EN    EN EN 
 
EN    EN  COMMISSION OF THE E UROPEAN COMMUNITIES 
Brussels, 8.7.2008 
SEC(2008) 2206 
  
COMMISSION STAFF WORKING DOCUMENT 
 
accompanying the 
COMMUNICATION FROM THE CO MMISSION TO THE EUROPEAN 
PARLIAMENT AND THE COUNCIL 
 
Greening Transport 
  
{COM(2008) 433 final} 
 
EN 2   EN COMMISSION STAFF WORKING DOCUMENT 
Greening Transport Inventory 
1. G ENERAL INTRODUCTION  
Transport policy has been at the heart of EU policies since the founding of the then 
European Economic Community in 1957. Over th e last 50 years it  has become a key 
part of the European Union's policies, facilitating economic growth, encouraging 
mobility and improving quality of life for European citizens. Today EU transport policy faces new challenges posed by transpor t's very success: climate change, local 
pollution, noise, congestion and accidents.  
The current transport policy – first set out in 2001
1 and revised in 20062 – aims for 
sustainable mobility, as did the previous transport white paper.3 This means allowing 
greater mobility while reducing its negative impacts. The policy was developed – and will continue to be – in the framework of the EU's Sustainable Development
4 and 
Lisbon Strategies. Environment,5 climate change and energy policies all play an 
important role in reducing these impacts, supported by EU po licies on the Single 
Market, Research and Cohesion. 
This inventory shows the large number and diverse measures that are already in place 
to reduce the negative impacts of transport.  Knowing what already exists, what has 
been proposed, and what the Commission is planning to propose in the near future6 
will provide a solid base on which to move forward. This is essential as current trends in transport growth mean that it s negative impacts are likely to worsen over 
the coming years, jeopardising meeting recen t political commitments such as those 
of the European Council on climate change and energy. 
The inventory begins by desc ribing policies affecting seve ral means of transport and 
then has a section for each main transport mode: air, maritime, inland waterway, rail 
and road. Each section is divided accordi ng to the main negative impacts: climate 
change; regional and local pollution, noise pollution, congestion and accidents. Where a measure could fit in more than one category, it is placed in the one that 
concerns its principle objective and a cros s-reference is made to this in other 
                                                
 
1 White Paper - European transport policy for 2010: time to decide, COM (2001) 370 
2 Communication from the Commission to the Council and the European Par liament Keep Europe 
moving - Sustainable mobility for our continent Mid-term review of the European Commission’s 2001 
Transport White Paper COM (2006) 314 
3 Communication from the Commission: The future development of the common transport policy, a 
global approach to the construction of a Community framework for sustainable mobility, COM (92) 494 
4 Council of the European Union: Review of the EU Sustainable Development Strategy (EU SDS) – 
Renewed Strategy adopted by the European Council on 15/16 June 2006, 10917/06 
5 Decision 1600/2002/EC of the European Parliament and of the Council of 22 July 2002 laying down the 
Sixth Community Environment Action Programme, OJ L 242, 10.9.2002, p. 1 
6 The cut off date for inclusion is 31.3.2008. 
 
EN 3   EN sections. Where no measure is mentioned th is means that none has been found with 
significant impacts. 
 
