stakeholder workshop was conducted on 16 October 2020to
gather evidence, confirm identified findings, seek feedback on emerging findings, and to
collect views.
An open public consultation was held between 28 October 2020 and 20 January 2021,
allowing the interested public and stakeholders to express their views on the rules in force.
During the impact assessment preparatory phase, interested parties had the possibility to
provide feedback on the Inception Impact Assessment (Q2 2021). Subsequently, the following
targeted consultation activities were carried out:
– Two rounds of interviews:
 Exploratory interviews during the inception phase (Q1 and Q2 2022)
 In-depth interviews to fill information gaps and assess the expected
impacts of policy measures (Q2 and Q3 2021).
– Two rounds of surveys:
 A survey to substantiate the problem analysis (Q2 2022).
 A survey to assess the impact of policy measures (Q2 and Q3 2022).
Finally, a new open public consultation took place in Q3 2022.
• Collection and use of expertise
During the impact assessment, three expert workshops took place:
– Training, testing and vehicle categories, Q1 2022.
– Issuance and mutual recognition of driving licences, Q2 2022.
– Consequences of road traffic offences and medical fitness, Q2 2022.
Commission services’ own work on the impact assessment was complemented by an external
support study carried out by the independent consortium made COWI, Ecorys and NTUA.
40
OJ L 68, 13.3.2015, p. 9. EUR-Lex - 32015L0413 - EN - EUR-Lex (europa.eu)
41
OJ L 325, 16.12.2019, p. 1–40 EUR-Lex - 32019R2144 - EN - EUR-Lex (europa.eu)
EN 10 EN
During the ex-post evaluation and impact assessment preparatory phase, the Committee on
driving licences established under Article 9 of the current Directive, composed essentially by
Member States experts, was regularly informed and consulted.
• Impact assessment
This proposal for a revision of the Driving Licence Directive is accompanied by an impact
assessment report42
, a draft of which was submitted to the Regulatory Scrutiny Board (RSB)
on 12 October 2022. The RSB issued a positive opinion on 18 November 202243
. The impact
assessment report was revised in line with the RSB recommendations. More detailed technical
comments of the RSB were also addressed. The impact assessment report includes a detailed
description of the policy options, included in Section 5, while a comprehensive analysis of the
impacts of all options is presented in Section 6. The analysed policy options are summarised
as follows:
Policy option A
Policy option A (PO-A) includes policy measures that are common to all three policy options.
The measures under PO-A aim at aligning the Driving Licence Directive to the technological,
scientific and societal developments in the EU, with improvements of its main provisions and
addressing the market’s needs and opportunities.
Regarding road safety, it increases the range of issues subject to testing. It also upgrades the
technical means (RESPER) supporting cooperation between competent authorities in the
context of the fight against fraud and forgery. It adapts the rules to take account of the
increase of alternatively fuelled vehicles in the EU fleet. Finally, it also updates the standards
on physical and mental fitness to drive and it establishes a new dedicated information sharing
platform to allow for wider knowledge dissemination between authorities.
Regarding freedom of movement, it introduces the same administrative validity of driving
licences for categories A and B to be applied in all Member States, and clarifies the cases where the
validity can be reduced or extended. It also establishes the mutual recognition of optional
equivalences44
, clarifies certain aspects related to the implementation of the concept of normal
residence and introduces additional equivalences. Finally, it introduces the EU mobile driving
licence, as well as the possibility to mark a QR code on the physical driving licence.
Policy option B
Policy option B (PO-B) represents an increase of policy intervention as regards road safety, as
well as the reduction of the administrative burden of certain categories of drivers.
Regarding road safety, besides the measures included in PO-A, it introduces new rules on
training and probation periods. It complements the rules on physical and mental fitness to drive
by non-binding guidelines to check applicants’ vision, and with a mandatory screening based on a
self-assessment. A training programme will be established for General Practitioners.
Regarding freedom of movement, besides the measures included in PO-A, the rules of issuance
are simplified with the possibility for EU nationals to obtain their first driving licence in the
country of citizenship when they face obstacles related to the language of the test. To mitigate
the shortage of professional drivers, existing rules on bus and truck drivers are also simplified
42
SWD(2023) 128 final
43
RSB/RM/cdd – rsb(2022)7907617
44
For example, if a person is authorised to drive a light motorcycle with a licence of category B in his or
her country of residence, he or she would be able to do the same in any other Member State that has
applied the same optional equivalence.
EN 11 EN
and rules on the exchange of driving licences issued by third countries are introduced. Finally,
to address mobility issues in remote areas, it will be possible for Member States to extend
driving rights of holders of a B1 driving licence by allowing them to drive vehicles of a higher
mass with a maximum speed of up to 45 km/h, but only on the national territory of the
relevant Member State.
Policy option C
Policy option C (PO-C) represents a further increase in harmonisation and scope compared to
PO-B.
Regarding road safety, besides the measures included in PO-A and PO-B, the categories of
vehicles for which a driving licence is required are amended to 1) include new micro-mobility
vehicles of a maximum speed between 25 and 45 km/h, 2) allow for the mutual recognition of
national licences required to drive agricultural vehicles and 3) better align with the market’s
opportunities and needs for buses of category D1. The rules on physical and mental fitness to
drive would become stricter.
Regarding freedom of movement, besides the measures included in PO-A and PO-B, the
assessment of physical and mental fitness to drive is mutually recognised and former holders of
foreign driving licences can continue to drive when changing their residence in another
Member State, provided they have a positive road safety track record of at least five years.
Assessment of measures and policy options
The measures under the different policy options have been subject to a quantitative and
qualitative assessment of economic and social (road safety) impacts and of impacts on
fundamental rights. The 2025-2050 time horizon has been selected to assess the impacts, in
line with the baseline projections. Regarding road safety, PO-A is expected to be sub-optimal
to reach the corresponding EU targets. PO-B will improve road safety more whereas PO-C
goes one substantial step further, but the cost-benefit ratio of PO-C is expected to be inferior
to that of PO-B. Regarding free movement and economic effects, the main contribution is
expected to come from the introduction of digital driving licences and the harmonisation of
the administrative validity for group 1 drivers to 15 years (both already in PO-A). The
additional measures introduced by PO-B and PO-C will resolve blocking issues affecting
some specific groups of drivers but will have significantly less effect. Regarding fundamental
rights, the effects will remain controlled by a strict implementation of rules on data protection,
notably in RESPER.
All policy options fully encompassed the ‘digital by default’ principle, reflecting the 2030
Digital Compass Communication.45
• Regulatory fitness and simplification
This initiative is part of the Commission Work Programme 2022 under Annex II (REFIT
initiatives), under the heading “A New Push for European Democracy”46
. The initiative has an
important REFIT dimension in terms of the simplification and alignment of the procedures that
Member States apply to driving licences.
An important cost burden resulting from Directive 2006/126/EC is the issuance procedures and
the production of the physical driving licence, because of the large number of EU residents
concerned. An important part of simplification and related burden reduction will be the
introduction of the EU mobile driving licence. Specifically, it will be easier to obtain, replace,
45
COM (2021) 118 final EUR-Lex - 52021DC0118 - EN - EUR-Lex (europa.eu)
46
COM (2021) 645 final EUR-Lex - 52021DC0645 - EN - EUR-Lex (europa.eu)
EN 12 EN
renew or exchange a driving licence, as it will be possible to perform the complete procedure
online. In addition, the harmonisation of the administrative validity of driving licences for drivers
of vehicles of categories A, A1, A2, AM, B, B1 and BE would also result in less interaction with
the administration, because of the less frequent need for renewal of the driving licence (every
15 years instead of 10 years for the Member States currently applying this rule).
• Fundamental rights
The rules on driving licences are aligned with the applicable EU data protection legislation. A
clearer definition of the cases where RESPER can be used is proposed, removing the existing
legal ambiguities which constitute a risk for the protection of the personal data of drivers. The
use of the eIDAS features for the EU driving licence, in particular electronic identity for
enrolment and EU Wallet for the storage and exchange of data will ensure a high level of
security and privacy of the information handled.
The transition to the EU digital driving licence is not expected to exclude certain categories of
the population. Indeed, once the digital driving licence will be issued by default, everyone
will still be able to obtain a physical driving licence by choice.
In terms of freedom of movement, the clarification of the concept of normal residence should
solve the problem of determining the issuing authority just after the transfer of residence. The
simplification of rules on administrative validity will put the holders of EU driving licences
on an equal footing, regardless in which country they apply for a licence or extend the validity
of their licence. The mutual recognition of optional equivalences will allow holders of driving
licences to enjoy rights granted by an optional equivalence also in other Member States
applying the same rules.
The proposed Directive will also have a positive impact on the right of non-discrimination;
given that it will provide flexibility for the first issuance of driving licences in case of
restrictions related to languages, which will allow applicants to choose where to take the tests.
The proposed Directive will ensure respect of the rights of persons with disabilities, in line
with the Charter of Fundamental Rights and the UN Convention on the Rights of Persons with
Disabilities to which the EU and all Member States are parties.
4. BUDGETARY IMPLICATIONS
The implications for the Union budget are mainly for the establishment of an information
platform for authorities to exchange information on physical and mental fitness to drive and
the development of an (online) training programme for general practitioner between EUR 0.7
to 1.1 million.
5. OTHER ELEMENTS
• Implementation plans and monitoring, evaluation and reporting arrangements
In case the proposal is approved, Member States shall inform the Commission on a yearly
basis regarding the number of driving licences issued, renewed, replaced, withdrawn and
exchanged, for each category, including data on the issuance and use of mobile driving
licences.
• Explanatory documents (for directives)
The proposal does not require explanatory documents in relation to its transposition.
EN 13 EN
• Detailed explanation of the specific provisions of the proposal
The main provisions which substantially change Directive 2006/126/EC or add new elements
are the following:
 Article 1 defines the subject matter of the Directive and its scope, by specifying the
areas for which it lays down common rules.
 Article 2 introduces definitions to take account of new concepts that were introduced
for reasons of accrued legal clarity.
 Article 3 introduces the fundamental rules applicable to physical and mobile driving
licences, in particular as regards their mutual recognition. The detailed requirements
are specified in Article 4 for physical driving licences and in Article 5 for mobile
driving licences.
 Articles 6 and 7 replace the former Article 4 of Directive 2006/126/EC separating in
two specific articles the rules applicable to 1) licence categories and 2) minimum ages.
 Article 8 corresponds to the former Article 5 of Directive 2006/126/EC, clarifying the
link between Union codes and possible conditions and limitations to the right of drive.
 Article 9 replaces the former Article 6 of Directive 2006/126/EC, with the following
changes:
o the removal of the requirement to hold a licence of category C or D to obtain a
licence of category CE or DE;
o the removal of the optional nature of the former equivalence established under
point c) of the former Article 6(4);
o the right to drive vehicles in category D1E for holders of licences of category
D1 and C1E or D1 and CE;
o the introduction of an optional equivalence allowing to drive certain vehicles
with a licence of category B1; and
o the mutual recognition of optional equivalences.
 Article 10 corresponds to the former Article 7 of Directive 2006/126/EC, with the
following changes:
o the 15-year administrative validity becomes the general rule for the groups of
category A and B;
o the Commission and Member States can extend the administrative validity of
driving licences in exceptional circumstances;
o the administrative validity of driving licences may be reduced to align with the
duration of temporary residence permits;
o the administrative validity of driving licences may be reduced on the basis of
the holder’s age only from 70 years.
 Article 11 corresponds to paragraphs 1, 2, 3 and 5 of the former Article 11 of
Directive 2006/126/EC.
 Article 12 introduces specific new rules for the exchange of driving licences issued by
a third country to holders who take up their normal residence in the territory of a
Member State.
EN 14 EN
 Article 13 includes the former Article 11(4) of Directive 2006/126/EC and introduces
certain rules concerning the effects of a restriction, suspension, withdrawal or
cancellation of a driving licence by a Member State.
 Article 14 introduces the new principle of accompanied driving for drivers who are
between 17 and 18 years old.
 Article 15 introduces a probation period of a minimum of two years during which the
novice drivers are subject to strict rules related to driving under the influence and
possible additional national conditions.
 Article 16 corresponds to the former Article 10 of Directive 2006/126/EC.
 Article 17 includes the former Article 12 of Directive 2006/126/EC. It introduces also
some derogations when the holder of a driving licence is not able to prove the
establishment of the normal residence or, in the case of first issuance of a driving
licence for category B, when EU citizens do not master the language of their Member
State of residence.
 Article 18 corresponds to the former Article 13 of Directive 2006/126/EC, taking into
account the information published by the Commission regarding non-EU standard
model licences.
 Article 19 corresponds to the former Article 15 of Directive 2006/126/EC, clarifying
notably the cases when Member States should mutually assist each other.
 Article 20 is based on the Article 14 of Directive 2006/126/EC and enables
information collection in accordance with the Better Regulation rules.
 Article 21 contains a standard provision to enable the adoption by the Commission of
delegated acts in line with certain provisions of the Directive.
 Article 22 corresponds to the former Article 9 of Directive 2006/126/EC, establishing
the driving licence committee, and is updated with references to Regulation (EU) No
182/2011 of the European Parliament and of the Council of 16 February 2011 laying
down the rules and general principles concerning mechanisms for control by Member
States of the Commission’s exercise of implementing powers47
, enabling the adoption
of implementing acts where needed.
 Article 23 adds a point (c) to Article 5(2) of Directive (EU) 2022/2561, in order to
allow for accompanied driving for drivers of driving licences of category C who have
reached the age of 17.
 Article 24 amends Annex II to Regulation (EU) 2018/1724 of the European
Parliament and of the Council48
.
 Article 25 contains a provision on transposition, in particular taking into consideration
the Joint Political Declaration of 28 September 2011 of Member States and the
Commission on explanatory documents49
.
 Article 26 contains a standard provision setting the conditions of repeal of Directive
2006/126/EC.
47
OJ L 55, 28.2.2011, p. 13
48
OJ L 295, 21.11.2018, p. 1
49
OJ C 369, 17.12.2011, p. 14
EN 15 EN
 Article 27 contains a standard provision setting the entry into force of the Directive.
 Article 28 contains a standard provision setting that the Directive is addressed to the
Member States.
 Annex I corresponds to former Annex I to Directive 2006/126/EC. It was updated
taking into consideration the requirements introduced by Commission Regulation
(EU) No 383/2012 of 4 May 2012 laying down technical requirements with regard to
driving licences which include a storage medium (microchip)50
(part B), technical
specifications for the mobile driving licences (part C), and the introduction of new
Union codes, which are now individualised in part E.
 Annex II corresponds to former Annex II to Directive 2006/126/EC. It was updated to
take into account
o the need for new candidate drivers to pass a driver hazard perception test;
o the requirement to assess the knowledge of risk factors related to micro-
mobility means, the safety of alternatively fuelled vehicles, the skills related to
advanced driving assistance systems and other automation aspects of a vehicle;
o the relaxation of requirements on drivers who passed their driving test with an
automatic gearbox when they apply to remove the associated restriction on
their driving licences.
 Annex III corresponds to former Annex III to Directive 2006/126/EC. It was updated
with
o the introduction of a mandatory screening by means of self-assessment for
drivers in the group 1;
o the relaxation of the frequency of tests required when the driver is subject to a
health condition related to diabetes mellitus.
 Annexes IV, V and VI reproduce those of Directive 2006/126/EC with no substantial
changes.
 Annex VIII contains the standard information related to repeal and transposition.
50
OJ L 120, 5.5.2012, p. 1
https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32012R0383
EN 16 EN
2023/0053 (COD)
Proposal for a
DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
on driving licences, amending Directive (EU) 2022/2561 of the European Parliament and
of the Council, Regulation (EU) 2018/1724 of the European Parliament and of the
Council and repealing Directive 2006/126/EC of the European Parliament and of the
Council and Commission Regulation (EU) No 383/2012
(Text with EEA relevance)
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on the Functioning of the European Union, and in particular
Article 91(1) thereof,
Having regard to the proposal from the European Commission,
After transmission of the draft legislative act to the national parliaments,
Having regard to the opinion of the European Economic and Social Committee1
,
Having regard to the opinion of the Committee of the Regions2
,
Acting in accordance with the ordinary legislative procedure,
Whereas:
(1) The rules on driving licences are essential elements of the common transport policy,
contribute to improving road safety, and facilitate the free movement of persons taking
up residence in a Member State other than the one issuing the licence. Given the
importance of individual means of transport, possession of a driving licence duly
recognised by a host Member State promotes and facilitates free movement and
freedom of establishment of persons. Similarly, any unlawful obtaining of such a
document or the right to drive, or the loss of a rightfully gained driving licence by way
of unlawful conduct, affects not only the Member State in which such violations were
committed but also road safety throughout the Union.
(2) The current framework, should be updated to be fit for the new era, sustainable,
inclusive, smart and resilient. It should take into account the need to reduce emissions
from transport, digitalisation, the demographic trends and technological developments
to reinforce the competitiveness of the European Economy. It is important to simplify
and digitise administrative procedures, in order to remove the remaining barriers, such
as administrative burdens, to the free movement of the drivers taking up residence in a
Member State other than the one issuing the licence. A harmonized Union standard
driving licence framework should encompass both physical and mobile driving
1
OJ C , , p. .
2
OJ C , , p. .
EN 17 EN
licences, and provide for their mutual recognition, where they were duly issued in
accordance with this Directive.
(3) The European Union has introduced the first “Community model” physical driving
licence on 4 December 1980. Since then the rules relating to such a Community model
has become the cornerstone of the most advanced licencing structures in the world,
covering more than 250 million drivers. This Directive should therefore build on the
accumulated experience and practice and lay down harmonized rules on the Union
standards of physical driving licences. The physical driving licences issued with the
Union should, in particular, provide for a high level of anti-forgery measures and the
possibility to include microchips and QR codes on the documents.
(4) It should be ensured that personal data processing for the implementation of this
Directive complies with the data protection framework of the Union, in particular
Regulation (EU) 2016/679 of the European Parliament and of the Council3
.
(5) This Directive establishes a legal basis for the storage of an obligatory set of personal
data in the physical driving licences and their microchips or QR codes and the mobile
driving licences in order to guarantee a high level of road safety throughout the Union,
and in compliance with Article 6(1)(e) and, where applicable, Article 9(2)(g) of
Regulation (EU) 2016/679. Such data should be limited to what is necessary to prove a
person’s right to drive, identify this person and verify the person’s driving rights and
identity. This Directive also provides for additional safeguards to ensure the protection
of personal data disclosed during the verification process.
(6) In order to provide for legal clarity and guarantee the seamless transition between this
Directive and Directive 2006/126/EC of the European Parliament and of the Council
on driving licences4
, Member States should be able to store additional personal data on
a microchip, if this is provided by national law which complies with Regulation (EU)
2016/679. This Directive does not serve, however, as a legal basis for the inclusion of
such additional data.
(7) In contrast to this, the QR code established by this Directive, which allows for the
verification of the authenticity of the information printed on the physical driving
licence should not allow for more information to be stored than what is reported on the
physical driving licence.
(8) This Directive does not provide a legal basis for setting up or maintaining databases at
national level for the storage of biometric data in Member States, which is a matter of
national law that needs to comply with Union law regarding data protection.
Moreover, this Directive does not provide a legal basis for setting up or maintaining a
centralised database of biometric data at Union level.
(9) Further commitments are needed to accelerate the fight against forgery and fraud
concerning driving licences. Therefore, it is desirable for the date originally set by
Directive 2006/126/EC for all physical driving licences issued or in circulation to fulfil
all the requirements laid down in Union law to be moved forward.
3
Regulation (EU) 2016/679 of the European Parliament and of the Council of 27 April 2016 on the
protection of natural persons with regard to the processing of personal data and on the free movement of
such data, and repealing Directive 95/46/EC (OJ L 119, 4.5.2016, p. 1).
4
Directive 2006/126/EC of the European Parliament and of the Council of 20 December 2006 on driving
licences (OJ L 403, 30.12.2006, p. 18).
EN 18 EN
(10) The digital transformation is one of the Union’s priorities. In the case of road
transport, it will contribute to remove the remaining administrative barriers, such as
the ones relating to the duration of issuing physical driving licences, to free movement
of persons. Therefore, a separate Union standard should be established for the mobile
driving licences issued within the Union. In order to facilitate digital transformation
mobile driving licences should be issued as default from [date-of-adoption+4years],
without prejudice to the applicant’s right to acquire either a physical one or both at the
same time.
(11) The mobile driving licence should contain the information reported on the physical
driving licences but, also information allowing to verify the authenticity of the data
and a single-use pointer. However it should be ensured that even in such cases the
amount of personal data made available is restricted to what would be reported on the
physical driving licence and what is strictly necessary for the verification of the
authenticity of such data. That additional data should be different, in particular if the
person holds mobile driving licences on several driving licence, provided that it is
issued by the same Member State.
(12) The Sustainable and Smart Mobility Strategy sets out a vision for the EU to
significantly improve sustainability of mobility and transport. Emissions from the road
transport sector include greenhouse gases emissions, air pollutants, noise and
microplastics from tyre and road wear. Driving style influences these emissions, with
possible negative impacts on the environment and human health. Therefore, driving
training should equip drivers to reduce their impact on emissions as well as to prepare
them to drive zero-emission vehicles.
(13) In order to allow citizens and residents to directly enjoy the benefits of the internal
market without incurring an unnecessary additional administrative burden, Regulation
(EU) 2018/1724 of the European Parliament and the Council5
provides for general
rules for the online provision of procedures relevant for the functioning of the internal
market, including for cross-border users. The information covered by this Regulation
is already covered in Annex I of Regulation (EU) 2018/1724. Annex II should also be
amended as to assure that any requester benefits from fully online procedures.
(14) Driving licences should be categorised according to the types of vehicles they provide
the right to drive to. This should be done in a clear and coherent manner and in full
respect of the technical characteristics of the vehicles concerned and the skills needed
to drive them.
(15) In accordance with United Nations Convention on the Rights of Persons with
Disabilities of 13 December 2006, to which the EU has been a Party since 21 January
2011, specific provisions should be adopted to make it easier for persons with
disabilities to drive vehicles. As such, with the prior agreement of the Commission,
Member States should be allowed to exclude from the application of Article 6 certain
specific types of power-driven vehicles.
(16) The minimum ages of applicants for the different categories of driving licences should
be set at Union level. Nevertheless, Member States should be allowed to set a higher
age limit for the driving of certain categories of vehicles in order to further promote
5
Regulation (EU) 2018/1724 of the European Parliament and of the Council of 2 October 2018
establishing a single digital gateway to provide access to information, to procedures and to assistance
and problem-solving services and amending Regulation (EU) No 1024/2012 (OJ L 295, 21.11.2018, p.
1)
EN 19 EN
road safety. Member States should in exceptional circumstances be allowed to set
lower age limits in order to take account of national circumstances. In particular, to
allow the driving of fire service and public order maintenance related vehicles or pilot
projects related to new vehicles technologies.
(17) A system of staging - namely establishing the entitlement for a category B driving
licence as a prerequisite for the applicant to become eligible to hold certain other
categories - and equivalences between categories should be established. Such system
should be partially binding on all Member States, but should also grant Member States
the possibility to apply it between each other in their respective territories. Member
States should also be allowed to establish certain equivalences limited to their own
territory only.
(18) On the grounds of road safety, it is necessary to lay down the minimum requirements
for the issue of a driving licence. Standards for driving tests and licensing should be
harmonised. To that end, the knowledge, skills and behaviour connected with driving
motor vehicles should be specified, the driving test should be based on these concepts
and the minimum standards of physical and mental fitness for driving such vehicles
should be specified.
(19) Proof of compliance with minimum standards of physical and mental fitness for
driving by drivers of vehicles used for the transport of persons or goods should be
provided when the driving licence is issued and periodically thereafter. Such regular
control in accordance with national rules of compliance with minimum standards
would contribute to the free movement of persons, avoid distortions of competition
and better take into account the specific responsibility of drivers of such vehicles.
Member States should be allowed to impose medical examinations as a guarantee of
compliance with the minimum standards of physical and mental fitness for driving
other motor vehicles. For reasons of transparency, such examinations should coincide
with a renewal of driving licences.
(20) In order to ensure uniform rights across the Union, taking into account also
considerations of road safety, driving licences of categories AM, A1, A2, A, B1 and B
should have an administrative validity of 15 years, while categories C, CE, C1, C1E,
D, DE, D1 and D1E shall have an administrative validity of five years. Member States
should be allowed to define shorter period in exceptional cases, as defined by this
Directive.
(21) In order to allow the Member States and, in duly justified cases the Union as a whole,
to react to crises that make it impossible for national authorities to renew driving
licences the validity of which would otherwise expire it should be made possible to
extend the administrative validity of such driving licences for the duration strictly
necessary.
(22) The principle of ‘one holder - one licence’ should prevents any person of holding more
than one physical driving licence. Nevertheless, the principle should also be extended
to take into account the technical specificities of mobile driving licences.
(23) For reasons connected with road safety, Member States should be able to apply their
national provisions on the withdrawal, suspension, renewal and cancellation of driving
licences to all licence holders having acquired normal residence in their territory.
(24) Drivers who hold a driving licence issued by the Member State where they reside
following an exchange with a driving licence issued by a third country should be
entitled to drive across the Union as if they had originally obtained the licence within
EN 20 EN
the Union. Such an exchange could have diverse effects on road safety and the free
movement of persons.
(25) The Commission should be empowered to adopt a decision identifying third countries
that ensure the comparable level of road safety as the Union and provide the
opportunity to holders of licences issued by these countries to exchange their driving
licences on similar terms as if they were issued by a Member State. These conditions
should be detailed and well-defined to all relevant driving licence categories.
(26) As regards driving licences issued by third countries that are not the object of such a
Commission decision, or for which such a decision does not explicitly authorise nor
prohibit the exchange, Member States should be allowed to exchange them in
accordance with their national rules, provided that they use the relevant Union code on
the exchanged licence. In case the holder of such a licence changes his or her
residence to a new Member State, the latter should not be required to apply the
principle of mutual recognition to such licence.
(27) “Driving licence tourism”, namely the practice of changing residence for the purpose
of acquiring a new driving licence, in order to circumvent the effects of a driving
disqualification imposed in another Member State, is a wide-spread phenomenon,
which has a negative effect on road safety. Drivers should not be exempted from
requirements imposed on them to recover their right to drive or their driving licence,
by changing their residence. At the same time it should be clarified that any conduct
from the part of the citizens should only lead to an indefinite ban from driving where it
is duly justified, and that such a decision should only have an effect limited to the
territory of the Member State that issued it.
(28) A Union-wide accompanied driving scheme should be introduced for certain driving
licence categories, in order to improve road safety. The rules of such a system should
provide the possibility of applicants to acquire driving licences in the relevant
categories before the required minimum age limit is reached. However the use of those
driving licences should be subject to being accompanied by an experienced driver. In
such situations, Member States should be allowed, for reasons of road safety, to define
stricter conditions and rules within their territory concerning the driving licences they
have issued.
(29) The accompanied driving scheme should, without prejudice to its overall goal of
improving road safety, make the profession of truck driver more accessible and
appealing to younger generations, in order to broaden their occupational possibilities,
and to help tackle the driver shortage within the Union. Therefore, it should cover
category C driving licences and their prerequisite B category licences.
