ACEA-立场文件-数字网络法案提案-ACEA Position paper Proposal for a Digital Networks Act

July2026

ACEAPositionpaper

ProposalforaDigitalNetworksAct

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CONTEXT

Vehiclesarebecomingsmarter,moreconnected,andincreasinglyautomated.ThistransitionofthevehicleintotheInternetofThingshasbroughtaboutprofoundchangesinthebusinessofvehiclemanufacturers.Keytothistransition,connectivityhasbecomeafoundationalpillarofthemodernautomotiveindustry,underpinningthedevelopmentofconnected,cooperative,andincreasinglyautomatedvehicles.Thisisbestevidencedbythefactthatconnectivityis

nowfullyexpectedofamodernvehicleunderEuropeanlegislationsucheCall,IntelligentSpeedAssistance,orOn-BoardFuelConsumptionMonitoring.

Fromsafety-criticalfunctionalitiesandreal-timedataexchangetoover-the-airupdatesandenhancedin-vehicleservices,reliableconnectivityisessentialtoensureroadsafetyand

meetevolvingconsumerexpectations.Asvehiclesbecomeevermoreintegratedintothe

broaderdigitalecosystem,theregulatoryframeworkgoverningelectroniccommunications

infrastructureandservicesincreasinglyimpactsthesector’sabilitytocompeteandinnovate.

Inthiscontext,ACEAwelcomestheopportunitytoprovidefeedbackontheCommission’sproposalforaDigitalNetworksAct,withaparticularfocusonensuringthattheframeworkeffectivelysupportsthespecificconnectivityneedsofconnectedvehicleswhilepreservinginnovation,competitiveness,andtechnologicalneutrality.

KEYRECOMMENDATIONS

1.IncorporatetheexceptiontotheswitchingrulesforinternetaccessservicesenvisagedinRecital275intheoperativetextoftheDigitalNetworksAct.

2.Detailtheconditionsforofferingoptimisedconnectivityforcriticalservicestoensurethatconnectedvehicleservicesareclearlyrecognisedaseligibleusecases.

3.Encourageinvestmentinwidespreadandresilient5Gcoveragewhilepreservingtheavailabilityofcommerciallysustainableconnectivityoptionsthatcansupportmass-marketdeploymentofconnectedvehicleservicesthroughoutEurope.

4.TasktheCommissionwithcloselymonitoringmarketdevelopmentstoensurethattheimplementingframeworkpreservesalevelplayingfieldandtopreventtheemergenceofdefactonetworkfees.

5.RequireMNOstoprovideclearandcoordinatedtransitionplanswhenphasing-out

existingnetworkgenerations,orinthealternative,tomaintainaminimallevelofserviceonlegacynetworks,subjecttoincrementalphase-out.

6.EnsurethattheprovisionsofArticle106(1)applyexplicitlytoautomotiveeCallcallbackcommunications.

7.Maintaintheproposal’stechnology-neutralapproachbyrefrainingfromimposingmandatoryin-vehicleFM/DAB+receiverorradioprominencerequirements.

8.Fosterun-interruptibleconnectivitybycombiningterrestrialandsatelliteNTNcommunications.

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ENSURINGSAFEANDPROPORTIONATE

SWITCHINGRULESFORCONNECTEDVEHICLES

ACEAsupportstheoverarchingobjectiveofpromotingcompetitionandconsumerchoiceinelectroniccommunicationsmarkets,asreflectedintheswitchingframeworkestablishedintheEuropeanElectronicCommunicationsCode(EECC),andreprisedbytheProposalforaDigitalNetworksAct.However,experiencewiththeimplementationoftheserulesinseveralMemberStateshasrevealedsignificantchallengeswhenappliedtoconnectedand

cooperativevehicles,whichrequireamorenuancedregulatoryapproach.

Vehiclesrelyonembeddedconnectivitysolutionstosimultaneouslyenableawiderangeoffunctions.Includingsafety-critica

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andregulatoryservicessuchasemergencycallsystems(eCall)andover-the-airsoftwareupdates,alongsideconsumer-facingservicessuchas

internetaccessforinfotainmentsystems.Thismulti-usearchitecturemeansthatconnectivityisnotastandaloneretailservicebutanintegralcomponentofthevehicle’sconvenienceandsafetyecosystem.