EN 4   EN 2. G ENERAL MEASURES  
This section presents the general EU measur es that affect several transport sectors. 
2.1. Multiple-impact measures 
This section presents measures which trans cend some or all of the different impacts 
of mobility: climate change , local pollution, noise, congestion and accidents. 
2.1.1. Economic Instruments 
There are common EU rules7 for taxing motor fuels. Minimum rates are set 
depending on the type of fuel, and some are being progressively raised up to 2012. 
Alternative fuels, such as LPG and natu ral gas, are treated favourably, as are 
biofuels. In 2007 the Commission proposed8 amending the minimum tax rates and 
rules, including increasing the minimum ta x rates for unleaded petrol and gas oil. 
Where sector-specific rules exist, more de tails on them are given in the respective 
chapters. 
In general, the Commission encourages the use of market-based instruments both at 
Community and national leve ls and, in 2007, it launched a stakeholder consultation 
on further use of market-based instrume nts for environmental purposes, including on 
transport fuels, infrastructure and emissions.9 One of the follow-up actions will be a 
review of the Energy Taxation Directive,  currently planned for 2008, which will aim 
to bring it more closely into line with the EU's climate and energy policies.  
State aids, such as subsidies, tax br eaks or contracts, can be allowed for 
environmental purposes in some speci fic cases. These cases  are defined in 
guidelines, which are either specific to a mode of transport or common for all 
environmental state aids.10 These common guidelines state that the overall effect on 
the environment has to be positive and go be yond what is required by EU legislation. 
The guidelines do not cover environmental aid for transport infrastructure and aid for 
the design and manufacture of more fuel-e fficient means of transport. They also 
stress the importance of encouraging the acq uisition of all types of clean transport 
vehicles in order to fight global clim ate change and reduce local pollution.  
In 2008, at the same time as the publica tion of this Inventory, the Commission 
presented a strategy on the internalisation of external costs in transport. This underlined the importance of ensuring that tr ansport users pay the full costs of their 
environmental and social impacts and set out how EU action can contribute to this. 
                                                
 
7 Council Directive 2003/96/EC of 27 October 2003 restructuring the community framework for taxation 
of energy products and electricity, OJ L 283, 31.10.2003, p. 51, as amended. 
8 Proposal for a Council Directive am ending Directive 2003/96/EC as re gards the adjustment of special 
tax arrangements for gas oil used as motor fuel for commercial purposes and the coordination of 
taxation of unleaded petrol and gas oil used as motor ful, COM (2007) 52 
9 Green Paper on market-based instruments for environment and related policy purposes, COM (2007) 
140 
10 Community Guidelines on State Aid for Environmental Protection, (2008/C 82/01), OJ C 82, 1.4.2008, 
p. 1 
 
EN 5   EN The EU also provides a wide-rang e of funding through the Cohesion11 and European 
Regional Development Funds.12 Those Member States eligible for the Cohesion 
Fund can now use the fund to support transp ort projects (other than the Trans-
European Networks) which have clear environmental benefits, including rail river and sea transport, inter-modal systems, traffic management, cl ean urban transport 
and public transport. 
2.1.2. Regulatory instruments 
EU rules
13 to encourage combined transport aim to improve road safety, reduce 
environmental impacts and reduce congesti on by providing an a lternative to road 
transport. They liberalise the sector and re quire reimbursement of road vehicle excise 
duties proportional to the distance that th e vehicle is transported by rail, while 
allowing total exemption for road vehicles fr om vehicle excise duties if they are only 
used in combined transport. They also require load documentation to state where combined transport will be unloaded fr om and loaded onto road transport. 
2.1.3. Infrastructure 
EU rules on environmental assessment
14 require that before certain infrastructure 
projects begin their environmental im pacts are assessed and environmental 
authorities and the public are consulted. These requirements cover projects over a 
certain size15 in all transport modes. Member St ates are required to screen other 
projects16 to determine whether such an assess ment is required a nd conduct one if 
they consider it necessary.  
A strategic environmental a ssessment is also required17 for policy plans and 
programmes prepared for transport and which set the framework for future 
                                                 