(30) It should be ensured that drivers who newly acquire their driving licence in a given
category do not endanger road safety on account of their inexperience. For those
novice drivers a probation period of two years should be established, during which
they should be subjected to stricter rules and penalties Union-wide when breaking
them, due to the influence of alcohol. The penalties for such conduct should be
effective, proportionate, dissuasive and non‐discriminatory and their severity should to
the furthest extent possible take into account the Union’s mid-term and long-term
goals of halving and nearly eliminating deaths and serious injuries. As regards any
other restrictions on novice drivers, Member States should be allowed to freely
implement additional rules in their territory.
EN 21 EN
(31) Minimum standards concerning access to the profession of examiner and examiner
training requirements should be established in order to improve the knowledge and
skills of examiners thereby ensuring a more objective evaluation of driving licence
applicants and achieving greater harmonisation of driving tests. The Commission
should be empowered, moreover, to adopt delegated acts to amend and adapt those
minimum standards to any technical, operational or scientific developments in this
field where it becomes necessary.
(32) The concept of normal residence should be defined, in a way that enables resolving
issues arising where it is not possible to establish normal residence on the basis of
occupational or familial ties. It is also necessary to provide for the possibility for
applicants to take the theoretical or practical tests in the Member State of their
citizenship in the cases where their Member State of normal residence does not
provide the opportunity to take those tests in the official language of the former.
Specific rules should be established for diplomats and their families, where their
mission requires them to live abroad for an extended period of time.
(33) Member States should assist each other in the implementation of this Directive. Where
possible they should use the EU driving licence network in order to provide such
assistance. The EU driving licence network, commonly referred to as ‘RESPER’ is a
hub for the exchange of information between national authorities responsible for
issuing driving licences and facilitating the implementation of this Directive.
(34) The EU driving licence network aims to guarantee the recognition of documents and
acquired rights originating in Member States, combat document fraud, avoid the
issuance of multiple licences and facilitate the enforcement of driving
disqualifications. In particular, Member States should be given the possibility to
systematically verify that the reasons, that led to any previously imposed restrictions,
suspensions, withdrawals or cancellations of a driving licence or the right to drive,
have disappeared. The use of RESPER for the implementation of other acts of the
Union should only be permitted as long as those uses are explicitly provided for by
this Directive.
(35) In order to enable the preparation of meaningful reports on the implementation of this
Directive, the Commission should receive information on a yearly basis regarding the
number of driving licences issued, renewed, replaced, withdrawn and exchanged, for
each category, including data on the issuance and use of mobile driving licences.
(36) In order to achieve the objectives of this Directive, in particular to adjust its Annexes
to any technical, operational or scientific developments, the power to adopt acts in
accordance with Article 290 TFEU should be delegated to the Commission in respect
of amending Parts A, B and D of Annex I that governs the specifications of physical
driving licences; amending Part C of Annex I that lays down the specifications for
mobile driving licences; amending Part E of Annex I that governs the rules on the
applicable national and Union codes; amending Annexes II, III, V and VI specifying
certain minimum requirements concerning the issuance, validity and renewal of
driving licences; and amending Annex IV laying down the minimum standards for
examiners. Such empowerment should be granted for a period of five years, given the
fact that technical, operational and scientific developments in the matters governed by
these Annexes occur on a frequent basis. It is of particular importance that the
Commission carry out appropriate consultations during its preparatory work, including
at expert level, and that those consultations be conducted in accordance with the
principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better
EN 22 EN
Law-Making6
. In particular, to ensure equal participation in the preparation of
delegated acts, the European Parliament and the Council receive all documents at the
same time as Member States' experts, and their experts systematically have access to
meetings of Commission expert groups dealing with the preparation of delegated acts.
(37) In a context of gradual digitalisation and automation and emission reduction
requirements of road transport, as well as of constant technological progress of motor
vehicles, it is necessary to keep all drivers up to date in terms of road safety
knowledge and sustainability. The promotion of lifelong training can be key in
keeping experienced drivers’ skills up to date in terms of road safety, new
technologies, and ecodriving, which improves fuel efficiency, and reduces emissions,
and speed management.
(38) In order to ensure uniform conditions for the implementation of this Directive,
implementing powers should be conferred on the Commission to specify
interoperability features and security measures applicable to the QR codes introduced
on physical driving licences; provisions related to interoperability, security and testing
of mobile driving licences; the extension of the period of administrative validity of
driving licences across the Union in case of a crisis; the content of the self-assessment
on physical and mental fitness to be conducted for drivers of group 1; the conditions of
the exchange of driving licences from third countries for driving licences issued by
Member States without recording the fact of exchange on the driving licence; as well
as interoperability between national systems connected to the EU driving licence
network and the protection of personal data exchanged in that context. Those powers
should be exercised in accordance with Regulation (EU) No 182/2011 of the European
Parliament and of the Council7
.
(39) For the sake of consistency, Directive (EU) 2022/2561 of the European Parliament and
of the Council8
, which addresses certain matters covered by this Directive, and
Regulation (EU) 2018/1724 should be amended.
(40) Directive 126/2006/EC and Commission Regulation (EU) No 383/20129
should be
repealed.
(41) Since the objectives of this Directive cannot be sufficiently achieved by the Member
States as the rules governing the issuance, renewal, replacement and exchange of
driving licences would lead to so diverse requirements, that the level of road safety
and free movement of citizens harmonized rules provide for, could not be achieved,
such objectives are better achieved at Union level by way of laying down minimum
requirements. Therefore the Union may adopt measures, in accordance with the
principle of subsidiarity as set out in Article 5 Treaty on European Union. In
accordance with the principle of proportionality as set out in that Article, this Directive
does not go beyond what is necessary in order to achieve those objectives.
6
OJ L 123, 12.5.2016, p. 1.
7
Regulation (EU) No 182/2011 of the European Parliament and of the Council of 16 February 2011
laying down the rules and general principles concerning mechanisms for control by Member States of
the Commission’s exercise of implementing powers (OJ L 55, 28.2.2011, p. 13).
8
Directive (EU) 2022/2561 of the European Parliament and of the Council of 14 December 2022 on the
initial qualification and periodic training of drivers of certain road vehicles for the carriage of goods or
passengers (OJ L 330, 23.12.2022, p. 46).
9
Commission Regulation (EU) No 383/2012 of 4 May 2012 laying down technical requirements with
regard to driving licences which include a storage medium (microchip) (OJ L 120, 5.5.2012, p. 1).
EN 23 EN
(42) The European Data Protection Supervisor was consulted in accordance with Article
42(1) of Regulation (EU) 2018/1725 and delivered an opinion on [DD/MM/YYYY].
(43) In accordance with the Joint Political Declaration of 28 September 2011 of Member
States and the Commission on explanatory documents10
, Member States have
undertaken to accompany, in justified cases, the notification of their transposition
measures with one or more documents explaining the relationship between the
components of a directive and the corresponding parts of national transposition
instruments. With regard to this Directive, the legislator considers the transmission of
such documents to be justified.
HAVE ADOPTED THIS DIRECTIVE:
Article 1
Subject matter and scope
1. This Directive lays down common rules on:
(a) the models, standards and categories of driving licences;
(b) the issuance, validity, renewal, and mutual recognition of driving licences;
(c) certain aspects of the exchange, replacement, withdrawal, restriction,
suspension and cancelation of driving licences;
(d) certain aspects applicable to novice drivers.
2. This Directive does not apply to power-driven vehicles running on wheels or tracks,
having at least two axles, the principal function of which lies in their tractive power,
which are specially designed to pull, push, carry or operate certain tools, machines or
trailers used in connection with agricultural or forestry operations, and the use of
which for carrying persons or goods by road or drawing, on the road, vehicles used
for the carriage of persons or goods is only a secondary function.
Article 2
Definitions
For the purposes of this Directive, the following definitions apply:
(1) 'driving licence' means an electronic or physical document that certifies the right to
drive power-driven vehicles and states the conditions under which the holder is
authorised to drive;
(2) ‘physical driving licence’ means a driving licence in its physical format, issued in
accordance with Article 4;
(3) ‘mobile driving licence’ means a driving licence in its digital format, issued in
accordance with Article 5;
(4) 'power-driven vehicle' means any self-propelled vehicle running on a road under its
own power, other than a rail-borne vehicle;
10
OJ C 369, 17.12.2011, p. 14.
EN 24 EN
(5) ‘two-wheel vehicle’ means a vehicle referred to in Article 4(2), point (a), of
Regulation (EU) No 168/2013 of the European Parliament and of the Council11
;
(6) ‘three-wheel vehicle’ means a vehicle referred to in 4(2), point (b), of Regulation
(EU) No 168/2013;
(7) ‘light quadricycle’ means a vehicle as referred to in Article 4(2), point (f), of
Regulation (EU) No 168/2013;
(8) ‘motorcycle’ means a two-wheel vehicle with or without a sidecar, as referred to in
Articles 4(2), point (c) and (d) of Regulation (EU) No 168/2013;
(9) ‘powered tricycle’ means a vehicle with three symmetrically arranged wheels, as
referred to in Article 4(2), point (e) of Regulation (EU) No 168/2013;
(10) ‘motor vehicle' means any power-driven vehicle, which is normally used for carrying
persons or goods by road or for drawing, on the road, vehicles used for the carriage
of persons or goods. This term shall include trolleybuses, that is vehicles connected
to an electric conductor and not track-based.
(11) ‘heavy quadricycle’ means vehicles as referred to in Article 4(2), point (g), of
Regulation (EU) No 168/2013;
(12) ‘driving disqualification’ means any decision which results in the withdrawal,
cancellation, restriction or suspension of the driving licence or of the right to drive of
a driver of a power-driven vehicle and which is no longer subject to a right of appeal.
The measure may constitute either a primary, secondary or supplementary penalty or
a safety measure.
Article 3
Union standard specifications on driving licences and mutual recognition
1. Member States shall ensure that their national driving licences are issued in
accordance with the provisions of this Directive and comply with the Union standard
specifications and other criteria pursuant to:
(a) Article 4 for physical driving licences;
(b) Article 5 for mobile driving licences.
2. Member States shall ensure that physical and mobile driving licences issued to the
same person are fully equivalent between them, and state the exact same set of rights
and conditions under which that person is authorised to drive.
3. Member States shall not, as a prerequisite, require the possession of a physical or
mobile driving licence from the applicant when issuing, replacing, renewing, or
exchanging a driving licence in the other format.
4. By [date-of-adoption+4 years], Member States shall ensure that only mobile driving
licences are issued by default. Until that date, Member States may decide to issue
mobile driving licences.
11
Regulation (EU) No 168/2013 of the European Parliament and of the Council of 15 January 2013 on the
approval and market surveillance of two- or three-wheel vehicles and quadricycles (OJ L 60, 2.3.2013,
p. 52).
EN 25 EN
5. By way of derogation from paragraph 4, upon request of the applicant, Member
States shall provide the opportunity for a physical driving licence to be issued instead
of, or together with, a mobile driving licence.
6. Driving licences issued by Member States shall be mutually recognised.
7. By way of derogation from paragraph 6, Member States shall only mutually
recognise mobile driving licences that were issued after [date-of-adoption+3 years]
in accordance with Article 5. Mobile driving licences that were issued before that
date but meet the requirements of Article 5 shall be mutually recognised after that
date.
Article 4
Physical driving licences
1. Member States shall issue physical driving licences based on the Union standard
specifications laid down in Annex I, Part A1.
2. Member States shall take all necessary steps to avoid any risk of forgery of driving
licences, including that of model driving licences issued before the entry into force of
this Directive. They shall inform the Commission thereof.
The physical driving licence shall be made secure against forgery by means of the
Union standard specifications laid down in Annex I, Part A2. Member States may
introduce additional security features.
3. Where the holder of a valid physical driving licence without an administrative
validity period takes up normal residence in a Member State other than that which
issued that driving licence, the host Member State may, as of two years after the date
on which the holder has taken up normal residence on its territory, apply the
administrative validity periods set out in Article 10(2), by renewing the driving
licence.
4. Member States shall ensure that by 19 January 2030, all physical driving licences
issued or in circulation fulfil all the requirements of this Directive.
5. Member States may decide to introduce a storage medium (microchip) as part of the
physical driving licence. Where a Member State decides to introduce a microchip as
part of their physical driving licence it may, where its national laws related to driving
licences provide for it, also decide to store data additional to what is specified in
Annex I, Part D, on the microchip.
When Member States provide for the microchip as part of the physical driving
licence, they shall apply technical requirements laid down in Annex I, Part B.
Member States may introduce additional security features
Member States shall inform the Commission in the event of a decision on including a
microchip on their physical driving licences, or of any change concerning such a
decision, within three months of its adoption. Member States that have already
introduced a microchip on their driving licences shall inform the Commission
accordingly within three months from the date of entry into force of this Directive.
6. Where the microchip is not introduced as part of the physical driving licence,
Member States may also decide to print, in the space reserved for that purpose, a QR
code on the physical driving licences that are issued by them. The QR code shall
EN 26 EN
allow the verification of the authenticity of the information reported on the physical
driving licence.
7. Member States shall ensure that the personal data necessary for the verification of the
information reported on the physical driving licence is not retained by the verifier
and that the issuing authority of the driving licence is not notified about the
verification process.
The Commission shall adopt implementing acts laying down detailed provisions
concerning the interoperability features and the security measures to be complied
with by QR codes printed on physical driving licences. Those implementing acts
shall be adopted in accordance with the examination procedure referred to in Article
22(2).
Member States shall inform the Commission of any measure aimed at the
introduction of a QR code on their driving licences or of any change of such
measure, within three months of its adoption.
8. The Commission is empowered to adopt delegated acts, in accordance with
Article 21, to amend Annex I, Parts A, B and D, where necessary in order to take
account of technical, operational or scientific developments.
Article 5
Mobile driving licences
1. Member States shall issue mobile driving licences based on the Union standard
specifications laid down in Annex I, Part C.
2. Member States shall ensure that electronic applications established for mobile
driving licences, in order to enable verification of the existence of the driving rights
of the holder of the driving licence, are available to persons having their normal
residence in their territory, or to persons who are otherwise entitled to hold mobile
driving licences issued by them, free of charge.
These applications shall be based on the European Digital Identity Wallets issued in
accordance with Regulation (EU) No 910/2014 of the European Parliament and of
the Council12
.
3. Member States shall publish and regularly update the list of available electronic
applications which are established and maintained for the purposes of this Article.
Member States shall ensure that the electronic applications do not contain or, in the
case of applying a pointer, do not make available more data than referred to in Annex
I, Part D.
4. Member States shall make available and regularly update each other on the
information required to access the national systems referred to in Annex I, Part C,
that are used for the verification of mobile driving licences.
Member States shall ensure that the personal data necessary for the verification of the
driving rights of the holder of the mobile driving licence is not retained by the
12
Regulation (EU) No 910/2014 of the European Parliament and of the Council of 23 July 2014 on
electronic identification and trust services for electronic transactions in the internal market (OJ L 257,
28.8.2014, p. 73).
EN 27 EN
verifier and that the issuing authority of the driving licence processes the information
received through the notification only for the purpose of responding to the
verification request.
5. Member States shall inform the Commission of the list of relevant national systems
authorised to issue data and pointers for mobile driving licences. The Commission
shall make available to the public, through a secure channel, the list of such national
systems of the Member States, in an electronically signed or sealed form suitable for
automated processing.
6. The Commission is empowered to adopt delegated acts, in accordance with Article
21, to amend Annex I, Part C, where necessary in order to take account of technical,
operational or scientific developments.
7. By [date-of-adoption+18 months], the Commission shall adopt implementing acts
laying down detailed provisions concerning the interoperability, security and testing
of mobile driving licences, including verification features and the interface with
national systems. Those implementing acts shall be adopted in accordance with the
examination procedure referred to in Article 22(2).
Article 6
Licence categories
1. The driving licence shall authorise the driving of power-driven vehicles in the
following categories:
(a) mopeds:
category AM:
– two-wheel vehicles or three-wheel vehicles with a maximum design speed of
not more than 45 km/h (excluding those with a maximum design speed under
or equal to 25 km/h);
– light quadricycles;
(b) motorcycles and powered tricycles:
(i) category A1:
– motorcycles with a cylinder capacity not exceeding 125 cubic centimetres, of a
power not exceeding 11 kW and with a power/weight ratio not exceeding
0,1 kW/kg;
– powered tricycles with a power not exceeding 15 kW;
(ii) category A2:
– motorcycles of a power not exceeding 35 kW and with a power/weight ratio
not exceeding 0,2 kW/kg and not derived from a vehicle of more than 70 kW.
(iii) Category A:
– motorcycles;
– powered tricycles with a power exceeding 15 kW;
(c) motor vehicles:
(i) category B1:
EN 28 EN
– heavy quadricycles.
Category B1 is optional; in Member States which do not introduce this
category of driving licence, a driving licence for category B shall be required to
drive such vehicles;
Member States may also decide to introduce this category exclusively for the
vehicles referred to in Article 9(4), first subparagraph, point (c), and under the
conditions provided for in that paragraph. Where a Member State decides to do
so they shall mark this fact on the driving licence by the use of Union code
60.03.
(ii) category B:
– motor vehicles with a maximum authorised mass not exceeding 3 500 kg and
designed and constructed for the carriage of no more than eight passengers in
addition to the driver.
– motor vehicles in this category may be combined with a trailer having a
maximum authorised mass which does not exceed 750 kg.
Without prejudice to the provisions of type-approval rules for the vehicles
concerned, motor vehicles in this category may be combined with a trailer with
a maximum authorised mass exceeding 750 kg, provided that the maximum
authorised mass of this combination does not exceed 4 250 kg. Where such a
combination exceeds 3 500 kg, Member States shall, in accordance with the
provisions of Annex V, require that this combination only be driven after:
– a training has been completed, or
– a test of skills and behaviour has been passed.
Member States may also require both such a training and the passing of a test
of skills and behaviour.
Member States shall indicate the entitlement to drive such a combination on the
driving licence by means of the relevant Union code specified in Annex I, Part
E.
(iii) category BE:
– without prejudice to the provisions of type-approval rules for the vehicles
concerned, combination of vehicles consisting of a tractor vehicle in category
B and a trailer or semi-trailer where the maximum authorised mass of the
trailer or semi-trailer does not exceed 3 500 kg;
(iv) category C1:
– motor vehicles other than those in categories D1 or D, the maximum authorised
mass of which exceeds 3 500 kg, but does not exceed 7 500 kg, and which are
designed and constructed for the carriage of no more than eight passengers in
addition to the driver.
– Motor vehicles in this category may be combined with a trailer having a
maximum authorised mass not exceeding 750 kg;
(v) category C1E:
– without prejudice to the provisions of type-approval rules for the vehicles
concerned, combinations of vehicles where the tractor vehicle is in category C1
EN 29 EN
and its trailer or semi-trailer has a maximum authorised mass of over 750 kg
provided that the authorised mass of the combination does not exceed
12 000 kg;
– without prejudice to the provisions of type-approval rules for the vehicles
concerned, combinations of vehicles where the tractor vehicle is in category B
and its trailer or semi-trailer has an authorised mass of over 3 500 kg, provided
that the authorised mass of the combination does not exceed 12 000 kg;
(vi) category C:
– motor vehicles other than those in categories D1 or D, whose maximum
authorised mass is over 3 500 kg and which are designed and constructed for
the carriage of no more than eight passengers in addition to the driver.
– Motor vehicles in this category may be combined with a trailer having a
maximum authorised mass which does not exceed 750 kg.
(vii) category CE:
– without prejudice to the provisions of type-approval rules for the vehicles
concerned, combinations of vehicles where the tractor vehicle is in category C
and its trailer or semi-trailer has a maximum authorised mass of over 750 kg;
(viii) category D1:
– motor vehicles designed and constructed for the carriage of no more than 16
passengers in addition to the driver and with a maximum length not exceeding
8 meters.
– motor vehicles in this category may be combined with a trailer having a
maximum authorised mass not exceeding 750 kg;
(ix) category D1E:
– without prejudice to the provisions of type-approval rules for the vehicles
concerned, combinations of vehicles where the tractor vehicle is in category D1
and its trailer has a maximum authorised mass of over 750 kg.
(x) category D:
– motor vehicles designed and constructed for the carriage of more than eight
passengers in addition to the driver; motor vehicles which may be driven with a
category D licence may be combined with a trailer having a maximum
authorised mass which does not exceed 750 kg;
(xi) category DE:
– without prejudice to the provisions of type-approval rules for the vehicles
concerned, combinations of vehicles where the tractor vehicle is in category D
and its trailer has a maximum authorised mass of over 750 kg.
2. With the prior agreement of the Commission, which shall assess the impact of the
proposed measure on road safety, Member States may exclude from the application
of this Article certain specific types of power-driven vehicles, including special
vehicles for persons with disabilities.
Member States may exclude from the application of this Directive types of vehicles
used by, or under the control of, the armed forces and civil defence. They shall
inform the Commission thereof.
EN 30 EN
Article 7
Minimum ages
1. The minimum age for issuing a driving licence shall be the following:
(a) 16 years for categories AM, A1 and B1;
(b) 18 years for categories A2, B, BE, C1 and C1E;
(c) With regard to category A:
(i) 20 years for motorcycles. However, access to the driving of
motorcycles of this category shall be subject to a minimum of two years'
experience on motorcycles under an A2 licence. The two years’ experience
requirement may be waived if the candidate is at least 24 years old;
(ii) 21 years for powered tricycles exceeding 15 kW;
(d) 21 years for categories C, CE, D1 and D1E;
(e) 24 years for categories D and DE.
2. Member States may raise or lower the minimum age for issuing a driving licence:
(a) for category AM down to 14 years or up to 18 years;
(b) for category B1 up to 18 years;
(c) for category A1 up to 18 years, provided that both of the following conditions
are fulfilled:
(i) there is a two years difference between the minimum age for category
A1 and the minimum age for category A2;
(ii) there is a requirement of a minimum of two years’ experience on
motorcycles of category A2 before access to the driving of motorcycles for
category A can be granted, as referred to in paragraph 1, point(c)(i);
(d) for categories B and BE down to 17 years.
3. Member States may lower the minimum age for category C to 18 years and for
category D to 21 years with regard to:
(a) vehicles used by the fire service and vehicles used for maintaining public
order;
(b) vehicles undergoing road tests for repair or maintenance purposes.
4. Driving licences issued to persons in accordance with paragraphs 2 and 3 shall only
be valid on the territory of the issuing Member State until the licence holder has
reached the minimum age limit set out in paragraph 1.
Member States may recognise the validity on their territory of driving licences issued
to drivers under the minimum ages set out in paragraph 1.
5. By way of derogation from paragraph 1, points (d) and (e), of this Article, where the
candidate holds a certificate of professional competence referred to in Article 6 of
Directive (EU) 2022/2561, the minimum age for issuing a driving licence shall be as
follows:
(a) for categories C and CE, the minimum ages provided for in Article 5(2), point
(a)(i) of Directive (EU) 2022/2561;
EN 31 EN
(b) for categories D1 and D1E, the minimum age provided for in Article 5(3) point
(a)(i), second subparagraph, of that Directive;
(c) for categories D and DE, the minimum ages provided for in Article 5(3) point
(a)(i) first subparagraph, Article 5(3) point (a) and (b), of that Directive.
Where, in accordance with Article 5(3), point (a)(i), second subparagraph, or
Article 5(3), point (a)(ii), second subparagraph of Directive (EU) 2022/2561, a
Member State authorises driving within its territory from a lower age, the validity of
the driving licence shall be limited to the territory of the issuing Member State until
such time as the licence holder has reached the relevant minimum age referred to in
the first subparagraph of this paragraph and holds a certificate of professional
competence.
Article 8
Conditions and restrictions
1. Member States shall mark driving licences issued to a person subject to one or more
conditions under which he or she is authorised to drive. To that end Member States
shall use the corresponding Union codes provided for in Annex I, Part E. They may
also use national codes for conditions not covered by Annex I, Part E.
If, due to a physical incapacity, driving is authorised only for certain types of
vehicles or for vehicles adapted in order to compensate for such incapacities, the test
of skills and behaviour provided for in Article 10(1) shall be taken in such a vehicle.
2. The Commission is empowered to adopt delegated acts, in accordance with
Article 21, to amend Annex I, Part E, where necessary in order to take account of
technical, operational or scientific developments.
Article 9
Staging and equivalences between categories
1. Driving licences for categories BE, C1, C1E, C, CE, D1, D1E, D and DE shall be
issued only to drivers already entitled to drive vehicles in category B.
2. The validity of driving licences shall be determined as follows:
(a) licences issued for categories C1E, CE, D1E or DE shall be valid for
combinations of vehicles in category BE;
(b) licences issued for category CE shall be valid for category DE as long as their
holders are entitled to drive vehicles in category D;
(c) licences issued for category C1E or CE shall be valid for category D1E as long
as their holders are entitled to drive vehicles in category D1;
(d) licences issued for category CE and DE shall be valid for combinations of
vehicles in categories C1E and D1E respectively;
(e) licences issued for any category shall be valid for vehicles in category AM.
However, for driving licences issued on its territory, a Member State may limit
the equivalences for category AM to categories A1, A2 and A, if that Member
State imposes a practical test as a condition for obtaining category AM;
EN 32 EN
(f) licences issued for category A2 shall also be valid for category A1;
(g) licences issued for categories A, B, C or D shall be valid for categories A1, A2,
B1, C1, or D1 respectively;
(h) two years after a driving licence, granted for category B, was issued for the
first time it shall be valid for driving the alternatively fuelled vehicles referred
to in Article 2 of Council Directive 96/53/EC13
with a maximum authorised
mass above 3 500 kg but not exceeding 4 250 kg without a trailer.
3. For driving on their territory, Member States may grant the following equivalences:
(a) powered tricycles under a licence for category B, for powered tricycles with a
power exceeding 15 kW provided that the holder of the licence for category B
is at least 21 years old;
(b) category A1 motorcycles under a licence for category B.
The equivalences provided for in the first subparagraph shall be mutually recognised
by the Member States that granted them.
Member States shall not indicate on the driving licence that a holder is entitled to
drive the vehicles referred to in the first subparagraph, except by means of the
relevant Union codes specified in Annex I, Part E.
Member States shall inform the Commission without delay about equivalences
referred to in the first subparagraph that are granted on their territory, including the
national codes which may have been used before the entry into force of this
Directive. The Commission shall make this information available to Member States
for the purpose of facilitating the application of this paragraph.
4. Member States may authorise the driving on their territory of the following
categories of vehicles:
(a) vehicles of category D1 with a maximum authorised mass of 3 500 kg,
excluding any specialised equipment intended for the carriage of passengers
with disabilities, by drivers over 21 years old holding a driving licence granted
for category B, at least two years after such a driving licence was issued for
the first time and provided that the vehicles are being used by non-commercial
bodies for social purposes and that the driver provides his or her services on a
voluntary basis;
(b) vehicles of a maximum authorised mass exceeding 3 500 kg by drivers over 21
years old holding a driving licence granted for category B, at least two years
after such a driving licence was issued for the first time , provided that all of
the following conditions are met:
(i) those vehicles are intended to be used, when stationary, only as an
instructional or recreational area;
(ii) that they are used by non-commercial bodies for social purposes;
13
Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the
Community the maximum authorised dimensions in national and international traffic and the maximum
authorised weights in international traffic (OJ L 235, 17.9.1996, p. 59).