Inthismulti-usearchitecturecontext,theapplicationofswitchingobligationshascreated

practicalandlegaldifficulties.InsomeMemberStates,interpretationsoftheEECChaveledtoexpectationsthatend-usersshouldbeabletofreelyswitchinternetaccessproviders

associatedwiththevehicle’sconnectivity,evenwherethisconnectivityisembeddedandservesessentialfunctions.Suchexpectationsdonotsufficientlyconsiderthetechnical

realitiesofvehicledesign.

Switchingconnectivityprovidersinvehiclesposessignificantrisks.Itcandisruptover-the-airsoftwareupdates,whichareessentialforfunctionality,cybersecurity,andregulatory

compliance,andmayaffectthereliabilityofeCallsystemsthatmustoperatewithout

interruption.Itcanalsocompromisesecurecommunicationchannelsbetweenthevehicleandmanufacturerback-endsystems,underminingoverallsystemintegrity.

Inaddition,vehicleconnectivityisdeeplyembeddedinthevehicle’sarchitectureandlinkedtotypeapprovalrequirements.Unlikesmartphones,vehiclesarenotdesignedfordynamicproviderswitchingwithoutsubstantialredesign,makingsuchrequirementsoftentechnicallyinfeasibleordisproportionatelyburdensome.

Thesechallengesarecompoundedbydivergentnationalapproaches,leadingto

fragmentationacrosstheinternalmarketandlegaluncertaintyformanufacturersoperatingacrossmultiplejurisdictions.

Againstthisbackground,theindustrywelcomestheexplicitrecognitionoftheseissuesinRecital275oftheDigitalNetworksAct.Therecitalacknowledgesthatwhileswitchingis

importantforcompetition,thereareexceptionalcircumstancesinwhichswitchingis

impracticalforobjectivetechnicalreasons,particularlywherethesecurefunctioningor

integrityofterminalequipmentisendangered.ItexplicitlyreferstoembeddedSIMoreSIMsolutionsusedsimultaneouslyformachine-to-machineservicesandinternetaccess,citing

1AutomotiveSafetyIntegrityLevel(ASIL),ariskclassificationschemeforroadvehiclesdefinedunderISO26262onroadvehiclefunctionalsafety.

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theexampleofavehiclewherethesameeSIMsupportsbothautomotivesoftwareupdatesandinfotainmentconnectivity.

Thisrecognitionisbothaccurateandnecessary.Itreflectsthetechnicalrealityofconnectedvehiclesandprovidesasoundbasisforaproportionateregulatoryapproachthatreconcilescompetitionobjectiveswithsafetyandsecurityrequirements.Theautomotiveindustry

thereforestronglysupportstheapproachoutlinedinRecital275asanappropriatewaytoaddresstheissuesencounteredinpractice.

However,thispositivedevelopmentisunderminedbytheabsenceofacorresponding

provisionintheoperativepartoftheDigitalNetworksAct.Recital275doesnothavebindinglegaleffectandcannot,onitsown,providelegalcertaintyorensureconsistentapplication

acrossMemberStates.Withoutaclearoperativerule,thereisariskthatnationalauthoritieswillcontinuetoapplyswitchingobligationsinamannerthatdoesnotadequatelyaccountforthespecificitiesofembeddedconnectivityinvehicles,therebyperpetuatingtheproblems

identifiedabove.

Recommendation

IncorporatetheexceptionenvisagedinRecital275intheoperativetextoftheDigitalNetworksAct.

Thelegislationshouldprovidethatswitchingobligationsdonotapplywhereitistechnicallyimpracticalordisproportionatelyburdensome,includingeconomically,orwhereitwould

endangerthesecurity,integrity,orproperfunctioningofterminalequipment,includingin

casesinvolvingembeddedeSIMsusedforbothmachine-to-machineservicesandinternetaccess.

Inaddition,theexceptionshouldalsocoversituationswhereimposingswitchingcapabilitieswouldbeeconomicallydisproportionate,requiringmanufacturerstoduplicateconnectivity

hardware(modems

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,antennas)andsoftwaretoseparatesafety-criticalandconsumer

connectivityfunctions.Sucharequirementwouldsignificantlyincreaseproductioncostsandsystemcomplexitywithoutdeliveringcommensuratebenefitstoend-usersandwouldrisk

underminingefficientvehicledesign.

Suchanapproachwouldpreservethegeneralprincipleofswitchingasadriverof

competition,whileintroducinganarrowlytailoredandjustifiedexceptionforcomplex,safety-criticalusecasessuchasconnectedvehicles.Itwouldalsoensurethatregulatory

obligationsremainrealisticanddonotinadvertentlycompromisevehiclesafety,cybersecurity,orcompliancewithotherEUlegalrequirements.