11 Council Regulation 1084/2006 of 11 July 2006 establishing a Cohesion Fund and repealing Regulation 
1164/94, OJ L 412, 30.12.2006, p. 5 
12 Council Regulation 1080/2006 of the European Parliament and of the Council of 5 July 2006 on the 
European Regional Development Fund and repealing Regulation 1783/1999, OJ L 210, 31.7.2006, p. 1 
13 Council Directive 92/106/EEC of  7 December 1992 on the establis hment of common rules for certain 
types of combined transport of goods between Member States, OJ L 368, 17.12.1992, p. 38 
14 Council Directive 85/337/EEC of 27 June 1985 on the assessment of certain pu blic and private projects 
on the environment, OJ L 175, 5.7.1985, p. 40, as amended. 
15 The projects for which this is mandatory (Annex I to the directive) are, (i) cons truction of lines for long-
distance railway traffic and of airports with a basi c runway length of 2100m or more; (ii) construction 
of motorways and express roads; (iii) construction of new road of four or more lanes, or realignment 
and/or widening of an existing road of two lanes or less so as to provide four or more lanes, where such 
new road, or realigned and /or widened section of road would be 10 km or more in continuous length; (iv) inland waterways and ports for inland-waterway traffic which permit the passage of vessels of over 
1 350 tonnes; (v) trading ports, piers for loading and unloading connected to land and outside ports 
(excluding ferry piers) which can take vessels of over 1 350 tonnes. 
16 Including (Annex II to the directive) car pa rks, the construction of railways and inter-modal 
transhipment facilities, and of inter- modal terminals; the construction of airfields; construction of roads, 
harbours and port installations, including fishing harbours; inland waterway construction and canalisation; tramways, elevated underground ra ilways, suspended lines or similar lines used 
exclusively or mainly for passenger transport; permanent racing and test tracks for motorised vehicles; 
marinas. 
17 Directive 2001/42/EC of the European Parliament and of the Council of 27 June 2001 on the 
assessment of the effects of certain plans and programmes on the environment, OJ L 197, 21.7.2001, p. 
30 
 
EN 6   EN infrastructure projects listed in the EU rules on environmental assessment. This 
assessment must result in the identificati on, description and evaluation of the likely 
significant environmental effects, as we ll as of the reasonable alternatives. 
The Trans-European Networks for Tr ansport (TEN-T) aim to promote the 
interconnection and interope rability of national netw orks and access to these 
networks. There are currently 97 600 km of rail (of which 10 680 km of High Speed Line), 98 500 km of roads (of which 48 200 km of motorways) and 15 550 km of 
inland waterways. The guidelines also define  30 priority projects, most of which 
promote rail, intermodal, maritime and inland waterway transport. Implementing these projects by 2020 has been estimat ed to reduce the increase in CO
2 emissions by 
four percentage points (34%  increase instead of 38%),  assuming that emissions 
continue to rise at the current rate.18 
The EU guidelines19 for the development of the TEN-T network require strategic 
environmental assessments and environmental impact assessments to be carried out for all projects, as well as all EU environmental legislation to be respected. Only under very restricted conditions can compen satory measures be taken to allow the 
project to go ahead. 
The Commission recently selected 78 multi-an nual TEN-T priority projects over the 
period 2007-2013, for an overall amount of €5.1 billion. Funding is focused on the 
rail (74.2%) and inland wa terways (11.5%) sectors. 
In preparation for the revision of the TEN -T guidelines to cover the period after 
2010, the Commission will produce a Green Paper in autumn 2008. This will look at the policy's achievements and draw the lessons to be learnt, as we ll as how best to 
take forward this policy in the years to come. Given the Commission's desire to reinforce the sustainable development dime nsion of transport an d to respond to the 
global challenge of climate change, the Green Paper will see how TEN-T policy can 
best contribute to these goals. 
The Marco Polo II programme
20 aims to shift a substantial part of the expected 
increase in international road freight tr affic to short-sea sh ipping, rail and inland 
waterways, or to a combination of modes of  transport in which road journeys are as 
short as possible. It should hence re duce environmental impacts through a modal 
shift. The programme, which will run until the end of 2013, finan ces projects that 
stimulate modal shift or traffic avoi dance, promote cooperation and know-how 
sharing, as well as innovative actions to  improve synergies between modes, and 
"motorways of the sea" (see section 4.1.2.1). 
                                                 
18 Communication from the Commission: Trans-European Networks: Towards and integrated approach, 
COM (2007) 374 
19 Decision 1692/96/EC of the European Parliament and of the Council of 23 July 1996 on Community 
guidelines for the development of the trans-European transport network, OJ L 228, 9.9.1996, p. 1-104, 
as amended by Decision 884/2004/EC of the European Parliament and of the Council of 29 April 2004  
20 Regulation 1692/2006 of the European Parliament and of the Council of 24 October 2006 establishing 
the second "Marco Polo" programme for the granting of Community financial assistance to improve the 
environmental performance of the freight transport system (Marco Polo II) and repealing Regulation 
1382/2003, OJ L 328, 24.11.2006, p. 1 
 