EN 33 EN
(iii) they have been modified so that they may not be used either for the
transport of more than nine persons or for the transport of any goods other than
those strictly necessary for their purposes;
(c) vehicles of category B with a maximum authorised mass of 2 500 kg and a
maximum speed physically limited to 45 km/h by drivers below 21 years old
holding a driving licence granted for category B1.
Member States shall not indicate on the driving licence that a holder is entitled to
drive the vehicles referred to in the first subparagraph, points (a) and (b), except by
means of relevant national codes.
Member States shall inform the Commission of any authorisations granted in
accordance with this paragraph.
Article 10
Issue, validity and renewal
1. Driving licences shall be issued only to applicants who meet the following
conditions:
(a) they have passed a test of skills and behaviour and a theoretical test and who
meet the minimum standards of physical and mental fitness for driving , in
accordance with the provisions of Annexes II and III;
(b) as regards category AM they have passed a theory test only; Member States
may require applicants to pass a test of skills and behaviour and a medical
examination for this category.
For three-wheel vehicles and quadricycles within this category, Member States
may impose a distinctive test of skills and behaviour. For the differentiation of
vehicles in category AM, a national code may be inserted on the driving
licence;
(c) as regards category A2 or category A, and on the condition that they have
acquired a minimum of two years' experience on a motorcycle in category A1
or in category A2 respectively, either:
(i) passed a test of skills and behaviour only, or
(ii) completed a training pursuant to Annex VI;
(d) they have completed a training or passed a test of skills and behaviour, or
completed a training and passed a test of skills and behaviour pursuant to
Annex V as regards category B for driving a vehicle combination referred to in
Article 6(1), point (c)(ii), third paragraph;
(e) they have their normal residence in the territory of the Member State issuing
the licence, or can produce evidence that they have been studying there for at
least six months.
2. The duration of the administrative validity of driving licences issued by Member
States shall be as follows:
(a) 15 years for categories AM, A1, A2, A, B, B1 and BE;
(b) five years for categories C, CE, C1, C1E, D, DE, D1 and D1E.
EN 34 EN
The renewal of a driving licence may trigger a new administrative validity period for
another category or categories the licence holder is entitled to drive, insofar as this is
in conformity with the conditions laid down in this Directive.
The presence of a microchip or QR code pursuant to Article 4(5) and Article 4(6)
shall not be a prerequisite for the validity of a driving licence. The loss or
unreadability of the microchip or of the QR code, or any other damage thereto, shall
not affect the validity of the driving licence.
Member States may limit the period of administrative validity of driving licences
issued to novice drivers within the meaning of Article 15(1), for any category in
order to apply specific measures to such drivers, for the purpose of improving their
road safety.
Member States may limit the period of administrative validity of individual driving
licences for any category in case it is found necessary to apply an increased
frequency of medical checks or other specific measures, including restrictions for
traffic offenders.
Member States shall reduce the periods of administrative validity set out in the first
subparagraph, points (a) and (b), to five years or less for driving licences of holders
residing on their territory having reached the age of 70, in order to apply an increased
frequency of medical checks or other specific measures, including refresher courses.
This reduced period of administrative validity shall only be applied upon renewal of
the driving licence.
Member States may reduce the period of administrative validity set out in paragraph
2 of driving licences of persons who have been granted a temporary residence permit
or who enjoy temporary protection or adequate protection under national law on their
territory. For that purpose, this reduced period of administrative validity shall be
equal to or shorter than the administrative validity of the temporary residence permit
or of the temporary protection or adequate protection.
3. The renewal of driving licences when their administrative validity expires shall be
subject to both of the following conditions:
(a) continuing compliance with the minimum standards of physical and mental
fitness for driving set out in Annex III;
(b) normal residence in the territory of the Member State issuing the licence, or
evidence that the applicants has been studying there for at least six months, at
the time they submit their application.
4. In case of a crisis Members States may extend the period of administrative validity of
driving licences that would otherwise expire, for a maximum period of six months.
The extension may be renewed where the crisis persists.
Any such extension shall be duly reasoned and notified immediately to the
Commission. The Commission shall immediately publish this information in the
Official Journal of the European Union. Member States shall recognise the validity
of driving licences whose period of administrative validity has been extended under
this paragraph.
Where a crisis affects several Member States, the Commission may adopt
implementing acts in order to extend the period of administrative validity of all or
certain categories of driving licences that would otherwise expire. That extension
may not exceed six months and may be renewed where the crisis persists. Those
EN 35 EN
implementing acts shall be adopted in accordance with the examination procedure
referred to in Article 22(3).
Where a Member State is not, and is not likely to be, affected by difficulties that
rendered the renewal of driving licences impracticable as a consequence of the crisis
referred to in the third subparagraph, or has taken appropriate national measures to
mitigate the crises’ impact, that Member State may decide not to apply the extension
introduced by the implementing act referred to in the third subparagraph, after first
informing the Commission. The Commission shall inform the other Member States
thereof and publish a notice in the Official Journal of the European Union.
For the purposes of this paragraph, a crisis means an exceptional, unexpected and
sudden, natural or man-made event of extraordinary nature and scale that takes place
inside or outside of the Union, with significant direct or indirect impacts on the area
of road transport and that also prevents or significantly impairs the possibility for the
holders of driving licences or relevant national authorities from carrying out the
necessary procedures for their renewal.
5. Without prejudice to national criminal and police laws, Member States may apply to
the issuing of driving licences national provisions relating to conditions other than
those referred to in this Directive. They shall inform the Commission thereof.
6. When issuing or renewing driving licences in categories AM, A, A1, A2, B, B1 and
BE, Member States may require an examination applying the minimum standards of
physical and mental fitness for driving set out in Annex III instead of the self-
assessment laid down in point 3 of that Annex. In that case, the medical examination
shall cover all the medical incapacities mentioned in Annex III.
The Commission shall adopt by [date-of-adoption+18 months] implementing acts
setting out the content of the self-assessment referred to in point 3 of Annex III and
covering all of the medical incapacities mentioned in that Annex. Those
implementing acts shall be adopted in accordance with the examination procedure
referred to in Article 22(2).
7. No person may hold more than one physical driving licence. A person may however
hold several mobile driving licences, provided that these are issued by the same
Member State.
No person may hold driving licences issued by more than one Member State.
A Member State shall refuse to issue a driving licence where it establishes that the
applicant already holds a driving licence issued by another Member State.
Member States shall take the necessary measures for the purpose of applying the
third subparagraph. The necessary measures as regards the issue, replacement,
renewal or exchange of a driving licence shall be to verify with other Member States
where there are reasonable grounds to suspect that the applicant is already the holder
of another driving licence. To that end, Member States shall use the EU driving
licence network referred to in Article 19.
Without prejudice to Article 3(6), a Member State issuing a driving licence shall
apply due diligence to ensure that a person fulfils the requirements set out in
paragraph 1 of this Article, and shall apply its national provisions on the cancellation
or withdrawal of the driving licence or of the right to drive if it is established that a
licence has been issued without those requirements having been met.
EN 36 EN
8. The Commission is empowered to adopt delegated acts, in accordance with
Article 21, to amend Annexes II, III, V and VI where necessary in order to take
account of technical, operational or scientific developments.
Article 11
Exchange and replacement of driving licences issued by Member States
1. Where the holder of a valid driving licence issued by a Member State has taken up
normal residence in another Member State, he or she may request that his or her
driving licence be exchanged for an equivalent licence. The Member State
performing the exchange shall check for which category the licence submitted is in
fact still valid.
2. Subject to observance of the principle of territoriality of criminal and police laws, the
Member State of normal residence may apply its national provisions on the
restriction, suspension, withdrawal or cancellation of the right to drive to the holder
of a driving licence issued by another Member State and, if necessary, exchange the
licence for that purpose.
3. The Member State performing the exchange shall return the old licence to the
authorities of the Member State which issued it and give the reasons for doing so.
4. A replacement for a driving licence which has, been lost or stolen may only be
obtained from the competent authorities of the Member State in which the holder has
his or her normal residence. Those authorities shall provide the replacement on the
basis of the information in their possession or, where appropriate, proof from the
competent authorities of the Member State which issued the original licence.
Article 12
Exchange of driving licences issued by third countries
1. Where a Member State provides for the exchange of a driving licence issued by a
third country to a holder that has taken up normal residence in its territory, that
Member State shall exchange the driving licence in accordance with the provisions
of this Article.
2. Where a Member State exchanges a driving licence issued by a third country that has
not been the object of an implementing decision referred to in paragraph 7, such
exchange shall be recorded on the driving licence issued by that member State by
way of marking the relevant code from Annex I, Part E, as shall any subsequent
renewal or replacement. If the holder of that licence transfers his or her normal
residence to another Member State, the latter need not apply the principle of mutual
recognition set out in Article 3(6).
Member States shall apply, for such exchanges, the provisions of their national
legislation, in accordance with the conditions provided for in this paragraph.
3. Where the driving licence is issued in a category and by a third country that has been
the object of an implementing decision referred to in paragraph 7, such exchange
shall not be recorded on the driving licence issued by the Member State concerned.
In those cases, Member States shall exchange the driving licence in accordance with
the conditions set out in the relevant implementing decision.
EN 37 EN
4. Where a driving licence issued by a Member State was exchanged for a driving
licence issued by a third country, Member States shall not require the fulfilment of
any additional conditions other than those set out in Article 10(3), first subparagraph,
or record any additional information for exchanging that driving licence for a driving
licence issued by them, as regards the categories of the initial driving licence.
In the situation referred to in the first subparagraph, where an applicant requests to
exchange a driving licence that is also valid for categories concerning which he or
she acquired the right to drive in a third country, the following rules shall apply:
(a) if the driving licence was issued in a category and by a third country that has
been the object of an implementing decision referred to in paragraph 7,
paragraph 3 shall apply;
(b) in the absence of such implementing decision, paragraph 2 shall apply.
5. The exchanges referred to in paragraphs 2, 3 and 4 shall only occur if the driving
licence issued by the third country has been surrendered to the competent authorities
of the Member State making the exchange.
6. The Commission may identify that a third country has a road transport framework
guaranteeing, wholly or partially, a level of road safety that is comparable to the
Union one, which allows for the driving licences issued by this third country to be
exchanged without recording such exchange on the driving licences issued by
Member States, if necessary after complying with certain pre-defined conditions.
Where the Commission identifies such a third country, it may assess the third
country’s road transport framework in cooperation with the Member States. Member
States shall have six months to provide their opinion on the road transport framework
in place in the identified third country. The Commission shall proceed with the
assessment once it has received an opinion from all Member States or once the time
limit for sending the opinions has passed, whichever is later.
When assessing the road transport framework in place in a third country the
Commission shall take into account at least the following elements:
(a) the driver licensing requirements in place, such as the classification of driving
licence categories, minimum age requirements, training and driving tests’
requirements and conditions, and medical standards for issuing the licence;
(b) whether the third country issues mobile driving licences and if so, the
applicable technical and structural details for operating the system;
(c) the extent to which there are forged driving licences in circulation and what
measures are taken to prevent forgery of driving licences;
(d) the period of administrative validity of the driving licences issued by the third
country;
(e) the traffic conditions in the third country and whether they are comparable to
the traffic conditions on the road networks in the Union;
(f) the road safety performance of the third country.
7. The Commission may, after conducting the assessment referred to in paragraph 6 and
by means of implementing decisions, decide that a third country has a road transport
framework in place that wholly or partially guarantees, a level of road safety that is
comparable to the Union one for the driving licences issued by those third countries
EN 38 EN
to be exchanged without recording such exchange on the driving licence issued by a
Member State.
The implementing decision shall contain at least:
(a) the driving licence categories referred to in Article 6, regarding which an
exchange may be made without recording it on the driving licence issued by a
Member State;
(b) the dates of issuance of the third country driving licences, from which an
exchange may be made without recording it on the driving licence issued by a
Member State;
(c) any general conditions to be complied with for the purpose of verifying the
authenticity of the official document to be exchanged;
(d) any general conditions the applicant has to comply with to demonstrate
compliance with the medical standards laid down in Annex III, prior to the
exchange.
Where the driving licence of the applicant does not allow compliance with the
second subparagraph, points (a) or (b), of this paragraph, Member States may decide
to exchange the driving licence in accordance with paragraph 2. Where the applicant
is not able to comply with the second subparagraph, points (c) or (d), of this
paragraph, Member States shall refuse to exchange the driving licence. Any
additional condition that the implementing decision may contain shall provide for
either the applicability of the national provisions of the Member State in accordance
with paragraph 2, or for the refusal of the exchange of the driving licence, where
such conditions are not complied with by the applicant.
The implementing decisions shall be adopted in accordance with the examination
procedure referred to in Article 22(2).
8. The implementing decision referred to in paragraph 7 shall provide for a periodic
review, at least every four years, of the road safety situation in the third country
concerned. Depending on the conclusions of the review, the Commission shall
maintain, amend or suspend, to the extent necessary, or repeal the implementing act
referred to in paragraph 7.
9. The Commission shall publish in the Official Journal of the European Union and on
its website a list of the third countries that have been the object of an implementing
decision in accordance with paragraph 7, and shall also publish accordingly any
relevant changes made in accordance with paragraph 9.
10. The Commission shall establish a knowledge network to aggregate, process and
disseminate knowledge and information on best practices for the integration of
foreign professional drivers in the internal market. The network shall include
relevant Members States authorities, centres of excellence, universities and
researchers, social partners and other relevant actors of the road transport sector.
Article 13
Effects of a restriction, suspension, withdrawal or cancellation of the right to drive or
driving licence
1. A Member State shall refuse to issue a driving licence to an applicant whose driving
licence is restricted, suspended, withdrawn or cancelled in another Member State.
EN 39 EN
2. A Member State shall refuse to recognise the validity of any driving licence issued
by another Member State to a person whose driving licence or right to drive is
restricted, suspended, withdrawn or cancelled in the former Member State’s territory.
3. A driving licence or the right to drive shall be considered as restricted, suspended,
withdrawn, or cancelled for the purposes of this Article as long as the person
concerned is yet to fulfil any conditions, imposed by a Member State, with which he
or she must comply with in order to be able to recover his or her right to drive or
driving licence or to be able to apply for a new one.
Member States shall ensure that any conditions they impose in order for the holder to
be able to recover his or her right to drive or driving licence or to be able to apply for
a new one are proportionate, non-discriminatory to holders of driving licences issued
by any other Member State and that they do not, by themselves, lead to an indefinite
refusal to issue a driving licence or to recognise a driving licence issued by another
Member State.
4. Nothing in this Article shall be understood as preventing Member States from
banning a person from driving in their territories indefinitely without providing him
or her the possibility to recover his or her right to drive or driving licence or to be
able to apply for a new one, where this is justified on the basis of his or her conduct.
Where a Member State, in accordance with this paragraph, has imposed an indefinite
ban on driving, such Member State may refuse to recognise the validity of any
driving licence, issued by another Member State, in its respective territory
indefinitely. By way of derogation from paragraph 1 other Member States may, after
consulting with the Member State imposing the indefinite driving ban, issue a driving
licence to such a person.
Article 14
Accompanied driving scheme
1. By way of derogation from Article 7(1), points (b) and (d) respectively, Member
States shall issue driving licences, in accordance with Article 10(1), for categories B
and C marked with the Union code 98.02 specified in Annex I, Part E, to applicants
who have reached the age of 17 years.
2. Holders of a driving licence marked with the Union code 98.02 who have not
reached the age of 18 years shall only drive when accompanied by a person who
meets the following conditions:
(a) has a minimum age of 25 years;
(b) holds a driving licence of the relevant category issued more than five years
ago;
(c) has not been subject to a driving disqualification over the last five years;
(d) has not been subject to a decision in the field of criminal law resulting from a
road-traffic related offence;
(e) in the case of a vehicle of category C has the qualification and training
provided by Directive (EU) 2022/2561.
EN 40 EN
3. Member States may require the identification of the accompanying persons referred
to in the paragraph 2 in order to ensure compliance with this Article. Member States
may limit the number of possible accompanying persons.
4. Member States may apply additional conditions for the issuance of a driving licence
marked with the Union code 98.02 to applicants who have not reached the age of 18
years. They shall inform the Commission thereof. The Commission shall make this
information available to the public.
Article 15
Probationary period
1. The holder of a driving licence of a given category issued for the first time shall be
considered a novice driver and shall be subject to a probationary period of at least
two years.
2. Member States shall lay down rules on penalties for novice drivers who drive with a
blood alcohol level exceeding 0.0g/mL and take all measures necessary to ensure that
they are implemented. Those penalties shall be effective, proportionate, dissuasive
and non‐discriminatory.
3. Member States may establish additional rules applicable on their territory to novice
drivers during the probationary period to improve road safety. They shall inform the
Commission thereof.
4. Member States shall mark driving licences issued during a probationary period with
the Union code 98.01 specified in Annex I, Part E.
5. A probationary period shall not be applied to drivers obtaining a driving licence of
category A2 or A in accordance with Article 10(1), point (c).
Article 16
Examiners
1. Driving examiners shall meet the minimum standards set out in Annex IV.
Driving examiners already working in that capacity before 19 January 2013 shall be
subject only to the requirements concerning quality assurance and regular periodic
training measures.
2. The Commission is empowered to adopt delegated acts, in accordance with
Article 21, to amend Annex IV where necessary in order to take account of technical,
operational or scientific developments.
Article 17
Normal residence
1. For the purposes of this Directive, normal residence shall be the place where a person
usually lives, that is for at least 185 days in each calendar year, because of personal
and occupational ties, or, in the case of a person with no occupational ties, because of
EN 41 EN
personal ties which show close links between that person and the place where he or
she is living.
However, the normal residence of a person whose occupational ties are in a different
place from his or her personal ties and who consequently lives in turn in different
places situated in two or more Member States shall be regarded as being the place of
his or her personal ties, provided that such person returns there regularly. This last
condition need not be met where the person is living in a Member State in order to
carry out a task of a definite duration. Attendance at a university or school shall not
imply transfer of normal residence.
2. For the purposes of Article 10(3), point (b) and Article 11(4), the normal residence of
the staff of diplomatic services of the Union or of its Member States, or of the
members of their families forming part of their households, shall be considered to be
in the territory of the Member States that issued the driving licences that are being
renewed or replaced.
For the purposes of this Article “diplomatic services of the Union” shall include
officials from relevant departments of the General Secretariat of the Council and of
the Commission, as well as staff seconded from national diplomatic services of the
Member States and any other employee or contractor working for the Union
institutions, bodies, offices and agencies in the area of external representation and
who, in order to be able to perform their contractual duties, have to live at least 181
days in the territory of one or several third countries in a calendar year.
3. Where the holder of a driving licence cannot prove the establishment of his or her
normal residence in a given Member State under paragraph 1, the holder may as a
last resource have his or her driving licence renewed in the Member State that
originally issued it.
4. By way of derogation from Article 10(1), point (e) and for the specific purpose of the
first issuance of a driving licence of category B, an applicant whose Member State of
normal residence is different from his or her Member State of citizenship may have
his or her driving licence issued by the latter, where the Member State of normal
residence does not provide for the possibility to pass the theoretical or practical tests
in one of the official languages of the Member State of citizenship or with an
interpreter.
Article 18
Equivalences between non-Union standard model licences
1. Member States shall apply the equivalences established by Commission Decision
(EU) 2016/194514
between entitlements obtained before 19 January 2013 and the
categories set out in Article 6 of this Directive.
2. Any entitlement to drive granted before 19 January 2013 shall not be removed or in
any way qualified by the provisions of this Directive.
14
Commission Decision (EU) 2016/1945 of 14 October 2016 on equivalences between categories of
driving licences (OJ L 302, 9.11.2016, p. 62).
EN 42 EN
Article 19
Mutual assistance
1. Member States shall assist one another in the implementation of this Directive. They
shall exchange information on the licences they have issued, exchanged, replaced,
renewed, restricted, suspended, withdrawn, cancelled or revoked, on the driving
disqualifications they have imposed or plan to enact and consult each other in order
to verify whether an applicant for a driving licence is not subject to a driving
disqualification in any Member State. They shall use the EU driving licence network
set up for those purposes.
2. Member States may also use the EU driving licence network for the exchange of
information for the following purposes:
(a) to enable their authorities to verify the validity and authenticity of a driving
licence during road-side checks or as part of anti-forgery measures;
(b) to facilitate investigations that aim to identify the liable person for road-safety-
related traffic offences, in accordance with Directive (EU) 2015/413 of the
European Parliament and of the Council15
;
(c) to prevent, detect and investigate criminal offences as referred to in
[REFERENCE TO PRÜM II];
(d) to enforce Directive (EU) 2022/2561;
(e) to implement and enforce [NEW DIRECTIVE ON THE UNION-WIDE
EFFECT OF CERTAIN DRIVING DISQUALIFICATIONS].
3. Access to the network shall be secured. The network shall provide for both
synchronous (real time) and asynchronous exchange of information, and for the
sending and receiving of secured messages, notifications and attachments.
Member States shall take all necessary steps to ensure that the information
exchanged through the network is up-to-date.
Member States may grant access for the network only to the authorities competent
for the purposes referred to in paragraphs 1 and 2.
4. Member States shall also assist each other in the implementation of the mobile
driving licence, in particular to guarantee the seamless interoperability between the
applications and verification features referred to in Annex I, Part C.
5. In order to ensure interoperability between national systems connected to the EU
driving licence network and the protection of personal data exchanged in this
context, the Commission shall adopt by 6 June 2026 implementing acts laying down
the detailed operational, interface and technical requirements of the EU driving
licence network. Those implementing acts shall be adopted in accordance with the
examination procedure referred to in Article 22(2).
6. Member States may cooperate in the enforcement of any partial restriction,
suspension, withdrawal or cancellation of the right to drive or a driving licence, in
particular where the respective measures are limited to certain driving licence
15
Directive (EU) 2015/413 of the European Parliament and of the Council of 11 March 2015 facilitating
cross-border exchange of information on road-safety-related traffic offences (OJ L 68, 13.3.2015, p. 9).
EN 43 EN
categories or to the territories of certain Member States, in particular through
endorsements on the driving licences they have issued.
Article 20
Review
Member States shall inform the Commission on a yearly basis about the number of driving
licences issued, renewed, replaced, withdrawn and exchanged, for each category, including
data on the issuance and use of mobile driving licences.
By [entry into force + 5 years], and every five years thereafter, the Commission shall present
a report to the European Parliament and the Council on the implementation of this Directive,
including its impact on road safety.
Article 21
Exercise of the delegation
1. The power to adopt delegated acts is conferred on the Commission subject to the
conditions laid down in this Article.
2. The power to adopt delegated acts referred to in Article 4(8), Article 5(6), Article
8(2), Article 10(8) and Article 16(2) shall be conferred on the Commission for a
period of five years from [Date of entry into force of the Directive]. The Commission
shall draw up a report in respect of the delegation of power no later than nine months
before the end of the five-year period. The delegation of power shall be tacitly
extended for periods of an identical duration, unless the European Parliament or the
Council opposes such extension no later than three months before the end of each
period.
3. The delegation of power referred to in Article 4(8), Article 5(6), Article 8(2), Article
10(8) and Article 16(2) may be revoked at any time by the European Parliament or
by the Council. A decision to revoke shall put an end to the delegation of the power
specified in that decision. It shall take effect the day following the publication of the
decision in the Official Journal of the European Union or at a later date specified
therein. It shall not affect the validity of any delegated acts already in force.
4. Before adopting a delegated act, the Commission shall consult experts designated by
each Member State in accordance with the principles laid down in the
Interinstitutional Agreement of 13 April 2016 on Better Law-Making.
5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to
the European Parliament and to the Council.
6. A delegated act adopted pursuant to Article 4(8), Article 5(6), Article 8(2), Article
10(8) and Article 16(2) shall enter into force only if no objection has been expressed
either by the European Parliament or by the Council within a period of two months
of notification of that act to the European Parliament and the Council, or if before the
expiry of that period, the European Parliament and the Council have both informed
the Commission that they will not object. That period shall be extended by two
months at the initiative of the European Parliament or of the Council.
EN 44 EN
Article 22
Committee procedure
1. The Commission shall be assisted by the committee on driving licences. That
committee shall be a committee within the meaning of Regulation (EU) No
182/2011.
2. Where reference is made to this paragraph, Article 5 of Regulation (EU) No
182/2011 shall apply.
Where the opinion of the committee is to be obtained by written procedure, that
procedure shall be terminated without result when, within the time limit for delivery
of the opinion, the chair of the committee so decides or a simple majority of
committee members so request.
Where the committee delivers no opinion, the Commission shall not adopt the
implementing act and Article 5(4), third subparagraph, of Regulation (EU) No
182/2011 shall apply.
3. Where reference is made to this paragraph, Article 8 of Regulation (EU) No
182/2011 shall apply.
Article 23
Amendments to Directive (EU) 2022/2561
In Article 5(2) of Directive (EU) 2022/2561, the following point (c) is added:
‘(c) from the age of 17, a vehicle in licence category C, provided they hold a CPC as referred
to in Article 6(1) and only under the conditions laid down in Article 14(2) of Directive
[REFERENCE-TO-THIS-DIRECTIVE];’
Article 24
Amendments to Regulation (EU) 2018/1724
In Annex II of Regulation (EU) 2018/1724, is amended as follows:
(a) in the second column, belonging to the row ‘Moving’, the following cell is
added: ‘Acquiring and renewing a driving licence’;
(b) in the third column, belonging to the row ‘Moving’, the following cell is
added: ‘Issuance, exchange and replacement of EU driving licences’.
Article 25
Transposition
1. Member States shall adopt and publish, by [date-of-adoption+2 years] at the latest,
the laws, regulations and administrative provisions necessary to comply with this
Directive. They shall forthwith communicate to the Commission the text of those
provisions.
EN 45 EN
They shall apply those provisions as from [date-of-adoption+3 years].
When Member States adopt those provisions, they shall contain a reference to this
Directive or be accompanied by such reference on the occasion of their official
publication. Member States shall determine how such reference is to be made.
2. Member States shall communicate to the Commission the text of the main provisions
of national law which they adopt in the field covered by this Directive.
Article 26
Repeal
1. Directive 2006/126/EC is repealed with effect from [date-of-adoption+3 years].
References made to Directive 2006/126/EC shall be construed as references to this
Directive and be read in accordance with the correlation table in Annex VII.
2. Regulation (EU) No 383/2012 is repealed with effect from [date-of-adoption+3
years].
3. References made Regulation (EU) No 383/2012 shall be construed as references to
Annex I, Part B, to this Directive, and be read in accordance with the correlation
table in Annex VII.
Article 27
Entry into force
This Directive shall enter into force on the twentieth day following that of its publication in
the Official Journal of the European Union.
Article 28
Addressees
This Directive is addressed to the Member States.
