COMMISSION OF THE EUROPEAN COMMUNITIES 
COM(91) 291 final 
Brussels, 30 July 1991 
!*2fe>*"; Proposal for a 
COUNCIL DIRECTIVE 
on the installation and use of speed limitation devices 
for certain categories of motor vehicles in the Community 
(presented by the Commission) 
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EXPLANATORY MEMORANDUM 
Introduct ion 
1. The underlying proposal for a Council Directive concerns the 
harmonized application of speed limitation devices for heavy 
goods vehicles and buses being used on the road in the 
Community. 
2. In some Member States (F and UK) speed limitation devices 
have already been made compulsory for certain categories of 
vehicles whilst in other Member States (e.g. NL and UK) an 
introduction or extension of such an obligation is being 
considered. 
Reasons for these national 
beneficial effects of speed 
safety, energy consumption and 
devices are currently applied legislative measures are the 
limitation devices on road 
environment. However, as these 
on the basis of different set 
speeds and only by a proportion of the vehicles of the same 
category that circulate in the Community, the positive impact 
is reduced and the conditions of competition between hauliers 
that use lorries and buses with or without these devices are 
distorted. 
Therefore, a 
application of 
most involved in Community legislation aiming at a harmonized 
speed limitation devices on vehicles which are 
international transport is justified. 
Talcing into account cost effectiveness, availability of speed 
limitation devices and the above-mentioned aspect of 
distortion of competition in transport on long distances, the 
proposal is limited to the following categories of 
motorvehicles, as defined in Annex I to Directive 
70/156/EEC<1> : 
- Category M3: Vehicles used for 
passengers, comprising 
seats in addition to 
and having a maximum 
metric tonnes. the carriage of 
more than eight 
the driver's seat, 
weight exceeding 5 
- Category N3: Vehicles used 
and having a 
metric tonnes. for the carriage of goods 
maximum weight exceeding 12 
A possible extension of the scope of the proposal to 
categories of lighter commercial vehicles can be considered 
on the basis of future experience. 
(1) OJ No L 42. 23.2.1970, p. 1. 
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Other related Commission proposals 
3. On 16 January 1989 the Commission 
Council Directive on harmonized 
categories of vehicles that are used 
(C0M(88)706). In that proposal for 
and roads (urban, non-urban and 
differentiated speeds are prescribed. adopted a proposal for a 
speed limits for all 
on the road, except cars 
the different categories 
motorways) a set of 
Because of legal objections of some Member States as regards 
Community legislation on behavioural aspects of road safety, 
that proposal was until now not adopted by the Council. 
However, the speed limits which were proposed are now the 
basis for the proposed harmonised set speeds for speed 
I imitation devices. 
4. On 19 July 1991, the Commission adopted a proposal laying 
down the technical requirements for the purpose of EEC type 
approval of speed limitation devices and of certain 
categories of motorvehicles equipped with these devices 
(C0M(91)240). 
After adoption 
harmonisation of 
effect, 
introduced 
concerned 
would sti 
vehicles 
I imitation of this proposal and when the total 
type approval in the Community comes into 
speed limitation devices would gradually be 
for the Community vehicles of the categories 
by the process of normal replacement. However, this 
II mean a long period with only a part of the 
of the same category being equipped with speed 
dev i ces. 
It is obvious that, especially in International transport of 
goods and passengers, only a general application of these 
devices, with the same set speeds, is acceptable for all 
users and enforcement authorities. Differences in the maximum 
speed that can be reached by the motorvehicles used in this 
international transport could disturb the competition and 
provoke frustration and manipulation of the installed 
dev i ces. 
As regards technical aspects the underlying proposal makes 
full reference to the technical requirements as laid down in 
the type approval proposal which are based on internationally 
agreed prescriptions and practice. 
Influence on safety, fuel consumption, environment and transport 
economy 
5. Speed - especially in relation to traffic and weather 
conditions - has a significant effect on « accidents and their 
consequences. In general the seriousness of accidents is 
related to high speed for the following reasons: 
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the shorter the available reaction The faster the speed, 
tttie to avoid an accident. 
The faster the speed, the longer 
The fastor the speed 
differential between vehicles 
greater the impact. 