EN 7   EN 2.1.4. Urban transport 
Urban road transport is estimated to account for 40% of all EU CO 2 emissions and 
around 70% of all other pollu tant emissions. In th e second half of 2008, the 
Commission will produce an action plan on ur ban mobility to address some of the 
issues surrounding urban mobility. This will build on its 2007 Green Paper21 and the 
ensuing stakeholder consultati ons and also address the issu e of urban transport plans, 
raised by the Commission in 2006 in  its urban environment strategy.22 The 
Commission has also underlined the importa nce of both public transport and cycling 
and walking for public health in terms of both reducing emissions and promoting physical activity.
23 
2.1.5. Research and Technology 
EU research policy  is currently being ch annelled through the 7th Framework 
Research Programme,24 which covers the period up to  the end of 2013. This contains 
actions on transport, the environment and energy, as well as information and communications technologies which have an impact on all of these areas. The 
relevant actions are covered in the individual chapters. 
2.1.6. Global Navigation Satellite Systems 
Accurate satellite navigation providing gl obal positioning systems will stimulate the 
use of advanced technologies, which them selves should allow im proved traffic flow 
management and avoid accidents that co uld cause environmental damage. The 
Commission is currently invol ved in two Global Navigation Satellite System (GNSS) 
projects: EGNOS and GALILEO . EGNOS (the European Geostationary Navigation 
Overlay Service) aims to add to the tw o military satellite navigation systems now 
operating, the American GPS and Russian GLONASS systems, and makes them suitable for uses where safety is critical . It is in its pre- operational phase. The 
GALILEO system will be more accurate than the current GPS, allowing detail of up 
to one metre for commercial applications. This will increase the potential for avoiding negative environmental impacts.  It should be operational in 2013.
25 
2.2. Climate change 
In 2002, the EU ratified the Kyoto Protoc ol to the United Nations Framework 
Convention on Climate Change. This comm itted the EU as a whole to an 8% 
reduction in greenhouse gas emissions by 2008-12 compared to 1990. More recently, 
in March 2007, the EU committed itself to achieving a 20% reduction in greenhouse 
                                                 
21 Green Paper – Towards a new culture for urban mobility, COM (2007) 551 
22 Communication from the Commission to the Council and the European parliament on thematic Strategy 
on the Urban Environment, COM (2005) 718 
23 White Paper on a Strategy for Europe on Nutrition,  Overweight and Obesity-related health issues, COM 
(2007) 279. 
24 Decision 1982/2006/EC of the European Parliament and of the Council of 18 December 2006 
concerning the Seventh Framework Programme of the European Community for research, technological development and demonstration activities (2 007-2013), OJ L 412, 30.12.2006, p. 1 
25 Communication from the Commission to the European Parliament and the Council – Progressing 
GALILEO: Re-Profiling the European GNSS Programmes, COM (2007) 534 
 
EN 8   EN gas26 emissions by 2020 and a 30% reduction if this is part of an international 
agreement.  
To meet the 20% target, the Commissi on proposed, in 2008, concrete targets for 
changes in greenhouse gas emissions between 2013 and 2020 for each Member 
State.27 Some Member States are allowed to increase emissions, while others should 
decrease them. These targets cover the sectors – such as transport – that are not in the 
European Union's Emissions Trading System (ETS).28 It will be for the Member 
States to decide how the changes are to be  divided up between sectors; however, it is 
a general principle that all sectors of the economy should contribute to the overall 
reduction targets.  
Increasing energy efficiency in transport wi ll automatically lead to fewer emissions 
per kilometre and will hence contribute to reduced greenhous e gas and pollutant 
emissions, as well as to reducing dependency on oil imports. In 2007 the European Council agreed to a ta rget of increasing energy effi ciency by 20% by 2020 compared 
to the business-as-usual growth that would otherwise take  place. The Energy 
Efficiency Action Plan
29 highlights the importance of improving energy efficiency in 
the transport sector because it  is the sector that consumes  the bulk of oil products and 
has the fastest growing emission profile. The plan contains many transport mode-
specific actions; these are described in each of the chapters. 
Cleaner fuels and fuels from renewable en ergy sources can reduce the environmental 
impact of transport. The European Council committed the EU to increase the use of 
renewable energy by 20% by 2020. The Commi ssion recently proposed that 10% of 
petrol and diesel used for transport shoul d come from sustainable biofuels by 2020. 
In the 2006 review of the Sustainable Deve lopment Strategy the Commission said it 
and Member States should develop a l ong term and coherent EU fuel-strategy. 
2.2.1. Economic Instruments 
The Commission has proposed that commercia l aviation is included in the ETS (see 
section 3.1.1.2). 
                                                 