Done at Brussels,
For the European Parliament For the Council
The President The President
EN 46 EN
LEGISLATIVE FINANCIAL STATEMENT
1. FRAMEWORK OF THE PROPOSAL/INITIATIVE
1.1. Title of the proposal/initiative
Proposal for a Directive of the European Parliament and of the Council on driving
licences, amending Directive (EU) 2022/2561 of the European Parliament and of the
Council and repealing Commission Regulation (EU) No 383/2012.
1.2. Policy area(s) concerned
Transport, road Safety
1.3. The proposal/initiative relates to:
 a new action
 a new action following a pilot project/preparatory action66
X the extension of an existing action
 a merger or redirection of one or more actions towards another/a new action
1.4. Objective(s)
1.4.1. General objective(s)
The general objectives are to improve road safety and facilitate the free movement of
persons
1.4.2. Specific objective(s)
– Improving driving skills, knowledge, and experience, and reduce and punish
dangerous behaviour.
– Ensuring adequate physical and mental fitness of drivers across the EU.
– Removing inadequate or unnecessary barriers affecting applicants and holders of
driving licences.
1.4.3. Expected result(s) and impact
Positive societal effects are expected in terms of impacts on road safety and on the
free movement of persons. About 1,153 lives are estimated to be saved and 11,020
serious injuries avoided over 2025-2050, relative to the baseline, by improving the
skills and knowledge of drivers, and by reducing the number of drivers on Union
roads that have a dangerous behaviour or that are medically unfit to drive. In
monetary terms, the reduction in the external costs of accidents is estimated to
around EUR 7.1 billion, expressed as present value over 2025-2050 relative to the
baseline. In addition, the measures are expected to remove unjustified or unnecessary
obstacles to obtain, have recognised or renew driving rights. Most notably for
66
As referred to in Article 58(2)(a) or (b) of the Financial Regulation.
EN 47 EN
residents in the European Union and holders of foreign driving licences obtained in
another Member State than their country of citizenship, drivers of alternatively
fuelled vans and campervans, persons suffering from diabetes mellitus and
professional drivers.
Finally, positive effects are expected for the public administrations (EUR 4.8 billion
cost savings), for the private sector (EUR 1.5 billion cost savings) and for citizens
(EUR 6.6 billion cost savings) relative to the baseline, expressed as present value
over the 2025-2050 period, notably due to the complete harmonisation of the
administrative validity and to the introduction of the EU mobile driving licence.
1.4.4. Indicators of performance
Since the general objective is the improvement of road safety, the core indicator to
measure success of the initiative would be a reduction in the number of road fatalities
and the number of seriously injured persons in accidents for which the driver is
considered one of the causes. For that purpose, the number of accidents will be
considered in total and when certain conditions are met (e.g., the ones involving only
one vehicle or those where the driver was novice or physically/mentally unfit to
drive). The indicator will have to also consider overall road safety developments and
the evolution of road traffic and of licences’ numbers in each Member State (to take
account of other possible factors).
In relation to the second general objective of facilitating the free movement of
persons, the core indicator to measure success of the initiative would be a reduction
in the number of complaints and court cases in relation to the driving licences’
procedures.
The indicators related to both objectives will continue however to be relatively
difficult to assess because of the multiple underlying causes of accidents, the
unavailability of data and the low number of complaints and court cases in relation to
driving licences’ procedures.
For the objective “Improving driving skills, knowledge and experience and reduce
and punish dangerous behaviour”, the success will be measured by the fact that
standards on skills, knowledge, and probation periods to be met for the first issuance
of a driving licence are harmonised and dangerous behaviour is sanctioned
irrespectively of the residence of the offender.
On “fitness to drive”, the share of drivers regularly medically screened, depending on
health status and age will be a measure of success. For the removal of barriers
affecting applicants and holders of driving licences, the number of MS issuing
mobile driving licences and/or recognising EU mobile driving licences will be a
measure of success, as well as a low number of complaints and court cases where
normal residence is an obstacle to the recognition of existent driving rights.
The Commission will monitor the implementation and effectiveness of this initiative
through several actions and a set of core indicators that will measure progress
towards achieving the operational objectives. Five years after the end of the
transposition period of the legislative act, the Commission services should carry out
an evaluation to verify to what extent the objectives of the initiative have been
reached.
EN 48 EN
Established monitoring instruments (e.g., the CARE database) will be used to
monitor the correlation between road accidents and driving licences. The reporting
will include information on the number of accidents with injuries and/or fatalities as
well as on the drivers involved such as their age, validity and issuing date of their
driving licences and results of their drug/alcohol tests. To allow, to the maximum
extent possible, to separate the effects of the revised Directive from other factors,
statistics on the number of driving licences issued will be retrieved from Member
States. It should allow to assess the relative evolution of road safety for the main
groups of drivers affected by the revision (e.g., novice drivers, drivers will health
conditions).
Statistics will also continue to be produced by the Commission regarding the use of
the RESPER network for the exchange of information on driving licences,
established under Article 15 of Directive 2006/126/EC. The Commission may also
explore the possibility to complement this information with statistics produced by the
EUCARIS, the application used by several Member States to connect to RESPER.
With respect to interoperability of the EU mobile driving licence, a dedicated
working group under the Committee established under Article 21 of the Directive
will monitor the progress with the objective to identify and solve potential issues.
The Commission will also invite Member States to share statistics acquired from
national registries, as it has been done in the frame of the support study for this
impact assessment, on the number of licences issued per categories, per gender and
per age group.
1.5. Grounds for the proposal/initiative
1.5.1. Requirement(s) to be met in the short or long term including a detailed timeline for
roll-out of the implementation of the initiative
This EU initiative is the fourth successive on Union rules governing driving licences
(first introduced in 1980 by Directive 80/1263/EEC)67
. Those rules contributed to
reduce road fatalities by 61.5% from around 51,400 in 2001 to around 19,800 in
2021. However, the improvement in road safety has not been as strong as needed.
To further reduce fatalities and injuries on the EU roads the proposal incoporporates
several measures like increased digitalization, including the introduction digital
driving licences, the update to technological progress such as automated driving
systems and sustainability. One of the amendments due to the electrification of the
current car fleet in Europe is that automatic gear boxes will become the standard in
training and driving examinations, with the consequent redraw of the code 78
limitation.
67
The first Directive on driving licences (Directive 80/1263/EEC) introduced the very first set of rules in
the EU as regards harmonisation of the national driving licence schemes, in particular through the
introduction of a Community model of the licence, the preliminary definition of vehicles’ categories
and by laying down the conditions under which driving licences can be issued or exchanged across the
EU. These rules were further refined and extended in the second driving licences Directive (Directive
91/439/EEC). Most importantly, the mutual recognition of driving licences issued by Member States
was established and requirements for a minimum age to obtain a driving licence were introduced.
Directive 2006/126/EC was approved in December 2006 and has been amended eleven times between
2009 and 2020, mainly to improve the harmonisation of common standards and requirements, as well as
to adapt to technological developments
EN 49 EN
Training requirements are also updated including using digital means, as well the
methods to verify and guarantee the adequate fitness to drive. We are also
considering the introduction of a training scheme based on accompanied driving, so
that novice drivers would drive a higher number of kilometres while accompanied
before getting their driving licence. This would not affect the minimum age to drive
unaccompanied, but it would reflect the best practice from several Member States.
The proposal also builds on the experience gained in several Member States as
regards probation periods, introducing a two-year timeframe whereby novice drivers
are subject to stricter rules. The proposal also improves the safe accessibility to
driving licences by all EU citizens and third country nationals and will look at
solutions to further empower Members States to reduce the number of dangerous
drivers on EU roads.
1.5.2. Added value
Without this EU intervention, the cooperation on driving licences between Member
States would be ensured by means of bi- or multilateral agreements which would
result in higher complexity of the licencing system and a higher administrative
burden for the licence holders. Moreover, some of the remaining issues today are due
to different implementations of the Directive in Member States.
Drivers might also face administrative issues when travelling to Member States that
are not contracting parties of the Vienna Convention, for example the requirement to
hold an international driving permit. Finally, when changing residence in the EU,
holders of EU driving licences would have to obtain a new driving licence issued by
their new country of residence, either by means of an administrative exchange or by
passing the driving test like any other applicant.
In addition, the conditions to obtain a driving licence would vary, resulting in an
unequal treatment of EU citizens and less effectiveness in terms of road safety.
1.5.3. Lessons learned from similar experiences in the past
As mention in point 1.5.1 the revision of the Driving Licence Directive will result in
the adoption of a fourth act addressing this topic. The first three Directives have
already contributed significantly to an improvement of road safety and of the free
movement of people, resulting in drivers who are more skilled and knowledgeable
and better fit to drive. In addition, the impunity of traffic offenders has been reduced
with the introduction of a single driving licence in the EU and the establishment of
the RESPER network.
1.5.4. Compatibility with the Multiannual Financial Framework and possible synergies
with other appropriate instruments
The proposed revision of the Driving Licence Directive is consistent with other EU
instruments and relevant EU policies, as well as international obligations (UNECE
conventions on road traffic Geneva 1949 and Vienna 1968). The Directive governs
driving rights according to vehicle categories. Certain categories are defined by
reference to EU rules namely:
EN 50 EN
– Regulation (EU) No 168/2013 on the approval and market surveillance of two-
or three-wheel vehicles and quadricycles68
, allowing to identify the types of
mopeds, motorcycles, motor tricycles and quadricycles.
– Council Directive 96/53/EC laying down the maximum authorised dimensions
in national and international traffic and the maximum authorised weights in
international traffic69
, allowing to identify the types of alternatively fuelled
vehicles;
The Directive also determines the minimum ages to obtain a driving licence for
(future) professional drivers, which are subject to Directive (EU) 2022/2561 on the
initial qualification and periodic training of drivers of certain road vehicles for the
carriage of goods or passengers70
.
In addition, rules on protection of personal data also apply to the exchange of
information related to driving licences, in particular:
– Regulation (EU) 2018/1725 on the protection of natural persons with regard to
the processing of personal data by the European Union institutions, bodies,
offices and agencies and on the free movement of such data71
;
– Regulation (EU) 2016/679 on the protection of natural persons with regard to
the processing of personal data and on the free movement of such data
(General Data Protection Regulation)72
; and Directive (EU) 2016/680 of the
European Parliament and of the Council73
.
Finally, the Commission has adopted on 3 June 2021 a proposal74
for the revision of
the Regulation (EU) No 910/201475
as regards establishing a framework for a
European Digital Identity. This new framework provides building blocks relevant to
the mobile driving licences. In particular, the electronic identity and, potentially, the
electronic wallet features can be used to develop an interoperable solution for EU
mobile driving licences.
To ensure the consistency of the Driving Licence Directive with the other legal
instruments concerning the aspects of enforcement of road traffic rules, a negotiating
package is established, which consists of three initiatives – besides this new proposal
on Driving Licences Rules, it also contains a proposal for a directive amending
Directive (EU) 2015/413 on facilitating cross-border exchange of information on
68
OJ L 60, 2.3.2013, p. 52–128
69
https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:01996L0053-20190814 OJ L 235,
17.9.1996, p. 59–75
70
https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:02003L0059-20190726 OJ L 226,
10.9.2003, p. 4–17
71
https://eur-lex.europa.eu/legal-content/en/TXT/?uri=CELEX:32018R1725OJ L 295, 21.11.2018, p. 39–
98
72
https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:02016R0679-20160504 OJ L 119,
4.5.2016, p. 1–88
73
Directive (EU) 2016/680 of the European Parliament and of the Council of 27 April 2016 on the
protection of natural persons with regard to the processing of personal data by competent authorities for
the purposes of the prevention, investigation, detection or prosecution of criminal offences or the
execution of criminal penalties, and on the free movement of such data, OJ L 119, 4.5.2016, p. 89
74
https://eur-lex.europa.eu/legal-content/EN/ALL/?uri=COM%3A2021%3A281%3AFIN
75
Regulation (EU) No 910/2014 of the European Parliament and of the Council of 23 July 2014 on
electronic identification and trust services for electronic transactions in the internal market, OJ L 257,
28.8.2014, p. 73
EN 51 EN
road-safety-related traffic offences and a proposal for a Directive on the application
of the principle of the mutual recognition on driving disqualifications.
1.5.5. Assessment of the different available financing options, including scope for
redeployment
The one-off costs in 2025 and ongoing adjustment costs of the Commission until
2050 are mainly related to setting an expert group to allow authorities to share
information and best practices in relation to physical and mental fitness to drive and
the development of an online training programme on fitness to drive for general
practitioners. The establishment of those two initiatives does not require an increase
of human resources.
1.6. Duration and financial impact of the proposal/initiative
 limited duration
–  in effect from [DD/MM]YYYY to [DD/MM]YYYY
–  Financial impact from YYYY to YYYY for commitment appropriations and
from YYYY to YYYY for payment appropriations.
X unlimited duration
– Implementation with a start-up period from YYYY to YYYY,
– followed by full-scale operation.
1.7. Method(s) of budget implementation planned76
X Direct management by the Commission
–  by its departments, including by its staff in the Union delegations;
–  by the executive agencies
 Shared management with the Member States
 Indirect management by entrusting budget implementation tasks to:
–  third countries or the bodies they have designated;
–  international organisations and their agencies (to be specified);
–  the EIB and the European Investment Fund;
–  bodies referred to in Articles 70 and 71 of the Financial Regulation;
–  public law bodies;
–  bodies governed by private law with a public service mission to the extent that
they are provided with adequate financial guarantees;
76
Details of budget implementation methods and references to the Financial Regulation may be found on
the BUDGpedia site: https://myintracomm.ec.europa.eu/corp/budget/financial-rules/budget-
implementation/Pages/implementation-methods.aspx
EN 52 EN
–  bodies governed by the private law of a Member State that are entrusted with
the implementation of a public-private partnership and that are provided with
adequate financial guarantees;
–  bodies or persons entrusted with the implementation of specific actions in the
CFSP pursuant to Title V of the TEU, and identified in the relevant basic act.
– If more than one management mode is indicated, please provide details in the ‘Comments’ section.
The implementation of the proposal requires the establishment and maintenance of
an expert group to allow authorities to share information and best practices in
relation to physical and mental fitness to drive and the development of an online
training programme on fitness to drive for general practitioners. The establishment of
those initiatives does not require an increase of human resources.
- the recurring adjustment costs between 2025-2028 incurred by the
establishment of the expert group to allow authorities to share information and best
practices in relation physical and mental fitness to drive are estimated at 30.000€ per
year.
- the non-recurring adjustment (one-off) costs of 80.000 € are foreseen in 2025
incurred by the establishment and the development of an online training programme
on fitness to drive for general practitioners;
- ongoing adjustment costs (update of the online training programme on fitness
to drive for general practitioners) estimated at approx. 80.000€ every 5 years.
EN 53 EN
2. MANAGEMENT MEASURES
2.1. Monitoring and reporting rules
Specify frequency and conditions.
The tasks directly implemented by DG MOVE will follow the annual cycle of
planning and monitoring, as implemented in the Commission and the executive
agencies, including reporting the results through the Annual Activity Report of DG
MOVE.
According to article Article 20 of the Driving Licence Directive, Member States shall
inform the Commission on a yearly basis about the number of driving licences
issued, renewed, replaced, withdrawn and exchanged, for each category, including
data on the issuance and use of mobile driving licences.
The Commission will also assess the correct transposition of the Directive by the
Member States.
2.2. Management and control system(s)
2.2.1. Justification of the management mode(s), the funding implementation mechanism(s),
the payment modalities and the control strategy proposed
The unit within DG MOVE in charge of the policy field will manage the
implementation of the Directive.
The expenditure will be implemented under direct management, in full application of
the provisions of the Financial Regulation. The control strategy for procurements and
grants in DG MOVE includes specific ex-ante legal, operational and financial
controls on the procedures ( including, for procurements; a review by the advisory
committee for procurement and contracts) as well as on the signature of contracts and
agreements. In addition, expenditure made to procure goods and services is subject to
ex ante and, when necessary, ex-post and financial controls.
2.2.2. Information concerning the risks identified and the internal control system(s) set up
to mitigate them
As regards the implementation of the tasks related to the setup of the mechanism, the
risks identied are linked to use of procurement procedures: delay, availability of data,
timely information to the market, etc. These risks are covered under the Financial
Regulation and mitigated by the set of internal controls deployed by DG MOVE for
procurement of this value.
2.2.3. Estimation and justification of the cost-effectiveness of the controls (ratio of "control
costs ÷ value of the related funds managed"), and assessment of the expected levels
of risk of error (at payment & at closure)
DG MOVE reports annually, in its Annual Activity Report, on the cost of control of
its activities. The risk profile and cost of controls for procurement activities are in
line with the requirements.
The requested budgetary increase applies to the establishment and maintanence of an
information platform for authorities to exchange on physical and mental fitness to
drive and the development of an (online) training programme for general
EN 54 EN
practitioners. Concerning the control activities related to the IT systems developed or
managed by the directorate responsible for the proposal, the IT steering committee is
regularly monitoring the directorate databases and progress made, taking into
account the simplification and cost-efficiency of the Commission IT resources.
2.3. Measures to prevent fraud and irregularities
Specify existing or envisaged prevention and protection measures, e.g. from the Anti-Fraud Strategy.
The regular Commission prevention and protection measures would apply,
specifically:
- Payments for any services are checked by the Commission staff prior to payment,
taking into account any contractual obligations, economic principles and good
financial or management practice. Anti-fraud provisions (supervision, reporting
requirements, etc.) will be included in all agreements and contracts concluded
between the Commission and recipients of any payments.
- To combat fraud, corruption and other unlawful activities the provisions of
Regulation (EU, Euratom) No 883/2013 of the European Parliament and of the
Council of 25 May 1999 concerning investigations conducted by the European Anti-
fraud Office (OLAF) shall apply without restriction.
DG MOVE adopted a revised Anti-fraud Strategy (AFS) in 2020. The MOVE AFS is
based on the Commission Antifraud Strategy and a specific risk assessment carried
out internally to identify the areas most vulnerable to fraud, the controls already in
place and the actions necessary to improve DG MOVE’s capacity to prevent, detect
and correct fraud.
The contractual provisions applicable to public procurement ensure that audits and
on-the-spot checks can be carried out by the Commission services, including OLAF,
using the standard provisions recommended by OLAF.
EN 55 EN
3. ESTIMATED FINANCIAL IMPACT OF THE PROPOSAL/INITIATIVE
3.1. Heading(s) of the multiannual financial framework and expenditure budget
line(s) affected
 Existing budget lines
In order of multiannual financial framework headings and budget lines.
Heading of
multiannual
financial
framework
Budget line
Type of
expenditure
Contribution
Number Diff./Non-
diff.
77
from
EFTA
countries
78
from
candidate
countries
and
potential
candidates
79
fromother
third
countries
other assigned
revenue
01 02.200401 Diff. NO NO NO NO
 New budget lines requested
In order of multiannual financial framework headings and budget lines.
Heading of
multiannual
financial
framework
Budget line
Type of
expenditure
Contribution
Number Diff./Non-
diff.
from
EFTA
countries
from
candidate
countries
and
potential
candidates
from
other
third
countries
other assigned
revenue
[XX.YY.YY.YY] YES/NO YES/NO YES/NO YES/NO
77
Diff. = Differentiated appropriations / Non-diff. = Non-differentiated appropriations.
78
EFTA: European Free Trade Association.
79
Candidate countries and, where applicable, potential candidates from the Western Balkans.
EN 56 EN
3.2. Estimated financial impact of the proposal on appropriations
3.2.1. Summary of estimated impact on operational appropriations
– The proposal/initiative does not require the use of operational appropriations
– X The proposal/initiative requires the use of operational appropriations, as explained below. No additional appropriations
will be necessary. The amounts needed to finance the project will be redeployed from the appropriations already programmed in the
official financial programming under the specific budget items.
EUR million (to three decimal places)
Heading of multiannual financial
framework
01 Single Market, Innovation and Digital
DG:MOVE
Year
2025
Year
2026
Year
2027
Year
2028
TOTAL
2025-2028
 Operational appropriations
Budget line80
02.200401
Commitments (1a) 0.110 0.030 0.030 0.030 0.200
Payments (2a) 0.110 0.030 0.030 0.030 0.200
Budget line
Commitments (1b)
Payments (2b)
Appropriations of an administrative nature financed from the
envelope of specific programmes81
Budget line (3)
TOTAL appropriations Commitments
=1a+1b
+3
0.110 0.030 0.030 0.030 0.200
80
According to the official budget nomenclature.
81
Technical and/or administrative assistance and expenditure in support of the implementation of EU programmes and/or actions (former ‘BA’ lines), indirect research, direct research.
EN 57 EN
for DG MOVE
Payments
=2a+2b
+3
0.110 0.030 0.030 0.030 0.200
 TOTAL operational appropriations
Commitments (4) 0.110 0.030 0.030 0.030 0.200
Payments (5) 0.110 0.030 0.030 0.030 0.200
 TOTAL appropriations of an administrative nature
financed from the envelope for specific programmes
(6)
TOTAL appropriations
under HEADING <01>
of the multiannual financial
framework
Commitments =4+ 6 0.110 0.030 0.030 0.030 0.200
Payments =5+ 6
0.110 0.030 0.030 0.030 0.200
If more than one operational heading is affected by the proposal / initiative, repeat the section above:
 TOTAL operational appropriations
(all operational headings)
Commitments (4)
Payments (5)
TOTAL appropriations of an administrative nature
financed from the envelope for specific programmes
(all operational headings) (6)
TOTAL appropriations
under HEADINGS 1 to 6
of the multiannual financial
framework
(Reference amount)
Commitments =4+ 6
Payments =5+ 6
EN 58 EN
Heading of multiannual financial
framework
7 ‘Administrative expenditure’
This section should be filled in using the 'budget data of an administrative nature' to be firstly introduced in the Annex to the Legislative
Financial Statement (Annex 5 to the Commission decision on the internal rules for the implementation of the Commission section of the general
budget of the European Union), which is uploaded to DECIDE for interservice consultation purposes.
EUR million (to three decimal places)
Year
N
Year
N+1
Year
N+2
Year
N+3
Enter as many years as
necessary to show the duration
of the impact (see point 1.6)
TOTAL
DG: <…….>
 Human resources
 Other administrative expenditure
TOTAL DG <…….> Appropriations
TOTAL appropriations
under HEADING 7
of the multiannual financial framework
(Total commitments =
Total payments)
EUR million (to three decimal places)
Year
N82
Year
N+1
Year
N+2
Year
N+3
Enter as many years as
necessary to show the duration
of the impact (see point 1.6)
TOTAL
TOTAL appropriations Commitments
82
Year N is the year in which implementation of the proposal/initiative starts. Please replace "N" by the expected first year of implementation (for instance: 2021). The same for the
following years.
EN 59 EN
under HEADINGS 1 to 7
of the multiannual financial framework Payments
3.2.2. Estimated output funded with operational appropriations
Commitment appropriations in EUR million (to three decimal places)
Indicate
objectives and
outputs

Year
N
Year
N+1
Year
N+2
Year
N+3
Enter as many years as necessary to show the
duration of the impact (see point 1.6)
TOTAL
OUTPUTS
Type
83
Avera
ge
cost No
Cost
No
Cost
No
Cost
No
Cost
No
Cost
No
Cost
No
Cost
Total
No
Total
cost
SPECIFIC OBJECTIVE No 1
84
…
- Output
- Output
- Output
Subtotal for specific objective No 1
SPECIFIC OBJECTIVE No 2 ...
- Output
Subtotal for specific objective No 2
TOTALS
83
Outputs are products and services to be supplied (e.g.: number of student exchanges financed, number of km of roads built, etc.).
84
As described in point 1.4.2. ‘Specific objective(s)…’
EN 60 EN
3.2.3. Summary of estimated impact on administrative appropriations
– X The proposal/initiative does not require the use of appropriations of an
administrative nature
–  The proposal/initiative requires the use of appropriations of an administrative
nature, as explained below:
EUR million (to three decimal places)
Year
N
85
Year
N+1
Year
N+2
Year
N+3
Enter as many years as necessary to show the
duration of the impact (see point 1.6)
TOTAL
HEADING 7
of the multiannual
financial framework
Human resources
Other administrative
expenditure
Subtotal HEADING 7
of the multiannual
financial framework
Outside HEADING 7
86
of the multiannual
financial framework
Human resources
Other expenditure
of an administrative
nature
Subtotal
outside HEADING 7
of the multiannual
financial framework
TOTAL
The appropriations required for human resources and other expenditure of an administrative nature will be met by
appropriations from the DG that are already assigned to management of the action and/or have been redeployed within the
DG, together if necessary with any additional allocation which may be granted to the managing DG under the annual
allocation procedure and in the light of budgetary constraints.
85
Year N is the year in which implementation of the proposal/initiative starts. Please replace "N" by the expected first
year of implementation (for instance: 2021). The same for the following years.
86
Technical and/or administrative assistance and expenditure in support of the implementation of EU programmes
and/or actions (former ‘BA’ lines), indirect research, direct research.
EN 61 EN
3.2.3.1. Estimated requirements of human resources
– The proposal/initiative does not require the use of human resources.
–  The proposal/initiative requires the use of human resources, as explained
below:
Estimate to be expressed in full time equivalent units
Year
N
Year
N+1
Year
N+2
Year
N+3
Enter as many years as
necessary to show the duration
of the impact (see point 1.6)
 Establishment plan posts (officials and temporary staff)
20 01 02 01 (Headquarters and Commission’s Representation
Offices)
20 01 02 03 (Delegations)
01 01 01 01 (Indirect research)
01 01 01 11 (Direct research)
Other budget lines (specify)
 External staff (in Full Time Equivalent unit: FTE)
87
20 02 01 (AC, END, INT from the ‘global envelope’)
20 02 03 (AC, AL, END, INT and JPD in the delegations)
XX 01 xx yy zz
88
- at Headquarters
- in Delegations
01 01 01 02 (AC, END, INT - Indirect research)
01 01 01 12 (AC, END, INT - Direct research)
Other budget lines (specify)
TOTAL
XX is the policy area or budget title concerned.
The human resources required will be met by staff from the DG who are already assigned to management of the
action and/or have been redeployed within the DG, together if necessary with any additional allocation which
may be granted to the managing DG under the annual allocation procedure and in the light of budgetary
constraints.
Description of tasks to be carried out:
Officials and temporary staff
External staff
87
AC= Contract Staff; AL = Local Staff; END= Seconded National Expert; INT = agency staff;
JPD= Junior Professionals in Delegations.
88
Sub-ceiling for external staff covered by operational appropriations (former ‘BA’ lines).
EN 62 EN
3.2.4. Compatibility with the current multiannual financial framework
The proposal/initiative:
– X can be fully financed through redeployment within the relevant heading of the
Multiannual Financial Framework (MFF).
Amounts needed to finance the project will be redeployed from budget line 02.200401.
–  requires use of the unallocated margin under the relevant heading of the MFF
and/or use of the special instruments as defined in the MFF Regulation.
Explain what is required, specifying the headings and budget lines concerned, the corresponding
amounts, and the instruments proposed to be used.
–  requires a revision of the MFF.
Explain what is required, specifying the headings and budget lines concerned and the corresponding
amounts.