2Automotivesolutionsarerequiredtooperatefor20years,inmechanical(vibrations)and

temperatureconditions(upto[-40°C,+105°C])thatneitherconsumernorindustrialgradehardwarecouldsupport.Automotive-grademodemsarespecific,hardenedsolutionswhichareexpensiveanddonotsupportdualSIMasdosomemass-marketsolutions.

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OPTIMISEDCONNECTIVITYFORCRITICALSERVICES

ACEAwelcomestheCommission’sproposaltoexplicitlyrecogniseandpermitspecialisedservicesthatareoptimisedforspecificcontent,applicationsorservices,includingchannelswithguaranteedQualityofService(QoS),forapplicationsthatdemonstrablyrequire

enhancedandreliablenetworkperformance.Thisclarificationisbothtimelyandnecessary,asitprovideslegalcertaintyforinnovationinsectorswhereconnectivityiscritical.

Connectedvehiclesareaprimeexampleofsuchapplications.Manyoftheircore

functionalities,suchasreal-timehazardwarnings,advanceddriverassistancesystems

(ADAS),over-the-airsoftwareupdates,and,increasingly,automateddrivingfeatures,

dependonhighlyreliable,low-latency,andsecuredatatransmission.Inthesecontexts,best-effortinternetdeliveryisnotalwayssufficient.QoS-guaranteedconnectivity,prioritisedand

providedwithadequateprotection,ensuressafety-criticalcommunicationscontributetoroadsafety,systemintegrity,andusertrust.

EnsuringconnectivitybyenablingandstimulatingNon-TerrestrialNetworks(NTN)isagoodsolutiontoincreasethecontinuityinareaswhereTerrestrialconnectivityislimited,in

particularforemergencyservices.WhiletheCommission’seffortshavemovedthingsintherightdirection,continuedsupportremainsessential.

WiththeadventofCooperative,Connected,andAutomatedMobility(CCAM)systems,

predictableandresilientconnectivitywillhavetobeensuredbyrealisingdedicated

performancelevelstailoredtothestringenttechnicalrequirementsthatadvancedvehicleservicescallfor.

Inthiscontext,itisessentialthattheframeworkforspecialisedservicesisimplementedinawaythatisaccessibleandworkableforconnectedvehicleapplications.

Nevertheless,wealsobelievethatthisframeworkmustbecarefullybalanced,inthatthe

provisionofspecialisedservicesshouldnotcomeattheexpenseoftheoverallperformance,availability,orqualityofthegeneral-purposenetworkcapacity.Itisessentialtoavoidany

unintendeddegradationofbaselinenetworkconditionsasaresultoftheincreaseduseof

prioritisedtrafficlanes.Whilecertainspecificandsafety-criticalusecasesintheconnectedvehicleecosystemmayindeedwarrantQoS-guaranteedconnectivity,suchasreal-time

safetyalertsorhighlylatency-sensitivecooperativedrivingfunctions,formanyother

applications,robustbest-effortconnectivitywillcontinuetobesufficient.Therefore,the

reliabilityandresilienceoftheoverallnetworkremainfundamental,particularlyforconnectedvehicles,whichincreasinglydependonubiquitousandconsistentconnectivityacross

bordersandoperatingenvironments.

Recommendation

Detailtheconditionsforofferingoptimisedservicesinawaythatensuresthatconnectedvehicleservicesareclearlyrecognisedaseligibleusecases.

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Thecriteriashouldbesufficientlyflexibleandtechnology-neutraltoaccommodatethe

evolvingneedsoftheautomotivesector,whileavoidingoverlyrestrictivethresholdsthatcouldinadvertentlyexcludelegitimatesafety-andperformance-criticalservices.

Specialisedservicesshouldnotonlybeflexibleandtechnology-neutral,butalso

economicallyrealistic,enforceableinaconsistentmanneracrossMemberStates,and

compatiblewiththeaffordabilityexpectationsofendusersandthelongservicelifeof

vehicles.Inanycase,anyprovisionrelatingtooptimisedorspecialisedservicesshouldremainclearlyframedasoptionalandmarket-driven,subjecttoproportionality,economicfeasibility,andtechnologicalneutrality.