26 The greenhouse gases include carbon dioxide (CO 2), methane (CH 4), nitrous oxides (N 2O), 
hydrofluorocarbons (HFCs), perfluorocarbons (PFCs) and sulphur hexafluoride (SF 6) 
27 Proposal for a decision of the European Parliament a nd of the Council on the effort of Member States to 
reduce their greenhouse gas emissions to meet the Community's greenhouse gas emission reduction 
commitments up to 2020, COM (2008) 17 
28 Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a 
scheme for greenhouse gas emission allowance trading within the Community and amending Council 
Directive 96/61/EC, OJ L 275, 25.10.2003, p. 32. Directive as amended by Directive 2004/101/EC OJ L 338, 13.11.2004, p. 18. 
29 Communication from the Commission: Action Plan for Energy Efficiency: Realising the Potential, 
COM (2006) 545 
 
EN 9   EN 2.2.2. Regulatory Instruments 
In 2007 the Commission proposed30 that fuel suppliers will have to reduce the 
greenhouse gas emissions their fuels – includi ng fuels for inland waterway transport 
- cause over their life-cycle (i.e. refini ng, transportation and use). Based on figures 
that would have to be repor ted by fuel suppliers from 1 January 2009, the suppliers 
would have to reduce their emissions by 1% a year from  2011 to 2020, resulting in a 
10% reduction overall. This has been estimated to lead to a reduction in EU greenhouse gas emissions of  500 million tonnes of CO
2 by 2020. 
2.2.3. Infrastructure 
Transport infrastructure incl udes many thousands of airports , port terminals, stations 
and car parks. EU rules31 require that minimum energy performance measures to be 
put in place when buildings with a usef ul floor area of more than 1 000 m² are 
renovated or constructed. This includes the performance of ai r-conditioning, boilers, 
lighting and heating. 
2.2.4. Research and Technology 
New energy technologies can make a si gnificant contribution to both reducing 
energy use in transport, and reducing its environmental impacts. The Commission's 
Strategic Energy Technology plan32 identified the main chal lenges for the next 10 
years in order to meet the 2020 emissions targets for greenhouse gas reductions, as 
well as to meet the 2050 vi sion of a reduction of thes e emissions by 60-80%. These 
included the following trans port-related challenges: 
– making second generation biofuels competitiv e alternatives to fossil fuels, while 
respecting the sustainabili ty of their production; 
– bringing to mass market more efficien t energy conversion and end-use devices 
and systems in transport, such as fuel cells; 
– achieving a breakthrough in the cost-efficiency of energy storage technologies; 
– developing the technologies and create the conditions to enable industry to 
commercialise hydrogen fuel cell vehicles. 
The EU plan said that in 2008 the Comm ission will launch a "bio-energy Europe 
Initiative" focusing on 'next generation' biof uels within the contex t of an overall bio-
energy strategy. This will be a European Industrial Initiative aiming to align the 
                                                 
30 Proposal for a Directive of the European Parliament and of the Council amending Directive 98/70/EC 
as regards the specification of petrol, diesel and gas-oil and introducing a mechanism to monitor and 
reduce greenhouse gas emissions from the use of road  transport fuels and amending Council Directive 
1999/32/EC, as regards the specification of fuel used by inland waterway vessels and repealing Directive 93/12/EEC, COM (2007) 18 
31 Directive 2002/91/EC of the Euro pean Parliament and of the Co uncil of 16 December 2002 on the 
energy performance of buildings, OJ L 65, 4.1.2003, p. 65 
32 Communication form the Commission to the council, the European Parliament, the European Economic 
and Social Committee and the Committee of the Regi ons: A European Strategic Energy Technology 
Plan (SET-Plan), COM (2007) 723 
 