3.2.5. Third-party contributions
The proposal/initiative:
– X does not provide for co-financing by third parties
–  provides for the co-financing by third parties estimated below:
Appropriations in EUR million (to three decimal places)
Year
N89
Year
N+1
Year
N+2
Year
N+3
Enter as many years as necessary
to show the duration of the
impact (see point 1.6)
Total
Specify the co-financing
body
TOTAL appropriations
co-financed
89
Year N is the year in which implementation of the proposal/initiative starts. Please replace "N" by the
expected first year of implementation (for instance: 2021). The same for the following years.
EN 63 EN
3.3. Estimated impact on revenue
– X The proposal/initiative has no financial impact on revenue.
–  The proposal/initiative has the following financial impact:
 on own resources
 on other revenue
please indicate, if the revenue is assigned to expenditure lines 
EUR million (to three decimal places)
Budget revenue line:
Appropriations
available for
the current
financial year
Impact of the proposal/initiative
90
Year
N
Year
N+1
Year
N+2
Year
N+3
Enter as many years as necessary to show
the duration of the impact (see point 1.6)
Article ………….
For assigned revenue, specify the budget expenditure line(s) affected.
Other remarks (e.g. method/formula used for calculating the impact on revenue or any other
information).
90
As regards traditional own resources (customs duties, sugar levies), the amounts indicated must be net
amounts, i.e., gross amounts after deduction of 20 % for collection costs.


EN EN
EUROPEAN
COMMISSION
Brussels, 1.3.2023
COM(2023) 127 final
ANNEXES 1 to 7
ANNEXES
to the
Proposal for a DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE
COUNCIL
on driving licences, amending Directive (EU) 2022/2561 of the European Parliament and
of the Council, Regulation (EU) 2018/1724 of the European Parliament and of the
Council and repealing Directive 2006/126/EC of the European Parliament and of the
Council and Commission Regulation (EU) No 383/2012
{SEC(2023) 350 final} - {SWD(2023) 128 final} - {SWD(2023) 129 final}
Offentligt
KOM (2023) 0127 - Forslag til direktiv
Europaudvalget 2023
EN 1 EN
ANNEX I
PROVISIONS CONCERNING DRIVING LICENCES ISSUED BY MEMBER
STATES
PART A1: GENERAL SPECIFICATIONS FOR THE PHYSICAL DRIVING
LICENCE
(1) The physical characteristics of the card of the Union model driving licence shall be in
accordance with ISO 7810 and ISO 7816-1.
The card shall be made of polycarbonate.
Methods for testing the characteristics of driving licences for the purpose of
confirming their compliance with the international standards shall be in accordance
with ISO 10373.
(2) The licence shall have two sides and comply with the model in figure 1.
Side 1 Side 2
Figure 1: Model of the EU driving licence
(3) The licence shall contain the information specified in Part D as follows:
Side 1 shall contain:
(a) the words ‘Driving Licence’ printed in large type in the language or languages
of the Member State issuing the licence;
(b) the name of the Member State issuing the licence (optional);
(c) the distinguishing sign of the Member State issuing the licence, printed in
negative in a blue rectangle and encircled by 12 yellow stars, as laid down in
Part D, point 1;
(d) information specific to the licence issued (fields 1 to 9), as laid down in Part D,
point 3;
(e) the words ‘European Union model’ in the language(s) of the Member State
issuing the licence and the words ‘Driving Licence’ in the other languages of
the European Union, printed in pink to form the background of the licence, as
laid down in Part D, point 2.
Side 2 shall contain:
(f) information specific to the categories of the licence issued (fields 9 to 12), as
laid down in Part D, point 4;
EN 2 EN
(g) information specific to the administration of the licence (fields 13 and 14), as
laid down in of Part D, point 5;
(h) an explanation of the following numbered fields which appear on sides 1 and 2
of the licence: 1, 2, 3, 4(a), 4(b), 4(c), 5, 10, 11 and 12.
If a Member State wishes to make the entries in a national language other than one of
the following languages: Bulgarian, Croatian, Czech, Danish, Dutch, English,
Estonian, Finnish, French, German, Greek, Hungarian, Italian, Latvian, Lithuanian,
Maltese, Polish, Portuguese, Romanian, Slovak, Slovenian, Spanish or Swedish, it
shall draw up a bilingual version of the licence using one of the aforementioned
languages, without prejudice to the other provisions of this Annex;
A space shall be reserved on the Union model driving licence to allow for the
possible introduction of a microchip or similar computer device, or for the possible
printing of a QR code.
The colour references shall be as follows:
– blue: Pantone Reflex Blue;
– yellow: Pantone Yellow.
(4) Special provisions
(a) Where the holder of a driving licence issued by a Member State in accordance
with this Annex has his normal place of residence in another Member State,
that Member State may enter in the licence such information as is essential for
administering it, provided that it also enters this type of information in the
licences which it issues and provided that there remains enough space for the
purpose.
(b) Member States may add colours or markings, such as bar codes and national
symbols, without prejudice to the other provisions of this Annex. Member
States shall inform the Commission thereof.
In the context of mutual recognition of driving licences, the bar code may not
contain information other than what can already be read on the driving licence
or which is essential to the process of issuing the licence.
(c) Information contained in the front and reverse side of the card shall be legible
with the eye, using a minimum character height of 5 points for fields 9 to 12 on
side 2.
PART A2: ANTI FORGERY SPECIFICATIONS FOR THE PHYSICAL DRIVING
LICENCE
(1) The threats to the physical security of driving licences are:
(a) production of false cards: creating a new object which bears great resemblance
to the document, either by making it from scratch or by copying an original
document;
(b) material alteration: changing a property of an original document, for instance
modifying some of the data printed on the document.
EN 3 EN
(2) The overall security shall lie in the system in its entirety, consisting of the application
process, the transmission of data, the card body material, the printing technique, a
minimum set of different security features and the personalisation process.
(3) The material used for driving licences shall be made secure against forgery by using
the following techniques (mandatory security features):
(a) card bodies shall be UV dull;
(b) a security background pattern designed to be resistant to counterfeit by
scanning, printing or copying, using rainbow printing with multicolour security
inks and positive and negative guilloche printing. The pattern shall not be
composed of the primary colours (CMYK), shall contain complex pattern
designs in a minimum of two special colours and shall include micro lettering;
(c) optical variable elements providing adequate protection against copying and
tampering of the photograph;
(d) laser engraving;
(e) in the area of the photograph the security design background and photograph
shall overlap on at least its border (weakening pattern).
(4) In addition, the material used for driving licences shall be made secure against
forgery by using at least three of the following techniques (additional security
features):
(a) colour-shifting inks*;
(b) termochromic ink*;
(c) custom holograms*;
(d) variable laser images*;
(e) ultraviolet fluorescent ink, visible and transparent;
(f) iridescent printing;
(g) digital watermark in the background;
(h) infrared or phosphorescent pigments;
(i) tactile characters, symbols or patterns*.
(5) Member States may introduce additional security features. As a basis, the techniques
indicated with an asterisk shall be preferred as they enable the law enforcement
officers to check the validity of the card without any special means.
PART B: SPECIFICATIONS FOR THE MICROCHIP INTRODUCED AS PART OF
THE PHYSICAL DRIVING LICENCE
(1) The microchip and the data contained in the microchip, including additional
information provided for by the national laws of a Member State related to driving
licences, shall comply with the provisions of Part B1.
(2) The list of applicable standards for driving licences which include a microchip is set
out in Part B2.
EN 4 EN
(3) Driving licences which include a microchip shall be subject to an EU type-approval
procedure in accordance with the provisions laid down in Part B3.
(4) Where all relevant provisions of the EU type-approval have been met with respect to
a driving licence which includes a microchip in accordance with paragraphs 1 to 3,
Member States shall issue an EU type-approval certificate to the manufacturer or its
representative.
(5) Where necessary, in particular to ensure that the provisions of this Part are complied
with, a Member State may withdraw an EU type-approval that it has issued.
(6) EU type-approval certificates and their notification of their withdrawal shall comply
with the model set out in part B4.
(7) The Commission shall be informed of all issued or withdrawn EU type-approval
certificates. In case of a withdrawal a detailed reason shall be provided.
The Commission shall inform the Member States of any withdrawal of an EU-type
approval.
(8) EU type-approval certificates issued by Member States shall be mutually recognised.
(9) Where a Member State ascertains that a significant number of driving licences which
include a microchip are repeatedly found not to be in conformity with this part of
Annex I, that Member State shall communicate this to the Commission. The relevant
EU type-approval certificate number connected to those driving licences as well as a
description of the non-compliance shall be indicated. The Commission shall without
undue delay inform all other Member States on the facts communicated to it under
this paragraph.
(10) The Member State which issued those driving licences shall investigate the problem
without delay and take appropriate corrective action, including withdrawal of the EU
type-approval certificate where necessary.
EN 5 EN
PART B1: General requirements for driving licences which include a microchip
The general requirements for driving licences including a microchip described in this Annex
are based on international standards, in particular the ISO/IEC 18013-series standards. They
cover:
(a) the specifications for the microchip and the logical data structure on the microchip;
(b) the specifications for harmonised and additional data to be stored;
(c) the specifications relating to data protection mechanisms for the digitally stored data
on the microchip.
1. ABBREVIATIONS
Abbreviation Meaning
AID Application Identifier
BAP Basic Access Protection
DG Data Group
EAL 4+ Evaluation Assurance Level 4 Augmented
EF Elementary File
EFID Elementary File Identifier
eMRTD Machine Readable Travel Documents
ICC Integrated Circuit Card
ISO International Standard Organisation
LDS Logical Data Structure
PICC Proximity Integrated Circuit Card
PIX Proprietary Application Identifier Extension
RID Registered Application Identifier
SOd Document Security Object
EN 6 EN
2. DATA STORED ON THE MICROCHIP
(1) Harmonised mandatory and optional driving licence data
The microchip shall store the harmonised driving licence data specified in part D. If a
Member State decides to include in the driving licence data items marked as optional
in part D, those items shall be stored in the microchip.
(2) Additional data
Member States may store additional data on the microchip for which their national
laws of a Member State related to driving licences provide for. They shall inform the
Commission thereof.
3. MICROCHIP
(1) Storage medium type
The storage medium for driving licence data shall be a microchip with a contact,
contactless, or combined contact and contactless (dual) interface, as specified in part
B2, item 1.
(2) Applications
All data on a microchip shall be stored in electronic applications. All applications on
the microchip shall be identified by a unique code called Application Identifier
(AID) as specified in part B2, item 2.
(a) EU Driving Licence Application
Mandatory and optional driving licence data, as referred to in Annex I, part D, shall
be stored in the dedicated EU Driving Licence application. The AID for the EU
Driving Licence application shall be:
‘A0 00 00 04 56 45 44 4C 2D 30 31’,
consisting of both of the following:
– the Registered Application Identifier (RID) for the European Commission:
‘A0 00 00 04 56’;
– the Proprietary Application Identifier Extension (PIX) for the EU Driving
Licence application: ‘45 44 4C 2D 30 31’ (EDL-01).
Data shall be grouped in Data Groups (DGs) as part of a Logical Data Structure
(LDS).
DGs shall be stored as Elementary Files (EFs) in the EU Driving Licence
application, and shall be protected in accordance with part B2, item 3.
(b) Other Applications
Other additional data shall be stored in one or more dedicated applications apart from
the EU Driving Licence Application. Each such application shall be identified by a
unique AID.
4. LOGICAL DATA STRUCTURE OF THE EU DRIVING LICENCE
APPLICATION
(1) Logical Data Structure
EN 7 EN
Driving Licence Data shall be stored on the microchip in a Logical Data Structure
(LDS) specified in part B2, item 4. This section specifies additional requirements for
the mandatory and additional DGs.
Each DG shall be stored in one EF. The EFs to be used for the EU Driving Licence
Application shall be identified with the Elementary File Identifiers (EFIDs) and
Short EF identifiers as specified in part B2, item 5.
(2) Mandatory Data Groups
The mandatory and optional data elements shall be stored in the following DGs:
(a) DG 1: all mandatory and optional data elements as printed on the document,
except face image and signature image;
(b) DG 5: image of the licence holder’s signature;
(c) DG 6: image of the licence holder’s face.
DG 1 data shall be structured as specified in point 6 and as specified in Part B2, item
6. Data contained in DG 5 and DG 6 shall be stored in accordance with the
specifications of part B2, item 7.
(3) Additional Data Groups
The additional data elements, where provided for by the national legislation of
Member States concerning driving licences, shall be stored in the following DGs:
(a) DG 2: details on the licence holder, except for biometric data;
(b) DG 3: details on issuing authority;
(c) DG 4: portrait image;
(d) DG 7: biometric data regarding fingerprint of the licence holder;
(e) DG 8: biometric data regarding iris of the licence holder;
(f) DG 11: other details, such as the full name of the holder in national characters.
Data contained in these DGs shall be stored in accordance with the specifications of
part B2, item 8.
EN 8 EN
5. DATA SECURITY MECHANISMS
Appropriate mechanisms shall be used for the validation of authenticity and integrity
of the microchip and data contained in it and for restricting access to driving licence
data.
Data on the microchip shall be protected according the specifications laid down in
part B2, item 3. This section specifies additional requirements that shall be complied
with.
(1) Authenticity Verification
(a) Mandatory Passive Authentication
All DGs stored in the EU Driving Licence application shall be protected with passive
authentication.
Data related to passive authentication shall comply with the requirements specified in
part B2, item 9.
(b) Optional Active Authentication
Optional Active Authentication mechanisms shall be applied to ensure that the
original microchip has not been replaced.
(2) Access Restriction
(a) Mandatory Basic Access Protection
The Basic Access Protection mechanism (BAP) shall be applied for all data in the
EU Driving Licence application. In the interest of interoperability with existing
systems such as that using Machine Readable Travel Documents (eMRTD) it is
mandatory to use the one-line Machine Readable Zone (MRZ), as specified in part
B2, item 10.
The Kdoc document key used to access the chip is generated from the one-line MRZ,
which can be entered either manually or using an Optical Character Recognition
(OCR) reader. The BAP 1 configuration defined for a one-line MRZ as specified in
part B2, item 10 shall be applied.
(b) Conditional Extended Access Control
Where personal data as referred to in Article 9(1) of Regulation (EU) 2016/679 are
stored on the microchip, access to such data shall be protected with additional
measures.
The Extended Access Control mechanisms shall comply with the specifications of
part B2, item 11.
(3) Public Key Infrastructure (PKI) for driving licences including a microchip
The single contact point defined in point 11 of part B1 shall establish the necessary
national arrangements for Public Key management, in accordance with Annex A of
ISO standard 18013_3.
6. DATA PRESENTATION
(1) Formatting of data in DG 1
EN 9 EN
Tag L Value Encoding M/O
61 V DG1 Data elements (nested)
Tag L Value
5F 01 V Type approval number ans M
5F 02 V Constructed data object of demographic data
elements
M
Tag L Value
5F 03 3 Issuing Member State a3 M
5F 04 V Surname(s) of the holder as M
5F 05 V Other name(s) of the holder as M
5F 06 4 Date of birth (ddmmyyyy) n8 M
5F 07 V Place of birth ans M
5F 08 3 Nationality a3 O
5F 09 1 Gender M/F/U O
5F 0A 4 Date of issue of the licence
(ddmmyyyy)
n8 M
5F 0B 4 Date of expiry of the licence
(ddmmyyyy)
n8 M
5F 0C V Issuing authority ans M
5F 0D V Administrative number (other than
document number)
ans O
5F 0E V Document number an M
5F 0F V Permanent place of residence, or
postal address
ans O
7F 63 V Constructed data object of categories of vehicles/
restrictions/conditions
M
Tag L Value (coded as defined below)
02 1 Number of categories/restrictions/
conditions
N M
87 V Category/restriction/condition ans M
87 V Category/restriction/condition ans O
… … … … …
87 V Category/restriction/condition ans O
(2) Logical record format
EN 10 EN
The categories regarding vehicles, restrictions or conditions shall be compiled in a
data object following the structure specified in the following table:
Vehicle category code Date of issue Date of expiry Code Sign Value
where:
(a) vehicle category codes shall be presented as defined in Article 6 (such as AM,
A1, A2, A, B1, B, etc.);
(b) date of issue shall be presented in the format DDMMYYYY (day in two digits
followed by month in two digits followed by year in four digits) for the vehicle
category;
(c) date of expiry shall be presented in the format DDMMYYYY (day in two
digits followed by month in two digits followed by year in four digits) for the
vehicle category;
(d) code, sign and value refer to additional information or restrictions relating to
the vehicle category or the driver.
PART B2: List of applicable standards for driving licences which include a storage
medium
Item Subject Requirement Applicable to
1 Storage medium
interface, organisation
and commands
ISO/IEC 7816 series (contact),
ISO/IEC 14443 series (contactless)
as referred to in ISO/IEC 18013-
2:2008, Annex C
Part B1, point 3.(1)
2 Application identifier ISO/IEC 7816-5:2004 Part B1, point 3.(2)
3 Data security
mechanisms
ISO/IEC 18013-3:2009 Part B1, point 3.(2)
point (a)
Part B1, point 5
4 Logical data structure ISO/IEC 18013-2:2008 Part B1, point 4.(1)
5 Elementary file
identifiers
ISO/IEC 18013-2:2008 Table C.2 Part B1, point 4.(1)
6 Data presentation for
DG 1
ISO 18013-2:2008, Annex C.3.8 Part B1, point 4.(2)
Part B1, point 6.(1)
7 Mandatory data
presentation for DG 5
and DG 6
ISO/IEC 18013-2:2008, Annex
C.6.6 and Annex C.6.7, face image
and signature image to be stored in
JPEG or JPEG2000 format
Part B1, point 4.(2)
8 Optional and additional ISO/IEC 18013-2:2008, Annex C Part B1, point 4.(3)
EN 11 EN
data presentation
9 Passive authentication ISO/IEC 18013-3:2009, paragraph
8.1, data shall be stored in EF.SOd
(Document Security Object) in the
LDS
Part B1, point 5.(1)
point (a)
10 Basic access restriction ISO/IEC 18013-3:2009 and its
Amendment 1
Part B1, point 5.(2)
point (a)
Basic access restriction
configuration
ISO/IEC 18013-3:2009, Annex B.8
11 Extended access
restriction
Technical Guideline TR-03110,
Advanced Security Mechanisms for
Machine Readable Travel
Documents – Extended Access
Control (EAC), Version 1.11
Part B1, point 5.(2)
point (b)
12 Test methods ISO 18013-4:2011 Part B3, point 1.
13 Security certificate Evaluation Assurance Level 4
augmented (EAL 4+) or equivalent
Part B3, point 2.
14 Functional certificate Smart card testing according to ISO
10373 series
Part B3, point 3.
PART B3: Procedure for EU type-approval of driving licences which include a
microchip
1. GENERAL PROVISIONS
Manufacturers applying for an EU type-approval of driving licences including a
microchip shall present a security certificate and a functional certificate.
Any intended modification to the production process, including software, shall be
subject to a prior notification to the authority which granted type-approval. The
authority may require further information and tests before accepting the
modification.
Tests shall follow the methods laid down in item 12 of part B2.
2. SECURITY CERTIFICATE
For the security evaluation, driving licence microchips shall be evaluated in
accordance with the criteria specified in part B2, item 13.
A security certificate shall only be delivered upon successful evaluation of the ability
of the microchip to resist attempts to tamper with or alter data.
EN 12 EN
3. FUNCTIONAL CERTIFICATE
A functional evaluation of driving licences including a microchip shall be laboratory-
tested in accordance with the criteria specified in part B2, item 14.
Member States implementing a microchip on driving licences shall ensure that the
relevant functional standards and the requirements of part B1 are complied with.
A functional certificate shall be delivered to the manufacturer where all of the
following conditions are met:
– there is a valid security certificate for the microchip;
– compliance with requirements of part B2 has been demonstrated;
– functional tests have been passed successfully.
The relevant Member State authority shall be responsible for issuing the functional
certificate. The functional certificate shall indicate the identity of the issuing
authority, the identity of the applicant, the identification of the microchip and a
detailed list of the tests and their results.
4. EU TYPE-APPROVAL CERTIFICATE
(1) Model certificate
Member States shall deliver the EU type-approval certificate on the presentation of
security and functional certificates as provided in this Annex. EU type-approval
certificates shall comply with the model in part B4.
(2) Numbering system
The EU type-approval numbering system shall consist of:
(a) the letter ‘e’ followed by a distinguishing number for the Member State which
has granted the EU type-approval:
1 for Germany;
2 for France;
3 for Italy;
4 for the Netherlands;
5 for Sweden;
6 for Belgium;
7 for Hungary;
8 for the Czech Republic;
9 for Spain;
12 for Austria;
13 for Luxembourg;
17 for Finland;
18 for Denmark;
19 for Romania;
EN 13 EN
20 for Poland;
21 for Portugal;
23 for Greece;
24 for Ireland;
25 for Croatia;
26 for Slovenia;
27 for Slovakia;
29 for Estonia;
32 for Latvia;
34 for Bulgaria;
36 for Lithuania;
49 for Cyprus;
50 for Malta;
(b) the letters DL preceded by a hyphen and followed by the two figures indicating
the sequence number assigned to this Annex or latest major technical
amendment to this Annex. The sequence number for this Annex is 00;
(c) a unique identification number of the EU type-approval attributed by the
issuing Member State.
Example of the EU type-approval numbering system: e50-DL00 12345
The approval number shall be stored on the microchip in DG 1 for each driving
licence carrying such microchip.
PART B4: Model for the EU type-approval certificate concerning driving licences which
include a microchip
Name of the competent authority: …
Notification concerning (*):
— approval
— withdrawal of approval
of an EU Driving Licence including a microchip
Approval No: …
1. Manufacturing brand or trademark: …
2. Name of model: …
3. Name of manufacturer or of its representative, where applicable: …
…
4. Address of manufacturer or of its representative, where applicable: …
…
EN 14 EN
5. Laboratory test reports:
5.1 Security Certificate No: … Date: …
Issued by: …
5.2 Functional Certificate No: … Date: …
Issued by: …
6. Date of approval: …
7. Date of withdrawal of approval: …
8. Place: …
9. Date: …
10. Descriptive documents in Annex: …
11. Signature: …
(*) Tick the relevant box.
EN 15 EN
PART C: SPECIFICATIONS FOR THE MOBILE DRIVING LICENCE
(1) Applications for mobile driving licences shall be available for the most common
mobile operating systems and shall provide to authorised persons at least the
following features:
(a) retrieval and storage of data or pointer allowing to prove the driving rights of a
person;
(b) display and transfer of this data or pointer.
(2) The application and other relevant systems shall comply with the ISO/IEC 18013-5
standard on mobile driving licences and Regulation (EU) 910/2014.
(3) For the purposes of this Annex the holder of a mobile driving licence issued in
accordance with this Directive shall only be considered its authorized user where he
or she is identified as such. The primary means for identification shall be electronic
identification. For the electronic identification of such persons, at least all of the
electronic identification means referred to in Regulation (EU) 910/2014 shall be
accepted.
(4) The relevant national system shall be the competent registry of driving licences of
the Member States where the holder of the driving licence has established its normal
residence.
(5) The application shall allow the holder of the driving licence to retrieve from the
relevant national system verifiable data containing the information listed in part D
and a single-use token. When part of the information listed in part D is not available
in the national system, the holder of the driving licence may retrieve his or her
missing data elements by other secure means (for example the photography of a
driver from his/her biometric passport by Near Field Communication).
The application shall allow to update automatically or manually the verifiable data
(the data the driving licence contains on the holder under part D) from the relevant
national system of their Member State of normal residence. The application shall not
allow for any other means to modify the data retrieved.
The application shall allow the holder of the driving licence to display or transmit to
a third party all or part of the data contained in the mobile driving licence.
Competent authorities of the Member States shall be authorised to retrieve the data
contained in the mobile driving licences in order to be able to ascertain the driving
rights of the holder of the driving licence (verification).
The application shall allow the holder of the driving licence to transmit to a third
party a single-use token retrieved from a national system. This token may be used by
the receiving party to retrieve the information listed in part D from the relevant
national system if the receiving party has been authorised by the Member State
concerned. Competent authorities of the Member States shall be authorised to access
national systems of other Member States. Member States shall ensure that once the
data of the licence holder is verified the transmitted data is not retained.
The information transmitted directly from the application or retrieved with the
single-use token shall allow competent authorities to determine the driving rights of
the holder of the mobile driving licence (verification), including any restrictions
applicable in the Union or in the territory of a Member State. Member States shall
not consider data valid when it has been retrieved more than 7 days before the time
EN 16 EN
of verification or when the number of the driving licence is included in the
revocation list managed by the Member States which issued the mobile driving
licence. A revocation list shall contain information on all driving licences which no
longer entitles their holders to exercise the right to drive.
(6) By way of derogation from Regulation (EU) No 910/2014 and for the sole purpose of
providing the possibility of the holder of the mobile driving licence to be able to
prove his or her right to drive in such situations, the features to display and transmit
data or single-use token shall remain available in the event the person identification
data associated with European Digital Identity Wallets, as referred to in Article 3 of
that Regulation, is invalid.
(7) The national systems shall not store or process a request based on the above-
mentioned single-use token for a purpose other than implementing the provision of
this Directive. For that purpose, the EU driving licence network referred to in Article
19 may be used.
(8) Holders of mobile driving licences shall have the possibility to renew, replace or
exchange their driving licences in the Union through the application or a dedicated
digital services portal provided by the Member States.
EN 17 EN
PART D: DATA TO BE INTRODUCED IN THE EU DRIVING LICENCE
(1) The distinguishing signs of the Member States issuing the licence shall be as
follows:
B : Belgium
BG : Bulgaria
CZ : Czech Republic
DK : Denmark
D : Germany
EST : Estonia
GR : Greece
E : Spain
F : France
HR : Croatia
IRL : Ireland
I : Italy
CY : Cyprus
LV : Latvia
LT : Lithuania
L : Luxembourg
H : Hungary
M : Malta
NL : The Netherlands
A : Austria
PL : Poland
P : Portugal
RO : Romania
SLO : Slovenia
SK : Slovakia
FIN : Finland
S : Sweden
(2) The words “driving licences” to be printed on the driving licences in the language(s)
of the Member States shall be the following ones:
Свидетелство за управление на МПС
Permiso de Conducción
EN 18 EN
Řidičský průkaz
Kørekort
Führerschein
Juhiluba
Άδεια Οδήγησης
Driving Licence
Permis de conduire
Ceadúas Tiomána
Vozačka dozvola
Patente di guida
Vadītāja apliecība
Vairuotojo pažymėjimas
Vezetői engedély
Liċenzja tas-Sewqan
Rijbewijs
Prawo Jazdy
Carta de Condução
Permis de conducere
Vodičský preukaz
Vozniško dovoljenje
Ajokortti
Körkort;
(3) Information specific to the licence issued shall be as follows:
Field Information
1 surname of the holder
2 other name(s) of the holder
3 date and place of birth
4 (a) date of issue of the licence
4 (b) date of expiry of the licence or a dash if the licence is valid indefinitely
under the provision of Article 10(2), second subparagraph
4 (c) the name of the issuing authority
EN 19 EN
4 (d) a different number from the one under field 5, for administrative purposes
(optional)
5 number of the licence
6 photograph of the holder
7 signature of the holder
8 permanent place of residence, or postal address (optional)
9 category of vehicle(s) the holder is entitled to drive (national categories
shall be printed in a different type from harmonised categories)
(4) Information specific to the categories of the licence issued shall be as follows:
Field Information
9 category of vehicle(s) the holder is entitled to drive (national categories
shall be printed in a different type from harmonised categories)
10 date of first issue of each category (this date must be repeated on the new
licence in the event of subsequent replacement or exchange); each field of
the date shall be written with two digits and in the following sequence:
day.month.year (DD.MM.YY)
11 date of expiry of each category; each field of the date shall be written
with two digits and in the following sequence: day.month.year
(DD.MM.YY)
12 additional information/restriction(s), in code form, facing the category
affected, as specified in Part E
Where a code specified in Part E applies to all categories for which the licence is issued, it
may be printed under fields 9, 10 and 11.