Ensuringthatconnectedvehicleservicescaneffectivelyavailofspecialisedserviceswillbekeytounlockingtheirfullsocietalandeconomicbenefits,includingsaferroads,more

efficienttransportsystems,andaccelerateddigitalinnovationacrossthemobilityecosystem.

SUPPORTINGAFFORDABLEANDRELIABLECONNECTIVITYFORCONNECTEDMOBILITY

ArequisiteforthesuccessofconnectedmobilityistheavailabilityofreliableandextensivenetworkcoverageacrosstheEuropeanUnion.Connectedvehicleservicesdependnotonlyonhigh-qualityconnectivityinurbancentres,butalsoonseamlessandresilientcoverage

acrossruralareas,cross-bordercorridors,andmajortransportroutes.Ensuringbroadanddependablecoverageisessentialtoguaranteethatthesafety,efficiency,andconsumer

benefitsofmodernvehicleconnectivitycanberealisedconsistentlyforallusersandacrossallregions.

Consideringtheimportanceofreliableandextensivenetworkcoverageforconnected

mobility,itisessentialthattheDNAsupportsthedevelopmentandavailabilityofaffordable,fit-for-purposeconnectivitysolutionsacrosstheEuropeanUnion.Whileadvancedhigh-

performanceconnectivityservicesmayplayanimportantroleforspecificusecases,the

frameworkshouldavoidimplicitlyprioritisingpremiumorhigh-endperformanceprofilesinamannerthatcouldlimitflexibilityorincreasecostsacrossthebroaderautomotiveecosystem.

Connectedvehicledeploymentsrelyonadiverserangeofconnectivitysolutionsadaptedtodifferentfunctionalities,vehiclecategories,andgeographicconditions.Manyapplications

requirereliableandresilientconnectivity,ratherthanthehighesttechnicallyachievable

performancelevels.Theregulatoryframeworkshouldthereforeremaintechnology-neutral

andeconomicallyproportionate,enablingmanufacturersandserviceproviderstodeploy

solutionsthatareappropriatetothespecificoperationalandsafetyrequirementsofeachusecase.

Recommendation

Encourageinvestmentinwidespreadandresilient5Gcoveragewhilepreservingtheavailabilityofcommerciallysustainableconnectivityoptionsthatcansupportmass-marketdeploymentofconnectedvehicleservicesthroughoutEurope.

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Thiswillbecriticaltoensuringthatthebenefitsofconnectedandautomatedmobilityremainaccessible,scalable,andaffordableforconsumersandindustryalike,includinginruralandcross-borderenvironmentswhereconnectivitychallengesremainsignificant.

FAIRANDBALANCEDENVIRONMENTFORCOMMERCIALNEGOTIATION

Wewelcomeandsupportthefactthattheproposaldoesnotintroduceprovisionsthatwouldamounttoso-called“networkfees”or“fair-sharecontributions”.Theabsenceofsuch

mechanismsiscritical.Hadtheybeenincluded,theycouldhavecreatedsignificant

additionalcostburdensformanufacturersofconnectedvehicles,particularlygiventhedata-intensivenatureofmodernandfutureautomotiveservices.This,inturn,wouldhaveriskedunderminingtheglobalcompetitivenessoftheEuropeanautomotiveindustry,slowing

innovation,andultimatelyimpactingconsumersthroughhigherpricesorreducedfunctionality.

Wealsosupporttheproposal’srelianceonaframeworkbasedoncommercialnegotiations

foraccess,anditsencouragementofvoluntaryagreementsbetweenmarketactors,includingautomotivemanufacturersandtelecommunicationsoperators.Amarket-drivenapproach,if

well-balanced,canfosterinnovation,enabletailoredconnectivitysolutions,andsupportthedevelopmentofadvancedservicesforconnectedandautomatedvehicles.

Atthesametime,itisimportanttorecognisethattheintroductionofspecialisedservicesandpremiumconnectivitytiersmayalterthebalanceofnegotiatingpowerintheecosystem.

Accesstohigher-qualityconnectivitytiersshouldnotbeleveragedtoincreasedependenceon,andthecostof,commercialarrangementsforcriticalservices,whichcouldultimately

distortcompetitionandimpacttheindustry’scompetitiveness.

Inthiscontext,appropriatesafeguardsarenecessarytoensurethatthisincreasedleveragedoesnotleadtounduepressureduringcommercialnegotiations.Itisparamounttoavoidtheemergenceofcontractualarrangementsthat,whilenotformallylabelledas“networkfees,”

wouldhaveequivalenteconomiceffects,forexamplebyrequiringpaymentforaccesstobaselinenetworkperformanceortoavoiddegradationofservices.