EN 10   EN efforts of Member States, the Community  and industry to achieve measurable 
objectives. 
Commission initiatives in ot her sectors also have an influence on the energy 
efficiency of transport. For example,  ongoing Commission work on the role of 
information and communication technologies33 will also have an influence. 
2.3. Local pollution 
2.3.1. Air pollution 2.3.1.1. Regulatory Instruments 
EU air quality rules
34 require Member States to limit the concentration of pollutants 
such as benzene, carbon monoxide, lead, ni trogen dioxide, particulates and sulphur 
dioxide in ambient air35 and to draw up action plans wh en the concentrations risk 
being exceeded. The rules specifically state that these measures can include 
suspending motor vehicle traffic. If the c oncentrations are exceeded, Member States 
must draw up a plan or programme to meet the limit values. This plan has to include 
information on where the pollution comes fr om, such as transport or cross-border 
transport, its quantity and quality. New si mplified rules were adopted in 2008 which 
added an additional category for fine particles (PM 2.5).36 
EU air emissions rules37 also require Member States to limit the total national 
emissions of sulphur dioxide, nitrogen oxides, volatile organic compounds and 
ammonia by 2010. The emissions limits ("cei lings") differ from country to country 
and pollutant to pollutant . Member States are requi red to draw up national 
programmes to achieve the reductions re quired. In 2008 the Commission will report 
on progress and propose new, reduced  ceilings for the period 2010-2020.  
Emissions from international maritime traffic and aircraft emissions beyond the 
landing and take-off cycle38 are not included in these emissions ceilings. 
Nevertheless, the Commission and Member States are required to have bilateral and 
                                                 
33 Communication from the Commission to the European Parliament, the Council, the European 
Economic and Social Committee and the Committee of  the Regions - Addressing the challenge of 
energy efficiency through information and communication technologies, COM (2008) 241 
34 Council Directive 96/62/EC of 27 September 1996 on ambient air quality and management, OJ L 296, 
21.11.1996, p. 55, Council Directive 1999/30/EC of 22  April 1999 relating to limit values for sulphur 
dioxide, nitrogen dioxide and oxides of nitrogen, particulate matter and lead in ambient air, OJ L 163, 
29.6.1999, p. 41, Directive 2000/69/EC of the European Parliament and of the Council of 16 November 2000 relating to limit values for benzene and carbon monoxide in ambient air, OJ L 313, 13.12.2000, p. 
12; Directive 2004/107/EC of th e European Parliament  and of the Council of 15 December 2004 
relating to arsenic, cadmium, nickel and polycyclic  aromatic hydrocarbons in ambient air, OJ L 23, 
26.1.2005, p. 3 
35 The concentrations are given in Annex I 
36 Directive 2008/50/EC of the European Parliament and of the Council of 21 May 2008 on ambient air 
quality and cleaner air for Europe, OJ L 152, 11.6.2008, p. 1-44 
37 Directive 2001/81/EC of the European Parliament and of the Council of 23 October 2001 on national 
emission ceilings for certain atmospheric pollutants, OJ L 309, 27.11.2001, p. 22 
38 This is defined in Article 3(g) of the directiv e as, a cycle represented by the following time in each 
operating mode: approach 4 minutes; taxi/ground idle 26 minutes, take-off 0.7 minutes; climb 2.2 
minutes) 
 