(5) Information specific to the administration of the licence issued shall be as follows:
Field Information
13 a possible entry by the host Member State of information essential for
administering the licence when implementing paragraph (3)(a) of part A1
;
14 a possible entry by the Member State which issues the licence of
information essential for administering the licence or related to road
safety (optional). If the information relates to one of the headings defined
in this Annex, it shall be preceded by the number of the heading in
question.
With the specific written agreement of the holder, information which is
EN 20 EN
not related to the administration of the driving licence or road safety may
also be added in this field; such addition shall not alter in any way the use
of the model as a driving licence.
EN 21 EN
PART E: UNION AND NATIONAL CODES
Codes 01 to 99 shall be harmonised European Union codes
DRIVER (medical reasons)
01 . Sight correction and/or protection
01.01. Glasses
01.02. Contact lens(es)
01.05. Eye cover
01.06. Glasses or contact lenses
01.07. Specific optical aid
02 Hearing aid/communication aid
03 Prosthesis/orthosis for the limbs
03.01. Upper limb prosthesis/orthosis
03.02. Lower limb prosthesis/orthosis
VEHICLE ADAPTATIONS
10 Modified transmission
10.02. Automatic selection of gear ratio
10.04. Adapted transmission control device
15 Modified clutch
15.01. Adapted clutch pedal
15.02. Hand operated clutch
15.03. Automatic clutch
15.04. Measure to prevent obstruction or actuation of clutch pedal
20 Modified braking systems
20.01. Adapted brake pedal
20.03. Brake pedal suitable for use by left foot
20.04. Sliding brake pedal
EN 22 EN
20.05. Tilted brake pedal
20.06. Hand operated brake
20.07. Brake operation with maximum force of … N1
(for example:
‘20.07(300N)’)
20.09. Adapted parking brake
20.12. Measure to prevent obstruction or actuation of brake pedal
20.13. Knee operated brake
20.14. Brake system operation supported by external force
25 Modified accelerator system
25.01. Adapted accelerator pedal
25.03. Tilted accelerator pedal
25.04. Hand operated accelerator
25.05. Knee operated accelerator
25.06. Accelerator operation supported by external force
25.08. Accelerator pedal on the left
25.09. Measure to prevent obstruction or actuation of accelerator
pedal
31 Pedal adaptations and pedal safeguards
31.01. Extra set of parallel pedals
31.02. Pedals at (or almost at) the same level
31.03. Measure to prevent obstruction or actuation of accelerator and
brake pedals when pedals not operated by foot
31.04. Raised floor
32 Combined service brake and accelerator systems
32.01. Accelerator and service brake as combined system operated
by one hand
1
This force indicates the driver's capability for operating the system.
EN 23 EN
32.02. Accelerator and service brake as combined system operated
by external force
33 Combined service brake, accelerator and steering systems
33.01. Accelerator, service brake and steering as combined system
operation by external force with one hand
33.02. Accelerator, service brake and steering as combined system
operation by external force with two hands
35 Modified control layouts (lights switches, windscreen
wiper/washer, horn, direction indicators, etc.)
35.02. Control devices operable without releasing the steering
device
35.03. Control devices operable without releasing the steering device
with the left hand
35.04. Control devices operable without releasing the steering device
with the right hand
35.05. Control devices operable without releasing the steering device
and the accelerator and braking mechanisms
40 Modified steering
40.01. Steering with maximum operation force of … N2
(for example
‘40.01(140N)’)
40.05. Adapted steering wheel (larger/thicker steering wheel section,
reduced diameter, etc.)
40.06. Adapted position of steering wheel
40.09. Foot operated steering
40.11. Assistive device at steering wheel
40.14. One hand/arm operated alternative adapted steering system
40.15. Two hand/arm operated alternative adapted steering system
42 Modified rear/side view devices
42.01. Adapted device for rear view
2
This force indicates the driver's capability for operating the system.
EN 24 EN
42.03. Additional inside device permitting side view
42.05. Blind spot viewing device
43 Driver seating position
43.01. Driver seat height for normal view and in normal distance
from the steering wheel and the pedals
43.02. Driver seat adapted to body shape
43.03. Driver seat with lateral support for good stability
43.04. Driver seat with armrest
43.06. Seat belt adaptation
43.07. Seat belt type with support for good stability
44 Modifications to motorcycles (sub-code use obligatory)
44.01. Single operated brake
44.02. Adapted front wheel brake
44.03. Adapted rear wheel brake
44.04. Adapted accelerator
44.08. Seat height allowing the driver, in sitting position, to have two
feet on the surface at the same time and balance the
motorcycle during stopping and standing.
44.09. Maximum operation force of front wheel brake … N3
(for
example ‘44.09(140N)’)
44.10. Maximum operation force of rear wheel brake … N4
(for
example ‘44.10(240N)’)
44.11. Adapted foot-rest
44.12. Adapted hand grip
45 Motorcycle with side-car only
46 Tricycles only
3
This force indicates the driver's capability for operating the system.
4
This force indicates the driver's capability for operating the system.
EN 25 EN
47 Restricted to vehicles of more than two wheels not requiring
balance by the driver for starting, stopping and standing
50 Restricted to a specific vehicle/chassis number (vehicle
identification number, VIN)
Letters used in combination with codes 01 to 44 for further
specification:
a left
b right
c hand
d foot
e middle
f arm
g thumb
LIMITED USE CODES
60 Optional equivalences
60.01. The holder is granted the optional equivalence specified under
Article 9, paragraph 3, point a)
60.02. The holder is granted the optional equivalence specified under
Article 9, paragraph 3, point b)
60.03. The rights to drive entitled by category B1 are limited to the
vehicles specified under Article 9, paragraph 4, point c)
61 Limited to day time journeys (for example: one hour after
sunrise and one hour before sunset)
62 Limited to journeys within a radius of … km from holder's
place of residence or only inside city/region
63 Driving without passengers
64 Limited to journeys with a speed not greater than … km/h
65 Driving authorised solely when accompanied by a holder of a
driving licence of at least the equivalent category
66 Without trailer
67 No driving on motorways
68 No alcohol
EN 26 EN
69 Restricted to driving vehicles equipped with an alcohol
interlock in accordance with EN 50436. Indication of an
expiry date is optional (for example ‘69’ or ‘69(01.01.2016)’)
ADMINISTRATIVE MATTERS
70 Exchange of licence No … issued by … (EU/UN
distinguishing sign in the case of a third country; for example
‘70.0123456789.NL’)
71 Duplicate of licence No … (EU/UN distinguishing sign in the
case of a third country; for example ‘71.987654321.HR’)
73 Restricted to category B vehicles of the motor quadricycle
type (B1)
78 Restricted to vehicles with automatic transmission
79 Restricted to vehicles which comply with the specifications
indicated in brackets, for the application of Article 19 of this
Directive
79.01. Restricted to two-wheel vehicles with or without side-car
79.02. Restricted to category AM vehicles of the three-wheel or light
quadricycle type
79.03. Restricted to tricycles
79.04. Restricted to tricycles combined with a trailer having a
maximum authorised mass not exceeding 750 kg
79.05. Category A1 motorcycle with a power/weight ratio above
0,1 kW/kg
79.06. Category BE vehicle where the maximum authorised mass of
the trailer exceeds 3 500 kg
80 Restricted to holders of a driving licence for a category A
vehicle of the powered tricycle type not having reached the
age of 24 years
81 Restricted to holders of a driving licence for a category A
vehicle of the two-wheel motorcycle type not having reached
the age of 21 years
95 Driver holding CPC meeting the obligation of professional
aptitude provided for by Directive (EU) 2022/2561 until …
(for example ‘95(01.01.12)’)
EN 27 EN
96 Category B vehicles combined with a trailer with a maximum
authorised mass exceeding 750 kg where the maximum
authorised mass of such combination exceeds 3 500 kg but
does not exceed 4 250 kg
97 Not authorised to drive a category C1 vehicle which falls
within the scope of Regulation (EU) No 165/2014 of the
European Parliament and of the Council5
.
98
98.01 The driver is considered a novice driver and is subject to the
conditions for the probationary period. In case the licence is
exchanged, renewed or replaced, the code shall be
complemented with the end date of the probationary period
(for instance 98.01.13.04.2028)
98.02 The holder shall comply with the conditions for the
accompanied driving scheme until he or she reaches the age
of 18 years old
Codes 100 and above shall be national codes valid only for driving in the territory of the
Member State which issued the driving licence.
5
Regulation (EU) No 165/2014 of the European Parliament and of the Council of 4 February
2014 on tachographs in road transport, repealing Council Regulation (EEC) No 3821/85 on
recording equipment in road transport and amending Regulation (EC) No 561/2006 of the
European Parliament and of the Council on the harmonisation of certain social legislation
relating to road transport (OJ L 060 28.2.2014, p. 1).
EN 28 EN
ANNEX II
MINIMUM REQUIREMENTS FOR DRIVING TESTS AND KNOWLEDGE, SKILL
AND BEHAVIOUR FOR DRIVING A POWER-DRIVEN VEHICLE
I. MINIMUM REQUIREMENTS FOR DRIVING TESTS
Member States shall take the necessary measures to ensure that applicants for driving licences
possess the knowledge and skills and exhibit the behaviour required for driving a motor
vehicle. The tests introduced to this effect must consist of:
– a theory test;
– following successful participation in the theory test, a test of skills and
behaviour.
The conditions under which these tests shall be conducted are set out below.
A. THEORY TEST
1. Form
The form chosen shall be such as to make sure that the applicant has the required knowledge
of the subjects listed in points 2, 3 and 4.
Any applicant for a licence in one category who has passed a theory test for a licence in a
different category may be exempt from the common provisions of points 2, 3 and 4.
2. Content of the theory test concerning all vehicle categories
Questions shall be asked on each of the topics listed in the following points, the content and
form of the questions being left to the discretion of each Member State:
(a) road traffic regulations:
– in particular as regards road signs, markings and signals, rights of way and
speed limits;
(b) the driver:
– importance of alertness and of attitude towards other road users, including
micro mobility users;
– general perception, including hazard perception, judgement and decision-
taking, especially reaction time, as well as changes in driving behaviour due to
the influence of alcohol, drugs and medicinal products, state of mind and
fatigue;
(c) the road:
– the most important principles concerning the observance of a safe distance
between vehicles, braking distances and road holding under various weather
and road conditions;
– driving risk factors related to various road conditions including perception and
anticipation of hazards, in particular as they change with the weather and the
time of day or night;
– characteristics of various types of road and the related statutory requirements;
– safe driving in road tunnels;
(d) other road users:
EN 29 EN
– specific risk factors related to the lack of experience of other road users,
especially on vulnerable road users that enjoy a lesser degree of protection in
traffic compared to users of motor vehicles such as cars, buses and lorries and
who are directly exposed to the forces of collisions. This category includes
pedestrians, cyclists, users of powered two-wheeled vehicles, users of personal
mobility devices and persons with disabilities or reduced mobility and
orientation.
– risks involved in the movement and driving of various types of vehicles and of
the different fields of view of their drivers, including vehicles with advanced
driving assistance systems and other automation features;
(e) general rules and regulations and other matters:
– rules concerning the administrative documents required for the use of vehicles;
– general rules specifying how the driver must behave in the event of an accident
(setting warning devices and raising the alarm) and the measures which he can
take to assist road accident victims where necessary;
– safety factors relating to the vehicle, the load and persons carried;
– knowledge safety aspects related to alternatively fuelled vehicles;
(f) precautions necessary when alighting from the vehicle;
(g) mechanical aspects with a bearing on road safety; applicants must be able to
detect the most common faults, in particular in the steering, suspension and
braking systems, tyres, lights and direction indicators, reflectors, rear-view
mirrors, windscreen and wipers, the exhaust system, seat-belts and the audible
warning device;
(h) vehicle safety equipment and, in particular, the use of seat-belts, head
restraints, child safety equipment and charging of electrical vehicles;
(i) rules and aspects regarding vehicle use in relation to the environment,
including as regards electrical vehicles: appropriate use of audible warning
devices, moderate fuel/energy consumption, limitation of emissions
(greenhouse gas emissions, air pollutants, noise and microplastics from tyre
and road wear etc.).
3. Specific provisions concerning categories A1, A2 and A
Compulsory check of general knowledge on:
(a) use of protective outfit such as gloves, boots, clothes and safety helmet;
(b) visibility of motorcycle riders for other road users;
(c) risk factors related to various road conditions as laid down above with
additional attention to slippery parts such as drain covers, road markings such
as lines and arrows, tram rails;
(d) mechanical aspects with a bearing on road safety as laid down above with
additional attention to the emergency stop switch, the oil levels and the chain.
4. Specific provisions concerning categories C, CE, C1, C1E, D, DE, D1 and D1E
(1) Compulsory check of general knowledge on:
EN 30 EN
(a) rules on driving hours and rest periods as defined by Regulation (EC) No
561/2006 of the European Parliament and of the Council1
; use of the recording
equipment as defined by Regulation (EU) No 165/2014;
(b) rules concerning the type of transport concerned: goods or passengers;
(c) vehicle and transport documents required for the national and international
carriage of goods and passengers;
(d) how to behave in the event of an accident; knowledge of measures to be taken
after an accident or similar occurrence, including emergency action such as
evacuation of passengers and basic knowledge of first aid;
(e) the precautions to be taken during the removal and replacement of wheels;
(f) rules on vehicle weights and dimensions; rules on speed limiters;
(g) obstruction of the field of view caused by the characteristics of their vehicles;
(h) reading a road map, route planning, including the use of electronic navigation
systems (optional);
(i) safety factors relating to vehicle loading: controlling the load (stowing and
fastening), difficulties with different kinds of load (for instance liquids,
hanging loads, …), loading and unloading goods and the use of loading
equipment (categories C, CE, C1, C1E only);
(j) the driver's responsibility in respect to the carriage of passengers; comfort and
safety of passengers; transport of children; necessary checks before driving
away; all sorts of buses shall be part of the theory test (public service buses and
coaches, buses with special dimensions, …) (categories D, DE, D1, D1E
only).
(k) Member States may exempt applicants to a licence for a category C1 or C1E
vehicle outside the scope of Regulation (EU) No 165/2014 from demonstrating
their knowledge of the subjects listed in points 4.(1) point (a) to 4.(1) point (c).
(2) Compulsory check of general knowledge on the following additional provisions
concerning categories C, CE, D and DE:
(a) the principles of the construction and functioning of: internal combustion
engines, fluids (for instance engine oil, coolant, washer fluid), the fuel system,
the electrical system, the ignition system, the transmission system (clutch,
gearbox, etc.);
(b) lubrication and antifreeze protection;
(c) the principles of the construction, the fitting, correct use and care of tyres;
(d) the principles of the types, operation, main parts, connection, use and day-to-
day maintenance of brake fittings and speed governors, and use of anti-lock
brakes;
1
Regulation (EC) No 561/2006 of the European Parliament and of the Council of 15 March 2006 on the
harmonisation of certain social legislation relating to road transport and amending Council Regulations
(EEC) No 3821/85 and (EC) No 2135/98 and repealing Council Regulation (EEC) No 3820/85 (OJ L
102, 11.4.2006, p. 1).
EN 31 EN
(e) the principles of the types, operation, main parts, connection, use and day-to-
day maintenance of coupling systems (categories CE, DE only);
(f) methods of locating causes of breakdowns;
(g) preventive maintenance of vehicles and necessary running repairs;
(h) the driver's responsibility in respect of the receipt, carriage and delivery of
goods in accordance with the agreed conditions (categories C, CE only).
B. TEST OF SKILLS AND BEHAVIOUR
5. The vehicle and its equipment
(1) Vehicle transmission
(a) The driving of a vehicle with manual transmission shall be subject to the
passing of a skills and behaviour test taken on a vehicle with manual
transmission.
‘Vehicle with manual transmission’ means a vehicle in which a clutch pedal (or
lever operated manually for categories A, A2 and A1) is present and must be
operated by the driver when starting or stopping the vehicle and changing
gears.
(b) Vehicles that do not meet the criteria laid down in point 5.(1) point (a) shall be
considered to have automatic transmission.
Without prejudice to point 5.(1) point (c), if an applicant takes the test of skills
and behaviour on a vehicle with automatic transmission this shall be recorded
on any licence issued on the basis of such a test with the relevant Union code
provided for in Annex I, Part E. Licences with this indication shall be used
only for driving vehicles with automatic transmission.
(c) The Union code marked on a driving licence of category A1, A2, A, B1, B and
BE issued on the basis of a test of skills and behaviour taken on a vehicle with
automatic transmission shall be removed if the holder passes a dedicated test of
skills and behaviour or completes a dedicated training.
Member States shall take the necessary measures to:
(i) approve and supervise the dedicated training; or,
(ii) organise the dedicated test of skills and behaviour.
Vehicles used for the training or the test covered by this point shall be with
manual transmission and shall fall within the category of the driving licence for
which the participants have applied for.
The length of the test of skills and behaviour and the distance travelled shall be
sufficient to assess the skills and behaviour laid down in point 6 or 7 of this
Annex with particular attention paid to the operation of the vehicle
transmission.
The training shall contain all aspects covered in point 6 or 7 of this Annex with
particular attention paid to the operation of the vehicle transmission. Each
participant shall perform the practical components of the training and
demonstrate his or her skills and behaviour on public roads. The duration of the
training shall be at least 7 hours.
EN 32 EN
(d) Specific provisions concerning vehicles of category BE, C, CE, C1, C1E, D,
DE, D1 and D1E
Member States may decide that no restriction to vehicles with automatic
transmission shall be recorded on the driving licence for a category BE, C, CE,
C1, C1E, D, DE, D1 or D1E vehicle referred to in point 5.(1) point (b), when
the applicant already holds a driving licence obtained on a vehicle with manual
transmission in at least one of the following categories: B, BE, C, CE, C1,
C1E, D, DE, D1 or D1E, and has performed the actions described in point 8.(4)
during the test of skills and behaviour.
(2) The vehicles used in tests of skills and behaviour shall comply with the minimum
criteria given below. Member States may make provisions for more stringent criteria
or add others. Member States may apply to vehicles of category A1, A2 and A, used
in the test of skills and behaviour, a tolerance of 5 cm3 below the required minimum
cylinder capacity.
(a) Category A1:
Category A1 motorcycle without sidecar, with a power rating not exceeding
11 kW and with a power to weight ratio not exceeding 0,1 kW/kg, and capable
of a speed of at least 90 km/h.
If the motorcycle is powered by an internal combustion engine, the cylinder
capacity of the engine shall be at least 120 cm3.
If the motorcycle is powered by an electric motor, the power to weight ratio of
the vehicle shall be at least 0,08 kW/kg;
(b) Category A2:
Motorcycle without sidecar, with a power rating of at least 20 kW but not
exceeding 35 kW and with a power to weight ratio not exceeding 0,2 kW/kg.
If the motorcycle is powered by an internal combustion engine, the cubic
capacity of the engine shall be at least 250 cm3.
If the motorcycle is powered by an electric motor, the power to weight ratio of
the vehicle shall be at least 0,15 kW/kg;
(c) Category A:
Motorcycle without sidecar, whose unladen mass is more than 180 kg, with a
power rating of at least 50 kW. A tolerance of 5 kg below the required
minimum mass may be accepted by the Member State.
If the motorcycle is powered by an internal combustion engine, the cubic
capacity of the engine shall be at least 600 cm3.
If the motorcycle is powered by an electric motor, the power to weight ratio of
the vehicle shall be at least 0,25 kW/kg.
(d) Category B:
A four-wheeled category B vehicle capable of a speed of at least 100 km/h;
(e) Category BE:
A combination, made up of a category B test vehicle and a trailer with a
maximum authorised mass of at least 1 000 kg, capable of a speed of at least
100 km/h, which does not fall within category B; the cargo compartment of the
EN 33 EN
trailer shall consist of a closed box body which is at least as wide and as high
as the motor vehicle; the closed box body may also be slightly less wide than
the motor vehicle provided that the view to the rear is only possible by use of
the external rear-view mirrors of the motor vehicle; the trailer shall be
presented with a minimum of 800 kg real total mass;
(f) Category B1:
A motor-powered quadricycle capable of a speed of at least 60 km/h;
(g) Category C:
A category C vehicle with a maximum authorised mass of at least 12 000 kg, a
length of at least 8 m, a width of at least 2,40 m and capable of a speed of at
least 80 km/h; fitted with anti-lock brakes, equipped with recording equipment
as defined by Regulation (EU) No 165/2014; the cargo compartment shall
consist of a closed box body which is at least as wide and as high as the cab;
the vehicle shall be presented with a minimum of 10 000 kg real total mass;
(h) Category CE:
Either an articulated vehicle or a combination of a category C test vehicle and a
trailer of at least 7,5 m in length; both the articulated vehicle and the
combination shall have a maximum authorised mass of at least 20 000 kg, a
length of at least 14 m and a width of at least 2,40 m, shall be capable of a
speed of at least 80 km/h, fitted with anti-lock brakes, equipped with recording
equipment as defined by Regulation (EU) No 165/2014; the cargo
compartment shall consist of a closed box body which is at least as wide and as
high as the cab; both the articulated vehicle and the combination shall be
presented with a minimum of 15 000 kg real total mass;
(i) Category C1:
A subcategory C1 vehicle with a maximum authorised mass of at least 4 000
kg, with a length of at least 5 m and capable of a speed of at least 80 km/h;
fitted with anti-lock brakes and equipped with recording equipment as defined
by Regulation (EU) No 165/2014; the cargo compartment shall consist of a
closed box body which is at least as wide and as high as the cab;
(j) Category C1E:
A combination made up of a subcategory C1 test vehicle and a trailer with a
maximum authorised mass of at least 1 250 kg; this combination shall be at
least 8 m in length and capable of a speed of at least 80 km/h; the cargo
compartment of the trailer shall consist of a closed box body which is at least
as wide and as high as the cab; the closed box body may also be slightly less
wide than the cab provided that the view to the rear is only possible by use of
the external rear-view mirrors of the motor vehicle; the trailer shall be
presented with a minimum of 800 kg real total mass;
(k) Category D:
A category D vehicle with a length of at least 10 m, a width of at least 2,40 m
and capable of a speed of at least 80 km/h; fitted with anti-lock brakes and
equipped with recording equipment as defined by Regulation (EU) No
165/2014;
(l) Category DE:
EN 34 EN
A combination made up of a category D test vehicle and a trailer with a
maximum authorised mass of at least 1 250 kg, a width of at least 2,40 m and
capable of a speed of at least 80 km/h; the cargo compartment of the trailer
shall consist of a closed box body which is at least 2 m wide and 2 m high; the
trailer shall be presented with a minimum of 800 kg real total mass;
(m) Category D1:
A subcategory D1 vehicle with a maximum authorised mass of at least 4 000
kg, with a length of at least 5 m and capable of a speed of at least 80 km/h;
fitted with anti-lock brakes and equipped with recording equipment as defined
by Regulation (EU) No 165/2014;
(n) Category D1E:
A combination made up of a subcategory D1 test vehicle and a trailer with a
maximum authorised mass of at least 1 250 kg and capable of a speed of at
least 80 km/h; the cargo compartment of the trailer shall consist of a closed box
body which is at least 2 m wide and 2 m high; the trailer shall be presented with
a minimum of 800 kg real total mass;
6. Skills and behaviour to be tested concerning categories A1, A2 and A
(1) Preparation and technical check of the vehicle with a bearing on road safety
Applicants shall demonstrate that they are capable of preparing to ride safely by
satisfying the following requirements:
(a) adjust the protective outfit, such as gloves, boots, clothes and safety helmet;
(b) perform a random check on the condition of the tyres, brakes, steering,
emergency stop switch (if applicable), chain, oil levels, lights, reflectors,
direction indicators and audible warning device.
(2) Special manoeuvres to be tested with a bearing on road safety:
(a) putting the motorcycle on and off its stand and moving it, without the aid of the
engine, by walking alongside the vehicle;
(b) parking the motorcycle on its stand;
(c) at least two manoeuvres to be executed at slow speed, including a slalom; this
shall allow competence to be assessed in handling of the clutch in combination
with the brake, balance, vision direction and position on the motorcycle and the
position of the feet on the foot rests;
(d) at least two manoeuvres to be executed at higher speed, of which one
manoeuvre in second or third gear, at least 30 km/h and one manoeuvre
avoiding an obstacle at a minimum speed of 50 km/h; this shall allow
competence to be assessed in the position on the motorcycle, vision direction,
balance, steering technique and technique of changing gears;
(e) braking: at least two braking exercises shall be executed, including an
emergency brake at a minimum speed of 50 km/h; this shall allow competence
to be assessed in handling of the front and rear brake, vision direction and the
position on the motorcycle.
(3) Behaviour in traffic
EN 35 EN
Applicants shall perform all the following actions in normal traffic situations, in
complete safety and taking all necessary precautions:
(a) riding away: after parking, after a stop in traffic; exiting a driveway;
(b) riding on straight roads; passing oncoming vehicles, including in confined
spaces;
(c) riding round bends;
(d) crossroads: approaching and crossing of intersections and junctions;
(e) changing direction: left and right turns; changing lanes;
(f) approach/exit of motorways or similar (if available): joining from the
acceleration lane; leaving on the deceleration lane;
(g) overtaking/passing: overtaking other traffic (if possible); riding alongside
obstacles, for instance parked cars; being overtaken by other traffic (if
appropriate);
(h) special road features (if available): roundabouts; railway level crossings;
tram/bus stops; pedestrian crossings; riding up-/downhill on long slopes;
tunnels;
(i) reacting and anticipating to hazardous situations using simulators;
(j) taking the necessary precautions when getting off the vehicle.
7. Skills and behaviour to be tested concerning categories B, B1 and BE
(1) Preparation and technical check of the vehicle with a bearing on road safety
Applicants shall demonstrate that they are capable of preparing to drive safely by
satisfying the following requirements:
(a) adjusting the seat as necessary to obtain a correct seated position;
(b) adjusting rear-view mirrors, seat belts and head restraints if available;
(c) checking that the doors are closed;
(d) performing a random check on the condition of the tyres, steering, brakes,
fluids (for instance engine oil, coolant, washer fluid), lights, reflectors,
direction indicators and audible warning device;
(e) checking the safety factors relating to vehicle loading: body, sheets, cargo
doors, cabin locking, way of loading, securing load (category BE only);
(f) checking the coupling mechanism and the brake and electrical connections
(category BE only).