Recommendation

TasktheCommissionwithcloselymonitoringmarketdevelopmentstoensurethattheimplementingframeworkpreservesalevelplayingfield.

Thisshouldincludesafeguardsagainstdiscriminatorypractices,transparencyrequirementsaroundtheofferingofpremiumconnectivitytiers,andoversightmechanismstopreventtheemergenceofdefactonetworkfeesthroughcommercialarrangements.

Maintainingafairandbalancednegotiationenvironmentwillbeessentialtoensurethatthebenefitsofadvancedconnectivitycanberealisedwithoutdistortingcompetitionorplacingadisproportionateburdenontheautomotivesector.

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PREDICTABILITYOFNETWORKTRANSITIONSANDCONTINUITYOFLEGACYCONNECTIVITYSERVICES

Predictabilityisofcriticalimportanceforvehiclemanufacturers.Automotivedevelopmentandproductioncyclesaresignificantlylongerthanthoseofthetelecommunicationssector,with

vehiclesoftenremaininginserviceforwelloveradecade.Connectivitysolutionsembeddedinvehiclesarethereforedesignedbasedonlong-termnetworkavailabilityassumptions.

Suddenorinsufficientlycoordinatedchangestomobilenetworkinfrastructurecancreate

seriousoperational,regulatory,andconsumerchallengesforconnectedvehiclesalreadyontheroad.

Theexperiencewiththeprogressiveswitch-offof2Gand3Gnetworksillustratesthese

challengesclearly.Asthesenetworksareexpectedtobeswitchedoffinthecomingyears

andthespectrumtheyuseisexpectedtobere-farmed,significantconcernsregardingthe

continuedoperationofservicesandfunctionalitiesrelyingonoldercommunicationmodulesarose.ThisisparticularlythecasewitheCall;whilethisshutdownforcedvehicle

manufacturerstoimplementnew4G-5Gcompatiblesystemsonnewvehiclesatbreak-neckpace,alargevolumeofcarsequippedwitheCallsystemscompatiblewith2G/3Gnetworksonlywillstillbeontheroadsby2027andonwards,andareatriskofnotbenefitingfromtheeCallservice,inMemberStateswhereboth2Gand3Gnetworksareswitchedoff.

Whilethetransitiontowardnewertechnologiessuchas4Gand5Gisbothnecessaryand

welcome,theabsenceofharmonisedtimelinesandlong-termvisibilitycreatesfragmentation,increasescompliancerisks,andmayrequirecostlyretrofittingorprematurereplacementof

vehiclesystems.

Inthiscontext,long-termplanningandcoordinationareessentialtoensurecontinuityof

serviceforsafety-criticalandregulatoryapplications.Vehiclemanufacturersrequiresufficientleadtimestoadaptproductdevelopment,homologationprocesses,supplychains,andfleetmanagementstrategiestoevolvingnetworkconditions.

WethereforeencouragetheCommissiontoensurethattheDigitalNetworksActpromotesgreatertransparencyandpredictabilityregardingmobilenetworkevolution,especiallywithrespecttonetworkswitch-offsandlarge-scalefrequencyrefarmingdecisions.

Recommendation

Obligemobilenetworkoperatorstoprovide,whereverpossible,clearandcoordinatedtransitionplansseveralyearsinadvancewhenintendingtophaseoutexisting

networkgenerationsorrepurposingspectrumbands.

Atthesametime,werecognisethat,forpractical,technical,orcommercialreasons,mobileoperatorsmaynotalwaysbeabletoprovidedetailedlong-termcommitmentsregarding

networkavailability.

Insuchcases,werecommendthatthelegislatorintroducesafeguardstoensurecontinuity

foressentialservices.Operatorsshouldberequiredtomaintainaminimallevelofserviceonnetworkssubjecttophase-outforatransitionalperiodof8to10yearsafterthedeclarationofend-of-service,duringwhichnonewcontractswouldbeconcludedonthosenetworks.

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Suchatransitionalobligationwouldhelpensurethecontinuedfunctioningofemergencyandregulatoryservices,includingeCall,whileprovidingindustryandconsumerswithsufficient

timetomanagetechnologicalmigrationinasafe,orderly,andeconomicallysustainablemanner.