EN 11   EN multilateral cooperation with th ird countries and relevant international organisations 
(including the International Maritime Organisation (IMO) a nd the International Civil 
Aviation Organisation (ICAO)), to improve  the scientific basis for emissions 
reductions. By the end of 2002, the Comm ission was required to report to the 
Council and European Parliament on the extent to which emissions from international maritime traffic, and aircra ft beyond the landing and take-off cycle 
contribute to acidification, eutrophication and the formation of ground-level ozone 
with the EU, including setti ng out a programme of actions  which could be taken at 
international and Community level to reduce emissions from these sectors. 
EU rules exist to limit the emissions of volatile organic compounds during the 
storage, loading, distribution and unloading of petrol (not LPG).
39 These consist of 
technical design requirements that apply to most cases40 of storage, loading, transport 
and unloading. The Commission will present a proposal to revise these rules at the 
end of 2008. 
2.3.1.2. Research and Technology 
Air pollution has been an important element of past framework research programmes 
and will continue to be  a key issue in the transport theme of the 7th "Cooperation" 
specific programme. 
2.3.2. Water pollution and Flooding 
Waterborne transport requires a minimum and a maximum amount of water in order 
to function; both drought and flooding ha ve a negative influence. Waterborne 
transport also has potentially negative e ffects on water quality through emissions and 
spillages, both accidental and intentional. 
In October 2007 the Commission proposed an  integrated maritime policy for the 
EU,41 including an action plan.42 One important action is for the Member States to 
draw up integrated maritime policies. In  2008, the Commission will propose a set of 
guidelines for these policies and from 2009 it will report on their implementation. 
Other relevant actions in th e action plan are presented se parately in this inventory. 
                                                 
39 European Parliament and Council Directive 94/63/EC of 20 December 1 994 on the control of volatile 
organic compound (VOC) emissions resulting from the storage of petrol and its distribution from terminals to service stations, OJ L 365, 31.12.1994, p. 24 
40 Directive 94/63/EC covers the loading and unloading of mobile containers at terminals built before 
2006 with an annual throughput of greater than or equal to 10 000 tonnes per year, or of greater than or equal to 5 000 tonnes per year if the terminal wa s built after 2005; mobile containers (i.e. tankers), 
unless they were in service before 2006 and use di psticks for measuring; and loading into storage at 
service stations with a throughput greater than or equal to 100m³/year, or gr eater than or equal to 
500m³/year if the station is situated in an area or site where the vapour emissions are unlikely to 
contribute significantly to environmental or health problems. 
41 Communication from the Commission to the European Parliament, the Council, The European 
economic and Social Committee and the Committee of the Regions: An Integrated Maritime Policy for 
the European Union, COM(2007) 575 final 
42 Commission staff working document - Accompanying document to the Communication from the 
Commission to the European Parliament, the Council, the European Economic and Social Committee 
and the Committee of the Regions - An Integrated Maritime Policy for the European Union SEC (2007) 
1278 
 
EN 12   EN 2.3.2.1. Regulatory Instruments 
EU rules43 set objectives for all waters, whic h have to be achieved by 2015. These 
concern both water quality and quantity: for surface waters44 good econological and 
chemical status and for groundwater good quantitative and chemical status.. There 
are exceptions – for example where the "wat er body" has been h eavily modified for 
inland navigation, or where alternative means of transport or types of infrastructure 
would be technically impossible, prohibiti vely expensive or produce a worse overall 
environmental result. Member States have to put in place measures to achieve these goals, including in the transpor t sector if its emissions a dversely affect water quality. 
EU rules on marine water quality are si milar, requiring, with some exception, good 
environmental status
45 by 2020. Member States have to  take measures to achieve 
this. 
EU rules on flood risk management46 require Member States to assess the risks of 
flooding in their rivers and coastal zones by 2011, to develop hazard and risk maps by 2013 and to develop flood risk management plans by 2015. In all cases the type of 
economic activity has to be considered, wh ich will include transport infrastructure 
and fuel storage. Navigation and port infrastructure are explicitly mentioned as the type of aspects that have to be taken into account. 
2.3.2.2. Research and Technology 
In mid-2008, the Commission will publish a Eu ropean Maritime Research Strategy. 
This will include consideration of greening maritime transport. 
2.3.3. Nature protection, soil pollution and waste 
2.3.3.1. Regulatory Instruments 
EU rules
47 limit the possibilities for undertakin g any projects, including transport 
infrastructure projects, which could ha ve a significant negative impact on sites 
important for biodiversity. They require an  assessment of the potential impacts and 
only allow the project's approval if it will have no adverse effect, or if there is an overriding public interest and compensatory  measures are taken by the Member 
State. 
                                                