(2) Categories B and B1: special manoeuvres to be tested with a bearing on road safety
A selection of the following manoeuvres shall be tested (at least two manoeuvres for
the four points, including one in reverse gear):
(a) reversing in a straight line or reversing right or left round a corner while
keeping within the correct traffic lane;
(b) turning the vehicle to face the opposite way, using forward and reverse gears;
(c) parking the vehicle and leaving a parking space (parallel, oblique or right-
angle, forwards or in reverse, on the flat, uphill or downhill);
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(d) braking accurately to a stop; however, performing an emergency stop is
optional.
(3) Category BE - special manoeuvres to be tested with a bearing on road safety:
(a) coupling and uncoupling, or uncoupling and re-coupling a trailer from its
motor vehicle; the manoeuvre must involve the towing vehicle being parked
alongside the trailer (i.e. not in one line);
(b) reversing along a curve, the line of which shall be left to the discretion of the
Member States;
(c) parking safely for loading/unloading.
(4) Behaviour in traffic
Applicants shall perform all the following actions in normal traffic situations, in
complete safety and taking all necessary precautions:
(a) driving away: after parking, after a stop in traffic; exiting a driveway;
(b) driving on straight roads; passing oncoming vehicles, including in confined
spaces;
(c) driving round bends;
(d) Crossroads: approaching and crossing of intersections and junctions;
(e) changing direction: left and right turns; changing lanes;
(f) approach/exit of motorways or similar (if available): joining from the
acceleration lane; leaving on the deceleration lane;
(g) overtaking/passing: overtaking other traffic (if possible); driving alongside
obstacles, for instance parked cars; being overtaken by other traffic (if
appropriate);
(h) special road features (if available): roundabouts; railway level crossings;
tram/bus stops; pedestrian crossings; riding up-/downhill on long slopes;
tunnels;
(i) taking the necessary precautions when alighting from the vehicle;
(j) reacting and anticipating to hazardous situations using simulators.
8. Skills and behaviour to be tested concerning categories C, CE, C1, C1E, D, DE,
D1 and D1E
(1) Preparation and technical check of the vehicle with a bearing on road safety
Applicants shall demonstrate that they are capable of preparing to drive safely by
satisfying the following requirements:
(a) adjusting the seat as necessary to obtain a correct seated position;
(b) adjusting rear-view mirrors, seat belts and head restraints if available;
(c) random checks on the condition of the tyres, steering, brakes, lights, reflectors,
direction indicators and audible warning device;
(d) checking the power-assisted braking and steering systems; checking the
condition of the wheels, wheel nuts, mudguards, windscreen, windows and
wipers, fluids (for instance engine oil, coolant, washer fluid); checking and
using the instrument panel including the recording equipment as defined in
EN 37 EN
Regulation (EU) No 165/2014. This latter requirement does not apply to the
applicants for a driving licence for a category C1 or C1E vehicle not falling
within the scope of that Regulation;
(e) checking the air pressure, air tanks and the suspension;
(f) checking the safety factors relating to vehicle loading: body, sheets, cargo
doors, loading mechanism (if available), cabin locking (if available), way of
loading, securing load (categories C, CE, C1, C1E only);
(g) checking the coupling mechanism and the brake and electrical connections
(categories CE, C1E, DE, D1E only);
(h) being capable of taking special vehicle safety measures; controlling the body,
service doors, emergency exits, first aid equipment, fire extinguishers and other
safety equipment (categories D, DE, D1, D1E only);
(i) reading a road map, route planning, including the use of electronic navigation
systems (optional).
(2) Special manoeuvres to be tested with a bearing on road safety:
(a) coupling and uncoupling, or uncoupling and re-coupling a trailer from its
motor vehicle; the manoeuvre must involve the towing vehicle being parked
alongside the trailer (i.e. not in one line) (categories CE, C1E, DE, D1E only);
(b) reversing along a curve, the line of which shall be left to the discretion of the
Member States;
(c) parking safely for loading/unloading at a loading ramp/platform or similar
installation (categories C, CE, C1, C1E only);
(d) parking to let passengers on or off the bus safely (categories D, DE, D1, D1E
only).
(3) Behaviour in traffic
Applicants must perform all the following actions in normal traffic situations, in
complete safety and taking all necessary precautions:
(a) driving away: after parking, after a stop in traffic; exiting a driveway;
(b) driving on straight roads; passing oncoming vehicles, including in confined
spaces;
(c) driving round bends;
(d) crossroads: approaching and crossing of intersections and junctions;
(e) changing direction: left and right turns; changing lanes;
(f) approach/exit of motorways or similar (if available): joining from the
acceleration lane; leaving on the deceleration lane;
(g) overtaking/passing: overtaking other traffic (if possible); driving alongside
obstacles, for instance parked cars; being overtaken by other traffic (if
appropriate);
(h) special road features (if available): roundabouts; railway level crossings;
tram/bus stops; pedestrian crossings; riding up-/downhill on long slopes;
tunnels;
EN 38 EN
(i) taking the necessary precautions when alighting from the vehicle.
(4) Safe and energy-efficient driving:
(a) driving in such a way as to ensure safety and to reduce fuel/energy
consumption and emissions during acceleration, deceleration, uphill and
downhill driving;
(b) reacting and anticipating to hazardous situations using simulators
9. Marking of the test of skills and behaviour
(1) For each of the abovementioned driving situations in points 6, 7 and 8, the
assessment shall reflect the degree of ease with which the applicant handles the
vehicle controls and his or her demonstrated capacity to drive in traffic in complete
safety. The examiner must feel safe throughout the test. Driving errors or dangerous
conduct immediately endangering the safety of the test vehicle, its passengers or
other road users shall be penalised by failing the test, whether or not the examiner or
accompanying person has to intervene. Nonetheless, the examiner shall be free to
decide whether or not the skills and behaviour test shall be completed.
Driving examiners shall be trained to assess correctly the applicants' ability to drive
safely. The work of driving examiners shall be monitored and supervised, by a body
authorised by the Member State, to ensure correct and consistent application of fault
assessment in accordance with the standards laid down in this Annex.
(2) During their assessment, driving examiners shall pay special attention to whether an
applicant is showing a defensive and social driving behaviour. This shall reflect the
overall style of driving and the driving examiner shall take this into account in the
overall picture of the applicant. It includes adapted and determined (safe) driving,
taking into account road and weather conditions, taking into account other traffic,
taking into account the interests of other road users (particularly the vulnerable road
users) and anticipation.
(3) The driving examiner shall furthermore assess whether the applicant:
(a) controls the vehicle; taking into account: proper use of safety belts, rear-view
mirrors, head restraints; seat; proper use of lights and other equipment; proper
use of clutch, gearbox, accelerator, braking systems (including third braking
system, if available), steering; controlling the vehicle under different
circumstances, at different speeds; steadiness on the road; the weight and
dimensions and characteristics of the vehicle; the weight and type of load
(categories BE, C, CE, C1, C1E, DE, D1E only); the comfort of the passengers
(categories D, DE, D1, D1E only) (no fast acceleration, smoothly driving and
no hard braking);
(b) drives economically and in a safe and energy-efficient way, taking into account
the revolutions per minute, changing gears, braking and accelerating
(categories B, BE, C, CE, C1, C1E, D, DE, D1, D1E only);
(c) complies with observation rules: all-round observation; proper use of mirrors;
far, middle, near distance vision;
(d) respects priority/giving way: priority at crossroads, intersections and junctions;
giving way at other occasions (for instance changing direction, changing lanes,
special manoeuvres);
EN 39 EN
(e) has a correct position on the road: proper position on the road, in lanes, on
roundabouts, round bends, suitable for the type and the characteristics of the
vehicle; pre-positioning;
(f) keeps distance: keeping adequate distance to the front and the side; keeping
adequate distance from other road users in particular vulnerable road users;
(g) respects speed limits and recommendations: not exceeding the maximum
allowed speed; adapting speed to weather/traffic conditions and where
appropriate up to national speed limits; driving at such a speed that stopping
within distance of the visible and free road is possible; adapting speed to
general speed of same kind of road users;
(h) respects traffic lights, road signs and other indications: acting correctly at
traffic lights; obeying instructions from traffic controllers; acting correctly at
road signs (prohibitions or commands); take appropriate action at road
markings;
(i) respects signalling: give signals where necessary, correctly and properly timed;
indicating directions correctly; taking appropriate action with regard to all
signals made by other road users;
(j) controls braking and stopping: decelerating in time, braking or stopping
according to circumstances; anticipation; using the various braking systems
(only for categories C, CE, D, DE); using speed reduction systems other than
the brakes (only for categories C, CE, D, DE).
10. Length of the test
The length of the test and the distance travelled shall be sufficient to assess the skills
and behaviour laid down in title B of this Annex. In no circumstances shall the time
spent driving on the road be less than 25 minutes for categories A, A1, A2, B, B1 and
BE and 45 minutes for the other categories. This shall not include the reception of
the applicant, the preparation of the vehicle, the technical check of the vehicle with a
bearing on road safety, the special manoeuvres and the announcement of the outcome
of the practical test.
11. Location of the test
The part of the test to assess the special manoeuvres may be conducted on a special
testing ground. Wherever practicable, the part of the test to assess behaviour in traffic
shall be conducted on roads outside built-up areas, expressways and motorways (or
similar), as well as on all kinds of urban streets (residential areas, 30 and 50 km/h
areas, urban expressways) which shall represent the various types of difficulty likely
to be encountered by drivers. It is also desirable for the test to take place in various
traffic density conditions. The time spent driving on the road shall be used in an
optimal way to assess the applicant in all the various traffic areas that may be
encountered, with a special emphasis on changing between those areas.
II. KNOWLEDGE, SKILL AND BEHAVIOUR FOR DRIVING A POWER-DRIVEN
VEHICLE
Drivers of all power-driven vehicles shall at any moment have the knowledge, skills and
behaviour described under points 1 to 9, with a view to being able to:
– recognise and anticipate traffic dangers and hazards and assess their seriousness;
EN 40 EN
– have sufficient command of their vehicle not to create dangerous situations and to
react appropriately should such situations occur;
– comply with road traffic regulations, and in particular those intended to prevent road
accidents and to maintain the flow of traffic;
– detect any major technical faults in their vehicles, in particular those posing a safety
hazard, and have them remedied in an appropriate fashion;
– take account of all the factors affecting driving behaviour (for instance alcohol,
fatigue, poor eyesight, etc.) so as to retain full use of the faculties needed to drive
safely;
– help ensure the safety of all road users, and in particular of the vulnerable road users,
by showing due respect for others;
– have sufficient knowledge of risk factors related to micro mobility means;
– have sufficient knowledge of safety related to the usage of alternatively fuelled
vehicles;
– have sufficient knowledge on the usage of advanced driving assistance systems and
of other automation aspects of a vehicle.
Member States may implement the appropriate measures to ensure that drivers who have lost
the knowledge, skills and behaviour as described under points 1 to 9 can recover this
knowledge and those skills and will continue to exhibit such behaviour required for driving a
motor vehicle.
EN 41 EN
ANNEX III
MINIMUM STANDARDS OF PHYSICAL AND MENTAL FITNESS FOR DRIVING
A POWER-DRIVEN VEHICLE
DEFINITIONS
1. For the purpose of this Annex, drivers shall be classified in two groups:
(1) group 1:
drivers of vehicles of categories A, A1, A2, AM, B, B1 and BE;
(2) group 2:
drivers of vehicles of categories C, CE, C1, C1E, D, DE, D1 and D1E.
(3) National legislation may provide for the provisions set out in this Annex for Group 2
drivers to apply to drivers of Category B vehicles using their driving licence for
professional purposes (taxis, ambulances, etc.).
2. Similarly, applicants for a first driving licence or for the renewal of a driving licence
are classified in the group to which they will belong once the licence has been issued
or renewed.
MEDICAL EXAMINATIONS
3. Group 1:
Applicants shall perform a self-assessment of their physical and mental fitness for
driving a power-driven vehicle.
The applicants shall be required to undergo a medical examination if it becomes
apparent, from the self-assessment of their physical and mental fitness, when the
necessary formalities are being completed or during the tests which they have to
undergo prior to obtaining a driving licence that they likely have one or more of the
medical incapacities mentioned in this Annex.
Drivers shall be subject to the same procedure when their driving licences are
renewed.
4. Group 2:
Applicants shall undergo medical examinations before a driving licence is first issued
to them and thereafter drivers shall be checked in accordance with the national
system in place in the Member State of normal residence whenever their driving
licence is renewed
5. The standards set by Member States for the issuance or any subsequent renewal of
driving licences may be stricter than those set out in this Annex.
EYESIGHT
6. All applicants for a driving licence shall undergo an appropriate investigation to
ensure that they have adequate visual acuity and field of vision for driving power-
driven vehicles. Where there is reason to doubt that the applicant’s vision is
adequate, he/she should be examined by a competent medical authority. At this
examination attention shall be paid, in particular, to the following: visual acuity, field
of vision, twilight vision, glare and contrast sensitivity, diplopia and other visual
functions that can compromise safe driving.
EN 42 EN
For group 1 drivers, licensing may be considered in ‘exceptional individual cases’
where the visual field standard or visual acuity standard cannot be met but there are
reasons to believe that the issuance of a driving licence for the applicant would not
impair road safety; in such cases the driver shall undergo examination by a
competent medical authority to demonstrate that there is no other impairment of
visual function, including glare, contrast sensitivity and twilight vision. The driver or
applicant shall also be subject to a positive practical test conducted by a competent
authority.
Group 1:
(1) Applicants for a driving licence or for the renewal of such a licence shall have a
binocular visual acuity, with corrective lenses if necessary, of at least 0,5 when using
both eyes together.
Moreover, the horizontal visual field shall be at least 120 degrees, the extension shall
be at least 50 degrees left and right and 20 degrees up and down. No defects shall be
present within a radius of the central 20 degrees.
When a progressive eye disease is detected or declared, driving licences may be
issued or renewed subject to the applicant undergoing regular examination by a
competent medical authority.
(2) Applicants for a driving licence, or for the renewal of such a licence, who have total
functional loss of vision in one eye or who use only one eye (for instance in the case
of diplopia) shall have a visual acuity of at least 0,5, with corrective lenses if
necessary. The competent medical authority shall certify that this condition of
monocular vision has existed for a sufficiently long time to allow adaptation and that
the field of vision in this eye meets the requirement laid down in point 6.(1).
(3) After any recently developed diplopia or after the loss of vision in one eye, there
shall be an appropriate adaptation period (for example, six months), during which
driving is not allowed. After this period, driving shall only be allowed following a
favourable opinion from vision and driving experts.
Group 2:
(4) Applicants for a driving licence or for the renewal of such a licence shall have a
visual acuity, with corrective lenses if necessary, of at least 0,8 in the better eye and
at least 0,1 in the worse eye. If corrective lenses are used to attain the values of 0,8
and 0,1, the minimum acuity (0,8 and 0,1) shall be achieved either by correction by
means of glasses with a power not exceeding plus eight dioptres, or with the aid of
contact lenses. The correction must be well tolerated.
Moreover, the horizontal visual field with both eyes shall be at least 160 degrees, the
extension shall be at least 70 degrees left and right and 30 degrees up and down. No
defects shall be present within a radius of the central 30 degrees.
Driving licences shall not be issued to or renewed for applicants or drivers with
impaired contrast sensitivity or from diplopia.
After a substantial loss of vision in one eye, there shall be an appropriate adaptation
period (for example six months) during which the subject is not allowed to drive.
After this period, driving shall only be allowed after a favourable opinion from
vision and driving experts.
HEARING
EN 43 EN
7. Driving licences may be issued to or renewed for applicants or drivers in group 2
subject to the opinion of the competent medical authorities; particular account will be
taken in medical examinations of the scope for compensation.
PERSONS WITH A PHYSICAL DISABILITY
8. Driving licences shall not be issued to or renewed for applicants or drivers with
complaints or impairments of the locomotor system which make it dangerous to
drive a power-driven vehicle.
Group 1:
(1) Driving licences subject to certain restrictions, may be issued to applicants or drivers
with physical disabilities following the issuing of an opinion by a competent medical
authority. This opinion shall be based on a medical assessment of the complaint or
impairment in question and, where necessary, on a practical test. It shall also indicate
what type of modification to the vehicle is required and whether the driver needs to
use an orthopaedic device, insofar as the test of skills and behaviour demonstrates
that with such a device driving would not to be dangerous.
(2) Driving licences may be issued to or renewed for any applicant or driver with a
progressive complaint on condition that the person is regularly examined to check
that the person is still capable of driving the vehicle completely safely.
Where the physical disability is static, driving licences may be issued or renewed
without the applicant being subject to regular medical examination.
Group 2:
(3) The competent medical authority shall give due consideration to the additional risks
and dangers involved in the driving of vehicles covered by the definition of this
group.
CARDIOVASCULAR DISEASES
9. Cardiovascular conditions or diseases can lead to a sudden impairment of the
cerebral functions that constitutes a danger to road safety. Those conditions represent
grounds for establishing temporary or permanent restrictions to driving.
(1) For the following cardiovascular conditions, driving licences may be issued or
renewed for applicants or drivers in the indicated groups, only after the condition has
been effectively treated and subject to competent medical authorisation and if
appropriate, regular medical assessment:
(a) brady-arrhythmias (sinus node disease and conduction disturbances) and tachy-
arrhythmias (supraventricular and ventricular arrhythmias) with history of
syncope or syncopal episodes due to arrhythmic conditions (applies to group 1
and 2);
(b) brady-arrhythmias: sinus node disease and conduction disturbances with
second degree atrioventricular (AV) block Mobitz II, third degree AV block or
alternating bundle branch block (applies to group 2 only);
(c) tachy-arrhythmias (supraventricular and ventricular arrhythmias) with
– structural heart disease and sustained ventricular tachycardia (VT)
(applies to group 1 and 2), or
– polymorphic nonsustained VT, sustained ventricular tachycardia or with
an indication for a defibrillator (applies to group 2 only);
EN 44 EN
(d) symptomatic of angina (applies to group 1 and 2);
(e) permanent pacemaker implantation or replacement (applies to group 2 only);
(f) defibrillator implantation or replacement or appropriate or inappropriate
defibrillator shock (applies to group 1 only);
(g) syncope (a transient loss of consciousness and postural tone, characterised by
rapid onset, short duration, and spontaneous recovery, due to global cerebral
hypoperfusion, of presumed reflex origin, of unknown cause, with no evidence
of underlying heart disease)(applies to group 1 and 2);
(h) acute coronary syndrome (applies to group 1 and 2);
(i) stable angina if symptoms do not occur with mild exercise (applies to group 1
and 2);
(j) percutaneous coronary intervention (PCI) (applies to group 1 and 2);
(k) coronary artery bypass graft surgery (CABG) (applies to group 1 and 2);
(l) stroke/transient ischemic attack (TIA) (applies to group 1 and 2);
(m) significant carotid artery stenosis (applies to group 2 only);
(n) maximum aortic diameter exceeding 5,5 cm (applies to group 2 only);
(o) heart failure:
– New York Heart Association (NYHA) I, II, III (applies to group 1 only);
– NYHA I and II provided that the left ventricular ejection fraction is at
least 35 % (applies to group 2 only);
(p) heart transplantation (applies to group 1 and 2);
(q) cardiac assist device (applies to group 1 only);
(r) valvular heart surgery (applies to group 1 and 2);
(s) malignant hypertension (elevation in systolic blood pressure ≥ 180 mmHg or
diastolic blood pressure ≥ 110 mmHg associated with impending or
progressive organ damage) (applies to group 1 and 2);
(t) grade III blood pressure (diastolic blood pressure ≥ 110 mmHg and/or systolic
blood pressure ≥ 180 mmHg) (applies to group 2 only);
(u) congenital heart disease (applies to group 1 and 2);
(v) hypertrophic cardiomyopathy if without syncope (applies to group 1 only);
(w) long QT syndrome with syncope, Torsade des Pointes or QTc > 500 ms
(applies to group 1 only).
(2) For the following cardiovascular conditions, driving licences shall not be issued or
renewed for applicants or drivers in the indicated groups:
(a) implant of a defibrillator (applies to group 2 only);
(b) peripheral vascular disease — thoracic and abdominal aortic aneurysm when
maximum aortic diameter is such that it predisposes to a significant risk of
sudden rupture and hence a sudden disabling event (applies to group 1 and 2);
(c) heart failure:
EN 45 EN
– NYHA IV (applies to group 1 only);
– NYHA III and IV (applies to group 2 only);
(d) cardiac assist devices (applies to group 2 only);
(e) valvular heart disease with aortic regurgitation, aortic stenosis, mitral
regurgitation or mitral stenosis if functional ability is estimated to be NYHA
IV or if there have been syncopal episodes (applies to group 1 only);
(f) valvular heart disease in NYHA III or IV or with ejection fraction (EF) below
35 %, mitral stenosis and severe pulmonary hypertension or with severe
echocardiographic aortic stenosis or aortic stenosis causing syncope; except for
completely asymptomatic severe aortic stenosis if the exercise tolerance test
requirements are fulfilled (applies to group 2 only);
(g) structural and electrical cardiomyopathies — hypertrophic cardiomyopathy
with history of syncope or when two or more of the following conditions
present: left ventricle (LV) wall thickness > 3 cm, non-sustained ventricular
tachycardia, a family history of sudden death (in a first degree relative), no
increase of blood pressure with exercise (applies to group 2 only);
(h) long QT syndrome with syncope, Torsade des Pointes and QTc > 500 ms
(applies to group 2 only);
(i) Brugada syndrome with syncope or aborted sudden cardiac death (applies to
group 1 and 2).
Driving licences may be issued or renewed in exceptional cases, provided that
it is duly justified by competent medical opinion and subject to regular medical
assessment ensuring that the person is still capable of driving the vehicle safely
taking into account the effects of the medical condition.
(3) Other cardiomyopathies
The risk of sudden incapacitating events shall be evaluated in applicants or drivers
with well described cardiomyopathies (for instance arrhythmogenic right ventricular
cardiomyopathy, non-compaction cardiomyopathy, catecholaminergic polymorphic
ventricular tachycardia and short QT syndrome) or with new cardiomyopathies that
may be discovered. A careful specialist evaluation is required. The prognostic
features of the particular cardiomyopathy shall be considered.
(4) Member States may restrict the issue or renewal of driving licences for applicants or
drivers with other cardiovascular diseases.
DIABETES MELLITUS
10. For the purpose of the following points, the following definitions apply:
‘severe hypoglycaemia’ means where the assistance of another person is needed;
‘recurrent hypoglycaemia’ means a second severe hypoglycaemia during a period of
12 months.
Group 1:
(1) Driving licences may be issued to, or renewed for, applicants or drivers who have
diabetes mellitus. When treated with medication, they shall be subject to authorised
medical opinion and regular medical review, appropriate to each case, but the
interval shall not exceed ten years.
EN 46 EN
(2) An applicant or driver with diabetes treated with medication which carries a risk of
inducing hypoglycaemia shall demonstrate an understanding of the risk of
hypoglycaemia and adequate control of the condition.
Driving licences shall not be issued to, or renewed for, applicants or drivers who
have inadequate awareness of hypoglycaemia.
Driving licences shall not be issued to, or renewed for, applicants or drivers who
have recurrent severe hypoglycaemia, unless supported by competent medical
opinion and regular medical assessment. For recurrent severe hypoglycaemias during
waking hours a licence shall not be issued or renewed until 3 months after the most
recent episode.
Driving licences may be issued or renewed in exceptional cases, provided that it is
duly justified by competent medical opinion and subject to regular medical
assessment, ensuring that the person is still capable of driving the vehicle safely
taking into account the effects of the medical condition.
Group 2:
(3) Consideration may be given to the issuing/renewal of group 2 licences to drivers with
diabetes mellitus. When treated with medication which carries a risk of inducing
hypoglycaemia (that is, with insulin, and some tablets), the following criteria shall
apply:
(a) no severe hypoglycaemic events have occurred in the previous 12 months;
(b) the driver has full hypoglycaemic awareness;
(c) the driver must show adequate control of the condition by blood glucose
sensors, insulin pump, insulin pen and/or hybrid close loop, at least twice daily
and at times relevant to driving;
(d) the driver must demonstrate an understanding of the risks of hypoglycaemia;
(e) there are no other debarring complications of diabetes.
Moreover, in those cases, such licences shall be issued subject to the opinion of a
competent medical authority and to regular medical review, undertaken at intervals
of not more than three years.
(4) A severe hypoglycaemic event during waking hours, even unrelated to driving, shall
be reported and shall give rise to a reassessment of the licensing status.
NEUROLOGICAL DISEASES AND OBSTRUCTIVE SLEEP APNOEA SYNDROME
11. The following rules apply to applicants with neurological diseases and obstructive
sleep apnoea syndrome.
NEUROLOGICAL DISEASES
(1) Driving licences shall not be issued to, or renewed for, applicants or drivers with a
serious neurological disease, unless the application is supported by authorised
medical opinion.
Neurological disturbances associated with diseases or surgical intervention affecting
the central or peripheral nervous system, which lead to sensory or motor impairments
and affect balance and coordination, shall accordingly be taken into account in
relation to their functional effects and the risks of progression. In such cases, the
EN 47 EN
issue or renewal of the licence may be subject to periodic assessment in the event of
risk of deterioration.
OBSTRUCTIVE SLEEP APNOEA SYNDROME
(2) For the purpose of the following points:
‘moderate obstructive sleep apnoea syndrome’ means a number of apnoeas and
hypopnoeas per hour (Apnoea-Hypopnoea Index) between 15 and 29;
‘severe obstructive sleep apnoea syndrome’ means an Apnoea-Hypopnoea Index of
30 or more, both associated with excessive daytime sleepiness.
(3) Applicants or drivers in whom a moderate or severe obstructive sleep apnoea
syndrome is suspected shall be referred for further authorised medical advice before
a driving licence is issued or renewed. They may be advised not to drive until
confirmation of the diagnosis.
(4) Driving licences may be issued to applicants or drivers with moderate or severe
obstructive sleep apnoea syndrome who show adequate control of their condition and
compliance with appropriate treatment and improvement of sleepiness, if any,
confirmed by authorised medical opinion.
(5) Applicants or drivers with moderate or severe obstructive sleep apnoea syndrome
under treatment shall be subject to a periodic medical review, at intervals not
exceeding three years for drivers of group 1 and one year for drivers of group 2, with
a view to establish the level of compliance with the treatment, the need for
continuing the treatment and continued good vigilance.
EPILEPSY
12. Epileptic seizures or other sudden disturbances of the state of consciousness
constitute a serious danger to road safety if they occur in a person driving a power-
driven vehicle.
For the purpose of the following points:
‘epilepsy’ means a medical condition where the person concerned has had two or
more epileptic seizures, less than five years apart;
‘provoked epileptic seizure’ means a seizure which has a recognisable causative
factor that is avoidable.