The faster the speed, the greater the amount 
spray produced and hence the greater obscuration. the braking distance. 
or the greater tho speed 
involved in an accident - the 
of road water 
Because of the limited application 
figures about the relation between 
devices and road safety are 
Nevertheless, it is obvious that 
speeds and speed differentials on 
goods vehicles and buses will improve until now, 
use of speed 
difficult to 
reduction of 
the motorways 
traffic flow 
the number of potential dangerous situations 
consequences of accidents. In this context once more 
clear that the aim should be a general use of 
limitation devices by these vehicles. significant 
I imitation 
provide. 
excessive 
of heavy 
and reduce 
and the 
it is 
speed 
6. The reduced fuel consumption by the application of speed 
limitation devices is estimated to be between 5 and 15% 
(depending on current speed behaviour) for the categories of 
vehicles to which the proposal applies (M3 and N3). These 
estimations are based on experiences of fleet owners that 
introduced speed limitation devices to their fleet on a 
voluntary basis. 
These energy savings have beneficial 
environment and on the economy of transport. side effects in the 
7. The production of 
consumption so this 
CO 2 is one of the 
effect. Lower speeds C02 is directly related 
emission will be reduced 
substances responsible for 
outside urban areas will a 
emission of nitrogen 
substances that causes the acid 
forests in large areas of Europe. oxides (NOv). NO, 
deposition is 
and to the fuel 
proportionally. 
the greenhouse 
so reduce the 
one of the 
the death of 
8. As regards the effect on the economy of transport the 
following calculation was made on the basis of investigations 
in the Netherlands: 
A speed limitation device has a cost of ca. 1000 ECU if 
retrofitted on a heavy goods vehicle or a bus, 
The energy savings can be estimated at 1500 ECU per year, 
Because of 
the tyres 
year, 
In general 
between veh the equalized speeds during driving the wear of 
is reduced by ca. 30% which saves ca. 500 ECU per 
, no real time differences in Journeys were noted 
icles with or without a speed limitation device. 
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The above figures show that a speed limitation device is an 
investment that pays off within a year so retrofitting can be 
justified for most heavy goods vehicles and buses which are 
in use. 
In order to balance cost and benefits it is proposed to make 
the use of speed limitation devices compulsory for M3 and 
N3 motorvehicles which are registered after 1 January 1985. 
9. Contents of the proposal 
Article 1 defines the categories of motorvehicles to 
which the proposal applies. 
Articles 2 and 3 lay down the obligation to have a speed 
limitation device set at harmonized speeds 
(100 km/h and 80 km/h) if these 
motorvehicles are used. 
Article 4 refers to the proposal for a Council 
Directive concerning EEC type approval of 
speed limitation devices. 
Article 5 regulates the possible exemptions to the 
proposed Directive. 
Articled sets the date of entry into force of the 
proposed Directive at 1 October 1992. 
Proposal for a 
COUNCIL piRECTiVg 
on the installation and use of speed limitation devices 
for certain categories of motor vehicles in the Community 
THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European Economic Community, 
and in particular Article 75 thereof, 
Having regard to the proposal from the Commission*1), 
Having regard to the opinion of the European Par I lament(2*, 
Having regard to the opinion of the Economic and Social Committee*3*, 
Whereas one of the objectives of a common transport policy is to lay down 
common rules applicable to international transport within the Community and 
to facilitate the circulation of vehicles; 
Whereas the growth of road traffic and the resulting increase in danger and 
nuisance present all Member States with road safety and environmental 
problems of a serious nature; 
Whereas the available engine power for heavy goods vehicles and buses 
needed for climbing slopes enables them to be driven on level roads at 
excessive speeds that are not compatible with the specifications of other 
components of these vehicles, such as brakes and tyres, and whereas for 
that reason and for reasons of environmental protection in certain Member 
States speed I imitât ion devices were made compulsory for certain categories 
of motor vehicles; 
(1) OJ No C 
(2) OJ No C 
(3) OJ No C 
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Whereas Council Directive (4), [proposal of the Commission 
C0M(91) 240] provides for compulsory installation of speed limitation 
devices for the purpose of EEC type-approval of certain categories of new 
motor vehicles, as well as for the technical specifications for EEC type-
approval of such devices; 
Whereas the beneficial effects of speed limitation devices on the 
environment, fuel consumption and road safety should be enforced by a more 
general application of these devices; 
Whereas for reasons of equal conditions of competition it is necessary to 
complement the requirements for EEC type-approval of new motor vehicles by 
requirements on the instaliation and use of speed limitation devices, on 
the basis of common set speeds, for all motor vehicles, of certain 
categories which were registered from a certain date; 
Whereas, as a first step, such requirements should be introduced in the 
case only of the heaviest categories of motor vehicles which are most 
involved in international transport and thereafter, depending on technical 
possibilities and experiences in Member States, should be extended to 
lighter categories of motor vehicles, 
HAS ADOPTED THIS DIRECTIVE : 
Art I fill 1 '•-.:,f;.-\..j. :• 
For the purposes of this Directive 'motor vehicIV means any power driven 
vehicle falling within one of the categories listed below, as defined in 
Annex 1 to Council Directive 70/156/EEC<5>, intended for use on the road, 
having at least four wheets and a maximum design speed exceeding 25 km/h. 