ENSURINGFREEANDEFFECTIVECALLBACKFUNCTIONALITYFOReCALLSERVICES

ACEAwelcome’stheCommission’srecognitionoftheimportanceofensuringthataccesstoemergencyservicesthroughemergencycommunicationsisprovidedfreeofchargetoend-users,inArticle106ofitsproposal.Inthiscontext,itisimportanttoensurethatthese

protectionsapplyfullyandexplicitlytoautomotiveeCallservices,includingthecallbackfunctionalityusedbyPublicSafetyAnsweringPoints(PSAPs).

The112eCallsystemisacriticalsafetyfeaturedeployedinvehiclesacrosstheEuropeanUnion.Itautomaticallycontactsemergencyservicesintheeventofaseriousroadaccidentandtransmitskeyinformation,includingthevehicle’slocation,tosupportrapidintervention.Importantly,theeCallserviceitselfisfreeofchargeforusers,reflectingitsessentialpublicsafetyfunction.

However,significanttechnicalandcommercialissuesremainregardingcallbackprocedures.Inpractice,whenaneCallisinterruptedoradditionalinformationisrequired,PSAPsmay

needtocallbackthein-vehiclesystem(IVS).Thesecallbackcommunicationscangenerateveryhighandnon-standardisedchargesbecausecallstoconnectedvehiclesareoften

treatedbyoperatorsasinternationalcalls,roamingcommunications,orcallstospecificnumberingranges(e.g.,“+882”or“+883”)associatedwithglobalmobileconnectivity

services.

Theseexcessiveandunpredictablechargescreateaseriousoperationalproblem.Insomecases,PSAPsmaybereluctantorunabletoestablishcallbackcommunicationsduetocostconcerns,technicalrestrictions,oruncertaintyregardingapplicabletariffs.Asaresult,

emergencyoperatorsmayfailtore-establishcontactwithvehicleoccupantsfollowingadisconnectedorincompleteeCall.

Thissituationposesclearriskstoroadusers.TheinabilityofPSAPstocallbackavehicle

candelayemergencyresponse,preventtheclarificationofaccidentcircumstances,ormakeitimpossibletoassesstheconditionofvehicleoccupants.Incaseswhereaccidentvictims

areunconscious,injured,orotherwiseunabletoreconnectthemselves,callbackfunctionalitycanbeessentialtoensuringtimelyandappropriateemergencyintervention.

Recommendation

EnsurethattheprovisionsofArticle106(1)applyexplicitlytoautomotiveeCallcallbackcommunications.

ThisshouldmeanthatcommunicationsinitiatedbyPSAPstowardvehiclesinthecontextofa112eCallemergencyaretreatedasemergencycommunicationsandthereforeprovidedfreeofcharge,withoutadditionalfeesordiscriminatorytarifftreatment.

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ApplyingArticle106toautomotiveeCallcallbackscenarioswouldprovidelegalclarityandharmonisationacrossMemberStatesandremovecost-relatedbarriersthatcurrentlyriskunderminingtheeffectivenessofeCallsystems.Thiswoulddirectlybenefitvehicleownersandroadusersbyimprovingthereliabilityandeffectivenessofemergencyresponse

proceduresfollowingroadaccidents.EnsuringthatPSAPscanalwaysreconnectwitha

vehiclewithoutcostortechnicalbarriersisfullyconsistentwiththepublicsafetyobjectivesunderpinningtheEU’semergencycommunicationsframework.

PRESERVINGTECHNOLOGYNEUTRALITYANDINNOVATION:AVOIDINGMANDATORYRADIO

RECEIVERREQUIREMENTSINVEHICLES

WewelcometheabsenceintheproposalofanyrequirementsmandatingtheinclusionofFMorDAB+radioreceiversinvehicles.Consideringrecentcallsfromsomestakeholdersto

introducesuchobligationsintheDigitalNetworksAct,thisisanimportantandpositivesignalthattheCommissioniscommittedtoafuture-orientedandinnovation-friendlyregulatory

framework.

Vehicledesignanddevelopmentcyclesareincreasinglydrivenbydigitalarchitectures,software-definedfunctionalities,andglobalscalability.Imposinghardware-based

requirementstiedtospecificcommunicationstandardswouldconstraindesignflexibility,increaseproductioncomplexity,andgenerateadditionalcostsformanufacturers,whichcouldultimatelybepassedontoconsumers.

Thein-vehiclemediaecosystemisrapidlyevo