A person who has an initial or isolated seizure or loss of consciousness shall be
advised not to drive. A specialist report is required, stating the period of driving
prohibition and the requested follow-up.
It is extremely important that the person’s specific epilepsy syndrome and seizure
type are identified so that a proper evaluation of the person’s driving safety can be
undertaken (including the risk of further seizures) and the appropriate therapy
instituted. This shall be done by a neurologist.
Group 1:
(1) Drivers assessed under group 1 with epilepsy shall be under licence review until they
have been seizure-free for at least five years.
If the person has epilepsy, the criteria for an unconditional licence shall not be
deemed to be met. Notification shall be given to the licensing authority.
EN 48 EN
(2) Provoked epileptic seizure: the applicant having such a condition that is unlikely to
recur at the wheel may be declared able to drive on an individual basis, subject to
neurological opinion (the assessment shall be, if appropriate, in accordance with
other relevant sections of Annex III (for instance in the case of alcohol or other co-
morbidity).
(3) First or single unprovoked seizure: the applicant who has had a first unprovoked
epileptic seizure may be declared able to drive after a period of six months without
seizures, if there has been an appropriate medical assessment. National authorities
may allow drivers with recognised good prognostic indicators to drive sooner.
(4) Other loss of consciousness: the loss of consciousness shall be assessed according to
the risk of recurrence while driving.
(5) Epilepsy: drivers or applicants may be declared fit to drive after a one-year period
free of further seizures.
(6) Seizures exclusively in sleep: the applicant or driver who has never had any seizures
other than seizures during sleep may be declared fit to drive so long as this pattern
has been established for a period which must not be less than the seizure-free period
required for epilepsy. If there is an occurrence of attacks/seizure arising while awake,
a one-year period free of further event before licensing is required (see ‘Epilepsy’, in
point 12.(5)).
(7) Seizures without influence on consciousness or the ability to act: the applicant or
driver who has never had any seizures other than seizures which have been
demonstrated exclusively to affect neither consciousness nor cause any functional
impairment may be declared fit to drive so long as this pattern has been established
for a period which shall not be less than the seizure-free period required for epilepsy.
If there is an occurrence of any other kind of attacks/seizures a one-year period free
of further event before licensing is required (see ‘Epilepsy’ in point 12(5)).
(8) Seizures because of a physician-directed change or reduction of anti-epileptic
therapy: the patient may be advised not to drive from the commencement of the
period of withdrawal and thereafter for a period of six months after cessation of
treatment. Seizures occurring during physician-advised change or withdrawal of
medication require three months off driving if the previously effective treatment is
reinstated.
(9) After curative epilepsy surgery: see ‘Epilepsy’ in point 12.(5).
Group 2:
(10) The applicant shall be without anti-epileptic medication for the required period of
seizure freedom. An appropriate medical follow-up shall have been carried out.
Extensive neurological investigation shall have shown that there is neither a relevant
cerebral pathology nor any epileptiform activity on the electroencephalogram (EEG).
An EEG and an appropriate neurological assessment shall be performed after the
acute episode.
(11) Provoked epileptic seizure: the applicant who has had a provoked epileptic seizure
because of a recognisable provoking factor that is unlikely to recur at the wheel may
be declared able to drive on an individual basis, subject to neurological opinion. An
EEG and an appropriate neurological assessment shall be performed after the acute
episode.
EN 49 EN
A person with a structural intra-cerebral lesion who has increased risk of seizures
shall not be able to drive vehicles of group 2 until the epilepsy risk has fallen to at
least 2 % per annum. The assessment shall be, if appropriate, in accordance with
other relevant sections of Annex III (for instance in the case of alcohol).
(12) First or single unprovoked seizure: the applicant who has had a first unprovoked
epileptic seizure may be declared able to drive once five years’ freedom from further
seizures has been achieved without the aid of anti-epileptic drugs, if there has been
an appropriate neurological assessment. National authorities may allow drivers with
recognised good prognostic indicators to drive sooner.
(13) Other loss of consciousness: the loss of consciousness shall be assessed according to
the risk of recurrence while driving. The risk of recurrence shall be 2 % per annum or
less.
(14) Epilepsy: 10 years freedom from further seizures shall have been achieved without
the aid of anti-epileptic drugs. National authorities may allow drivers with
recognised good prognostic indicators to drive sooner. This shall also apply in case
of ‘juvenile epilepsy’.
Certain disorders (for instance arteriovenous malformation or intra-cerebral
haemorrhage) entail an increased risk of seizures, even if seizures have not yet
occurred. In such a situation an assessment shall be carried out by a competent
medical authority; the risk of having a seizure shall be 2 % per annum or less to
allow licensing.
MENTAL IMPAIRMENTS
13. The following rules apply to applicants or drivers with mental or intellectual
impairment.
Group 1:
(1) Driving licences shall not be issued to, or renewed for, applicants or drivers with:
(a) severe mental impairment , whether congenital or due to disease, trauma or
neurosurgical operations;
(b) severe intellectual impairment;
(c) severe behavioural problems, ageing-linked behavioural; or personality
impairments leading to seriously impaired judgment, behaviour or
adaptability,
unless their application is supported by authorised medical opinion and, if necessary,
subject to regular medical check-ups.
Group 2:
(2) The competent medical authority shall give due consideration to the additional risks
and dangers involved in the driving of vehicles covered by the definition of this
group.
ALCOHOL
14. Alcohol consumption constitutes a major danger to road safety. In view of the scale
of the problem, the medical profession must be very vigilant.
Group 1:
EN 50 EN
(1) Driving licences shall not be issued to, or renewed for, applicants or drivers who are
dependent on alcohol or unable to refrain from drinking and driving unless
appropriate restrictions are applied through the use of technologies enabling to offset
the dependency (for example, through the mandatory use of an alcohol interlock).
After a proven period of abstinence and subject to authorised medical opinion and
regular medical check-ups, driving licences may be issued to, or renewed for,
applicant or drivers who have in the past been dependent on alcohol with no further
restrictions.
Group 2:
(2) The competent medical authority shall give due consideration to the additional risks
and dangers involved in the driving of vehicles covered by the definition of this
group.
DRUGS AND MEDICINAL PRODUCTS
15. The following rules apply to drugs and medical products.
Abuse:
(1) Driving licences shall not be issued to or renewed for applicants or drivers who are
dependent on psychotropic substances or who are not dependent on such substances
but regularly abuse them, whatever category of licence is requested.
Regular use:
Group 1:
(2) Driving licences shall not be issued to, or renewed for, applicants or drivers who
regularly use psychotropic substances, in whatever form, which can hamper the
ability to drive safely where the quantities absorbed are such as to have an adverse
effect on driving. This shall apply to all other medicinal products or combinations of
medicinal products which affect the ability to drive.
Group 2:
(3) The competent medical authority shall give due consideration to the additional risks
and dangers involved in the driving of vehicles covered by the definition of this
group.
RENAL DISORDERS
16. The following rules apply to applicants with renal disorders.
Group 1:
(1) Driving licences may be issued or renewed for applicants and drivers with serious
renal insufficiency subject to authorised medical opinion and regular medical check-
ups.
Group 2:
(2) Save in exceptional cases duly justified by authorised medical opinion, and subject to
regular medical check-ups, driving licences shall not be issued to or renewed for
applicants or drivers with serious and irreversible renal deficiency.
MISCELLANEOUS PROVISIONS
17. The following provisions are considered miscellaneous.
EN 51 EN
Group 1:
(1) Subject to authorised medical opinion and, if necessary, regular medical check-ups,
driving licences may be issued to or renewed for applications or drivers who have
had an organ transplant or an artificial implant which affects the ability to drive.
Group 2:
(2) The competent medical authority shall give due consideration to the additional risks
and dangers involved in the driving of vehicles covered by the definition of this
group.
As a general rule, where applicants or drivers have any disorder which is not mentioned in the
points of this Annex but is liable to be, or to result in, a functional incapacity affecting safety
at the wheel, driving licences shall not be issued or renewed unless the application is
supported by authorised medical opinion and, if necessary, subject to regular medical check-
ups.
EN 52 EN
ANNEX IV
MINIMUM STANDARDS FOR PERSONS WHO CONDUCT PRACTICAL DRIVING
TESTS
1. Competences required by a driving examiner
(1) A person authorised to conduct practical assessments in a motor vehicle of the
driving performance of a candidate shall have knowledge, skills and understanding
related to the topics listed in points 1.(2) to 1.(6).
(2) The competences of an examiner shall be relevant to assessing the performance of a
candidate seeking the category of driving licence entitlement for which the driving
test is being undertaken.
(3) Knowledge and understanding of driving and assessment:
(a) theory of driving behaviour;
(b) hazard perception and accident avoidance;
(c) the syllabus underpinning driving test standards;
(d) the requirements of the driving test;
(e) relevant road and traffic legislation, including relevant Union and national
legislation and interpretative guidelines;
(f) assessment theory and techniques;
(g) defensive driving.
(4) Assessment skills:
(a) ability to observe accurately, monitor, and evaluate overall candidate
performance, in particular:
(b) correct and comprehensive recognition of dangerous situations;
(c) accurate determination of cause and likely effect of such situations;
(d) achievement of competence and recognition of errors;
(e) uniformity and consistency in assessment;
(f) assimilate information quickly and extract key points;
(g) look ahead, identify potential problems, and develop strategies to deal with
them;
(h) provide timely and constructive feedback.
(5) Personal driving skills:
A person authorised to conduct a practical test for a category of driving licence must
be able to drive to a consistently high standard that type of motor vehicle.
(6) Quality of service:
(a) establish and communicate what the candidate can expect during the test;
(b) communicate clearly, choosing content, style and language to suit the audience
and context and deal with enquiries from candidates;
(c) provide clear feedback about the test result;
EN 53 EN
(d) treat candidates with respect and indiscriminately.
(7) Knowledge about vehicle technique and physics:
(a) knowledge about vehicle technique such as steering, tyres, brakes, lights,
specially for motorcycles and heavy vehicles;
(b) loading safety;
(c) knowledge about vehicle physics such as speed, friction, dynamics, energy.
(8) Driving in a fuel/energy efficient and environmentally friendly way.
2. General conditions
(1) A category B driving examiner:
(a) shall have held a category B licence for at least 3 years;
(b) shall be at least 23 years old;
(c) shall have successfully completed the initial qualification provided for in point
3 of this Annex and subsequently followed the quality assurance and the
periodic training arrangements as provided for in point 4 of this Annex;
(d) shall have terminated a vocational education that leads at least to a completion
of level 3 as set out in the International Standard Classification of Education
(ISCED)1
;
(e) shall not be active as a commercial driving instructor in a driving school
simultaneously.
(2) A driving examiner for the other categories:
(a) shall hold a driving licence in the category concerned or possess equivalent
knowledge through adequate professional qualification;
(b) shall have successfully completed the initial qualification provided for in point
3 of this Annex and subsequently followed the quality assurance and the
periodic training arrangements as provided for in point 4 of this Annex;
(c) shall have been a qualified category B driving examiner for at least 3 years;
this period may be waived provided that the examiner in question can provide
evidence of:
(i) at least 5 years of driving in the category concerned, or
(ii) a theoretical and practical assessment of driving ability of a standard higher
than that needed to obtain a driving licence thus making that requirement
unnecessary,
(d) shall have terminated a vocational education that leads at least to a completion
of level 3 as set out in the International Standard Classification of Education
(ISCED);
(e) shall not be active as a commercial driving instructor in a driving school
simultaneously.
1
https://ec.europa.eu/eurostat/statistics-
explained/index.php?title=International_Standard_Classification_of_Education_(ISCED)#Implementati
on_of_ISCED_2011_.28levels_of_education.29
EN 54 EN
(3) Equivalences
(a) Member States may authorise an examiner to conduct driving tests for
categories AM, A1, A2 and A upon passing the initial qualification prescribed
in point 3 for one of those categories.
(b) Member States may authorise an examiner to conduct driving tests for
categories C1, C, D1 and D upon passing the initial qualification prescribed in
point 3 for one of those categories.
(c) Member States may authorise an examiner to conduct driving tests for
categories BE, C1E, CE, D1E and DE upon passing the initial qualification
prescribed in point 3 for one of those categories.
3. Initial qualification
(1) Initial training
(a) Before a person may be authorised to conduct driving tests, that person shall
satisfactorily complete such training programme as a Member State may
specify in order to have the competences set out in point 1.
(b) Member States shall determine whether the content of any particular training
programme will relate to authorisation to conduct driving tests for one driving
licence category, or more than one.
(2) Examinations
(a) Before a person may be authorised to conduct driving tests, that person shall
demonstrate a satisfactory standard of knowledge, understanding, skills and
aptitude in respect of the subjects listed in point 1.
(b) Member States shall operate an examination process that assesses, in a
pedagogically appropriate manner, the competences of the person as defined
under point 1, in particular point 1.(4). The examination process shall be
accessible2
and include both a theoretical element and a practical element.
Computer-based assessment may be used where appropriate. The details
concerning the nature and duration of any tests and assessments within the
examination shall be at the discretion of the individual Member States.
(c) Member States shall determine whether the content of any particular
examination will relate to authorisation to conduct driving tests for one driving
licence category, or more than one.
4. Quality assurance and periodic training
(1) Quality assurance
(a) Member States shall have in place quality assurance arrangements to provide
for the maintenance of standards of driving examiners.
(b) Quality assurance arrangements shall involve the supervision of examiners at
work, their further training and re-accreditation, their continuing professional
development, and by periodic review of the outcomes of the driving tests that
they have conducted.
2
In accordance with the accessibility requirements set out in the European Accessibility Act, Directive
(EU) 2019/882 of the European Parliament and of the Council of 17 April 2019 on the accessibility
requirements for products and services.
EN 55 EN
(c) Member States shall provide that each examiner is subject to yearly
supervision making use of quality assurance arrangements listed in point
4.(1).(b). Moreover, the Member States shall provide that each examiner is
observed conducting tests once every 5 years, for a minimum period
cumulatively of at least half a day, allowing the observation of several tests.
When issues are identified corrective action shall be put in place. The person
undertaking the supervision shall be a person authorised by the Member State
for that purpose.
(d) Member States may provide that where an examiner is authorised to conduct
driving tests in more than one category, satisfying the supervision requirement
in relation to tests for one category satisfies the requirement for more than one
category.
(e) The work of driving examination shall be monitored and supervised by a body
authorised by the Member State, to ensure correct and consistent application of
assessment.
(2) Periodic training
(a) Member States shall provide that, in order to remain authorised, driving
examiners, irrespective of the number of categories for which they are
accredited, undertake:
(i) a minimum regular periodic training of four days in total per period of two
years in order to:
(ii) maintain and refresh the necessary knowledge and examining skills;
(iii) to develop new competences that have become essential for the exercise of
their profession;
(iv) ensure that an examiner continues to conduct tests to a fair and uniform
standard;
(v) a minimum periodic training of at least five days in total per period of five
years;
(vi) in order to develop and maintain the necessary practical driving skills.
(b) Member States shall take the appropriate measures for ensuring that specific
training is given promptly to those examiners that have found to be seriously
malfunctioning by the quality assurance system in place.
(c) The nature of periodic training may take the form of briefing, classroom
training, conventional or electronic-based learning, and it may be undertaken
on an individual or group basis. It may include such re-accreditation of
standards as Member States consider appropriate.
(d) Member States may provide that where an examiner is authorised to conduct
driving tests in more than one category, satisfying the periodic training
requirement in relation to tests for one category satisfies the requirement for
more than one category, provided the condition set out in point 4.(2) point (e)
is satisfied.
(e) Where an examiner has not conducted tests for a category within a 24-month
period, the examiner shall undertake a suitable reassessment before being
EN 56 EN
allowed to carry out driving tests relating to that category. That re-assessment
may be undertaken as part of the requirement set out in point 4.(2) point (a).
5. Acquired rights
(1) Member States may allow persons authorised to conduct driving tests immediately
before the provisions of Directive 2006/126/EC came into force to continue to
conduct driving tests, notwithstanding that they were not authorised in accordance
with the general conditions in point 2 or the initial qualification process set out in
point 3.
(2) Such examiners shall nonetheless be subject to the regular supervision and quality
assurance arrangements set out in point 4.
EN 57 EN
ANNEX V
MINIMUM REQUIREMENTS FOR DRIVER TRAINING AND TESTING FOR
COMBINATIONS AS DEFINED IN ARTICLE 6(1), POINT (C), SECOND INDENT,
SECOND SUBPARAGRAPH
1. Member States shall take the necessary measures to:
(a) approve and supervise the training provided for in Article 10(1), point (d); or,
(b) organise the test of skills and behaviour provided for in Article 10(1), point (d).
2 The duration of driver training shall be at least 7 hours.
3. Content of driver training
The driver training shall cover the knowledge, skills and behaviour as described in
points 2 and 7 of Annex II. Particular attention shall be paid to vehicle movement
dynamics, safety criteria, tractor vehicle and trailer (coupling mechanism), correct
loading and safety fittings.
A practical component shall include the following exercises: acceleration,
deceleration, reversing, braking, stopping distance, lane-changing, braking/evasive
action, trailer swing, uncoupling from and re-coupling a trailer to its motor vehicle,
parking.
Each training participant shall perform the practical component and shall
demonstrate its skills and behaviour on public roads.
Vehicle combinations used for the training shall fall within the category of driving
licence participants have applied for.
4. Duration and contents of the test of skills and behaviour
The length of the test and the distance travelled shall be sufficient to assess the skills
and behaviour laid down in point 3.
EN 58 EN
ANNEX VI
MINIMUM REQUIREMENTS FOR DRIVER TRAINING AND TESTING FOR
MOTORCYCLES WITHIN CATEGORY A (PROGRESSIVE ACCESS)
1. Member States shall take the necessary measures to:
(a) approve and supervise the training provided for in Article 10(1), point (c); or,
(b) organise the test of skills and behaviour provided for in Article 10(1), point (c).
2. The duration of driver training shall be at least 7 hours.
3. Content of driver training
The driver training shall contain all aspects covered in point 6 of Annex II.
Each participant shall perform the practical components of the training and shall
demonstrate its skills and behaviour on public roads.
Motorcycles used for the training shall fall within the category of driving licence
participants have applied for.
4. Duration and contents of the test of skills and behaviour
The length of the test and the distance travelled must be sufficient to assess the skills
and behaviour laid down in point 3 of this Annex.
EN 59 EN
ANNEX VII
CORRELATION TABLE
Directive 2006/126/EC
Regulation (EU)
No 383/2012 New Directive
- Article 1
- Article 2 (1), (2), (3) and (12)
- Article 3(1), (2), (3), (4), (5) and (7)
Article 1(1) Article 4(1)
Article 1(2) Article 4(5) 1st subparagraph
Article 1(3) 1st subparagraph
Article 4(5) 2nd subparagraph 1st
sentence
Article 1(3) 2nd subparagraph
Article 4(5) 2nd subparagraph 2nd
sentence
Article 1(3) 3rd subparagraph Article 4(8)
Article 1(4) -
Article 2(1) Article 3(6)
Article 2(2) Article 4(3)
Article 3(1) Article 4(2) 1st subparagraph
Article 3(2) Article 4(2) 2nd subparagraph
Article 3(3) Article 4(4)
EN 60 EN
-
Article 4(6) and 4(7) 1st and 2nd
subparagraphs
- Article 5
Article 4(1) 1st sentence Article 6(1)
Article 4(1) 2nd sentence Article 7(1), (2) (3) and (5)
Article 4(2) introductory text
Article 4(2) first subparagraph
Article 6(1) (a) introductory text
Article 6(1) (a) first subparagraph
Article 4(2) 1st indent
Article 6(1) 1st and 2nd indents
Article 2(5) and (6)
Article 4(2) 2nd indent
Article 4(3) point a) 3rd indent
Article 4(4) point a) 2nd indent
Article 7(1) (a)
Article 4(3) introductory text
Article 4(3) 1st indent Article 2(8)
Article 4(3) 2nd indent Article 2(9)
Article 4(3) point a) introductory
text
Article 4(3) point a) 1st and 2nd
indents
Article 6(1) point (b) (i)
Article 6 (1) (b) (i) 1st and 2nd
indents
Article 4(3) point b) introductory
text
Article 4(3) point b) 1st indent
Article 6(1) point b) (ii)
Article 6(1) point b) (ii) 1st
indent
Article 4(3) point b) 2nd indent
Article 4(4) point b) 5th
subparagraph
Article 4(4) point c) 2nd indent
Article 4(4) point e) 3rd indent Article 7(1) point b)
Article 4(3) point c) introductory
text
Article 4(3) point c) (i) introductory
text
Article 6(1) point b) (iii)
Article 6(1) point b) (iii) 1st
indent
Article 6(1) point b) (iii) 2nd
EN 61 EN
Article 4(3) point c) (ii) introductory
text
indent
Article 4(3) point c) (i) 1st indent Article 7(1) point c) 1st indent
Article 4(3) point c) (ii) 1st indent Article 7(1) point c) (ii)
Article 4(4) introductory text Article 6(1)(c) introductory text
Article 4(4) 1st indent Article 2(10)
Article 4(4) 2nd indent Article 2 (2)
Article 4(4) point a) introductory
text
Article 6(1) point c) (i))
introductory text
Article 4(4) point a) 1st indent
Article 6(1) point a) 2nd indent
Article 2(7)
Article 6(1) point c) (i)
Article 2(11)
Article 4(4) point a) 3rd indent Article 6(c) (i) 2nd subparagraph
- Article 6(c) (i) 3rd subparagraph
Article 4(4) point b) introductory
text
Article 4(4) point b) 1st to 4th
subparagraphs
Article 6(1) point c) (ii)
Article 6(1) point c) (ii) 1st to 4th
subparagraphs
Article 4(4) point c) introductory
text
Article 4(4) point c) 1st indent
Article 6(1) point c) (iii)
Article 6(1) point c) (iii) 1st
indent
Article 4(4) point d) Article 6(1) point c) (iv)
Article 4(4) point e) introductory
text
Article 4(4) point e) 1st and 2nd
indents
Article 6(1) point c) (v)
Article 6(1) point c) (v) 1st and
2nd indents
Article 4(4) point f) Article 6(1) point c)(vi)
Article 4(4) point g) introductory
text
Article 4(4) point g) 1st indent
Article 6(1) point c)(vii) 1st
indent
EN 62 EN
Article 4(4) point g) 2nd indent
Article 4(4) point i) 2nd indent
Article 7(1) point d)
Article 7(1) point d)
Article 4(4) point h) Article 6(1) c)point (viii)
Article 4(4) point i) introductory text
Article 4(4) point i) 1st indent Article 6(1) c)point (ix)
Article 4(4) point j) Article 6(1) point c) (x)
Article 4(4) point k) introductory
text
Article 4(4) point k) 1st indent
Article 6(1) point c) (xi)
Article 6(1) point c) (xi) 1st
indent
Article 4(4) point k) 2nd indent Article 7(1) point e)
Article 4(5) Article 6(2)
Article 4(6) 1st subparagraph Article 7(2)
Article 4(6) 2nd subparagraph Article 7(3)
Article 4(6) 3rd and 4th
subparagraphs Article 7(4)
Article 4(7) Article 7(5)
Article 5(1) Article 8(1)
Article 5(1) 2nd subparagraph Article 8(2)
Article 6(1) Article 9(1)
Article 6(2) introductory text Article 9(2) introductory text
Article 6(2) point a) Article 9(2) point a)
Article 6(2) point b) Article 9(2) point b)
- Article 9(2) point c)
Article 6(2) point c) Article 9(2) point d)
Article 6(2) point d) Article 9(2) point e)
EN 63 EN
Article 6(2) point e) Article 9(2) point f)
Article 6(2) point f) Article 9(2) point g)
- Article 9(2) point h)
Article 6(3) Article 9(3)
Article 6(4) Article 9(4)
Article 7(1) Article 10(1)
Article 7(2) Article 10(2)
10(2) 3rd subparagraph
Article 7(3) introductory text
Article 7(3) points a) and b)
Article 10(3) introductory text
Article 10(3) points a) and b)
Article 7(3) 1st subparagraph Article 10(6)
Article 7(3) 2nd subparagraph Article 10(3) 1st subparagraph
Article 7(3) 3rd subparagraph Article 10(2) 3rd subparagraph
Article 7(3) 4th subparagraph
Article 7(3) 5th subparagraph Article 10(2) 5th subparagraph
- Article 10(2) 7th subparagraph
- Article 10(4)
Article 7(4) Article 10(5)
Article 7(5) Article 10(7)
Article 8
Article 4(8) and Article 8(2) for
Annex I
Article 10(8) for Annex II, III, V
and VI
Article 16(2) for Annex IV
EN 64 EN
Article 9 Article 22
Article 10 Article 16(1)
Article 11(1), (2) and (3) Article 11(1), (2) and (3)
Article 11(4) 1st subparagraph Article 13(1)
Article 11(4) 2nd subparagraph Article 13(2)
Article 11(4) 3rd subparagraph Article 13(3)
- Article 13(4), (5) and (6)
Article 11(5) Article 11(4)
Article 11(6) 1st subparagraph Article 12(2) 1st sentence
Article 11(6) 2nd subparagraph 1st
sentence Article 12(5)
Article 11(6) 2nd subparagraph 2nd
sentence Article 12(2) 2nd sentence
-
Article 12(1), (3), (4), (6), (7), (8)
and (9)
- Article 14
- Article 15
Article 12 Article 17(1)
- Article 17(2), (3) and (4)
Article 13 Article 18
EN 65 EN
Article 14 Article 20
Article 15(1) Article 19(1)
Article 15(2) Article 19(2)
Article 15(3) -
Article 15(4) 1st sentence
Article 19(3) 1st subparagraph 1st
sentence
-
Article 19(3) 1st subparagraph
2nd sentence
Article 19(3) 2nd subparagraph
Article 15(4) 2nd sentence Article 19(3) 3rd subparagraph
- Article 19(4) and (5)
- Article 22
- Article 24
Article 16 Article 25
Article 17 Article 26
Article 18 Article 27
Article 19 Article 28
EN 66 EN
Annex I
Annex I Part A1 and A2
Annex I Part D
Annex I Part E
Article 1 -
Article 2(1) Annex I, Part B paragraph (1)
Article 2 (2) Annex I, Part B1 point 2.
paragraph (1)
Article 2 (3) -
Article 3 Annex I, Part B paragraph (2)
Article 4 Annex I, Part B paragraph (3)
Article 5 (1) Annex I, Part B paragraph (4)
Article 5 (2) Annex I, Part B paragraph (5)
Article 5 (3) Annex I, Part B paragraph (6)
Article 5 (4) Annex I, Part B paragraph (7)
Article 5 (5) Annex I, Part B paragraph (8)
Article 6 -
Article 7(1) Annex I, Part B paragraph (9)
Article 7(2) Annex I, Part B paragraph (10)
Article 8 -
EN 67 EN
Annex I Annex I, Part B1
Annex II Annex I, Part B2
Annex III Annex I, Part B3
Annex IV Annex I, Part B4
- Annex I Part C
Annex II Annex II
Annex III Annex III
Annex IV Annex IV
Annex V Annex V
Annex VI Annex VI
Annex VII -
Annex VIII Annex VII