- Category M3: Vehicles used for the carriage of passengers, 
comprising more than eight seats in addition 
to the driver's seat, and having a maximum 
••• • ^"'••> ' «eight exceeding 6 metric tonnes. 
(4) OJ No L 
(5) OJ No L 42, 23.2.1970, p. 1. 
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Category N3: Vehicles used for the carriage of goods and 
having a maximum weight exceeding 12 metric 
tonnes. 
Article 2 
Member States shall ensure that motor vehicles of the category M3, which 
are registered in a Member State from 1 January 1985, shall be used on the 
road only if speed limitation devices are installed for which the maximum 
speed is set at 100 km/h. 
Article 3 
Member States shall ensure that motor vehicles of the category N3, which 
are registered in a Member State from 1 January 1985, shall be used on 
the road only if speed limitation devices are installed for which the 
maximum speed is set at 80 km/h. 
Article 4 
Speed limitation devices as prescribed in Articles 2 and 3 shall fulfil 
the technical specifications as laid down in Directive [that will be 
adopted on the basis of Commission proposal COM(91) 240]. 
Article 5 
1. The requirements of Articles 2 and 3 do not apply to : 
motor vehicles used by armed forces, civil defence, fire services and 
forces responsible for maintaining public order; 
motor vehicles which by their construction cannot drive faster than 
80 km/h. for category N3 or 100 km/h. for category M3; 
motor vehicles only used for public services in urban areas. 
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2. Member states may, after having obtained prior approval of the 
Commission, exempt other categories of vehicles from Articles 2 and 3. 
Article 6 
1. Member States shall bring into force the provisions necessary to 
comply with this Directive before 1 October 1992. They shall immediately 
Inform the Commission thereof. 
When Member States adopt these provisions, these shall contain a reference 
to this Directive or shall be accompanied by such reference at the time of 
their official publication. The procedure for such reference shall be 
adopted by Member States. 
2. Member States shall communicate to the Commission the text of the 
provisions of national law which they adopt in the field covered by this 
Directive. 
Article 7 
This Directive is addressed to the Member States. 
Done at Brussels, For the Council 
The President 
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Competitiveness and Employment Impact Statement 
I. What is the main reason for Introducing this measure? 
This proposal concerns the compulsory installation and use 
of speed limitation devices, set at harmonized speeds for 
heavy goods vehicles above 12 tonnes and buses above 5 
tonnes which were registered after 1 January 1985. 
As these devices were made compulsory in some Member States 
and other Member States consider the introduction for 
reasons of road safety, environment and reduction of fuel 
consumption, a harmonisation in this field is needed in 
order to increase the beneficial effects and to remove 
possible distortions of competition. 
II. Features of the business in question 
All enterprises which use these vehicles. 
III. What obligations does this measure impose directly on 
business? 
Heavy vehicles and buses can only be used if speed 
limitation devices are installed. This implies that new 
motorvehicles of these categories shall be bought with a 
speed limitation devices and that these devices have to be 
retrofitted on those vehicles registered after 1985. Cost 
estimations based on experiences of fleet owners show that 
a retrofitted speed limitation device pays off within a 
year because of reduced fuel consumption and wear of tyres. 
IV. What indirect obligations are national. regional or local 
authorities likely to impose on business? 
Implementation of the obligations as described in III. 
V. Are there any special provisions in respect to SME's? 
None. 
VI. What is the likely effect on; 
a) The competitiveness of business 
The internal competitiveness of enterprises using speed 
limitation devices will be equalized by prescribing 
these devices to all motorvehicles concerned. 
b) Employment 
Neutral. 
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Vil. Have the relevant representative organisations bem 
consulted ? 
Road haulage organisations are against national measures 
because of assumed distortions of competition. Thsy do not 
want speed limits to be enforced by means of speed 
limitation devices. Moreover a tolerance of 10 km between 
the legal maximum speed limit and the set speed of the 
devices is requested. Unions do not like professional 
drivers to be stigmatized as the ones that always drive 'loo 
fast. Nevertheless, an international regulation wi!i meet 
more acceptance. 

ISSN 0254-1475 
COM (91) 291 final 
DOCUMENTS 
EN °7 
Catalogue number : CB-CO-91-347-EN-C 
ISBN 92-77-74844-3 
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