 
43 Directive 2000/60/EC of the European Parliament and of the Council of 23 October 2000 establishing a 
framework for Community action in the field of water policy, OJ L 327, 22.12.2000, p. 1 
44 Surface waters extend up to one nautical mile beyond  the territorial waters of the EU Member States 
and include inland waterways, estuaries and coastal waters. 
45 Defined as defined as "where these provide ecolog ically diverse and dynamic oceans and seas which are 
clean, healthy and productive within their intrinsic conditions and the use of the marine environment is at a level that is sustainable, thus safeguarding the potential for uses and activities by current and future 
generations". 
46 Directive 2007/60/EC of the European Parliament and of the Council of 23 October 2007 on the 
assessment and management of flood risks, OJ L 288, 6.11.2007, p. 27 
47 Council Directive 92/43/EC of 21 May 1992 on the conservation of natural habitats and of wild fauna 
and flora, OJ L 206, 22.7.1992, p. 7 
 
EN 13   EN EU rules48 place a general obligation on Member States to ensure that waste – 
including from transport – is disposed of  without human health impacts and without 
using processes or methods which could harm the environment. These rules also require Member States to take all necessa ry measures to prohibit the abandonment, 
dumping or uncontrolled disposal of waste. 
Specific EU rules exist
49 for the collection and disposal of waste oils, which means 
any mineral-based lubrication or industrial oils, in particular for combustion engines 
and gearboxes and oils for turbines and hydr aulics. These include a specific ban on 
their discharge to waters and soil. 
Other EU rules exist50 that ban the disposal of used  and shredded tyre s in landfills. 
EU rules51 ban the incineration or disposal in landfills of batteries and accumulators 
from automotive or industrial (which also  includes electric vehi cles) sources unless 
they have been properly treated. They also require Member States to ensure that a 
collection scheme is established for auto motive batteries and accumulators and that 
they are labelled in a particular way. 
The Commission has proposed EU rules52 to protect soils and prevent their 
degradation that would cover sites where so me transport activities take place. The 
rules would include both monitoring and a ssessment of existing and future impacts 
and obligations to limit soil seal ing or remediate its effects 
2.4. Noise 
2.4.1. Regulatory Instruments 
EU noise rules53 require Member States to monito r and map noise, as well as draw 
up action plans to prevent an d reduce noise and preserve it where its quality is good. 
It is for Member States to determine both the appropriate limit values, which may be 
different from both different sources in  different locations, and the necessary 
measures. For major transport sources54 noise mapping should have been carried out 
by 30 June 2007 and action plans drawn up by 18 July 2008. For other sources within 
urban areas with more than 100 000 inhabi tants the dates are 30 June 2012 and 18 
July 2013 respectively. Noise fr om ports has to be consider ed within the urban areas 
in which they belong. 
                                                 
48 Directive 2006/12/EC of the European Parliament and of the Council of 5 April 2006 on waste, OJ L 
114, 27.4.2006, p. 9 
49 Council Directive of 16 June 1973 on the disposal of waste oils, OJ L 194, 25.7.1975, p. 23 
50 Council Directive of 26 April 1999 on the landfill of waste, OJ L 182, 16.7.1999, p. 1 
51 Directive 2006/66/EC of the European Parliament and of the Council of 6 September 2006 on batteries 
and accumulators and waste batteries and accumulato rs and repealing Directive 91/157/EEC, OJ L 266, 
26.9.2006, p. 1 
52 Proposal for a directive of the European Parliament and of the Council establis hing a framework for the 
protection of soil and amending Directive 2004/35/EC, COM (2006) 232 
53 Directive 2002/49/EC of the European Parliament and of the Council of 25 June 2002 relating to the 
assessment and management of environmental noise, OJ L 189, 18.7.2002, p. 12-25. 
54 Sources with, annually, roads with more than 3 million vehicle passages, railways with more than 
30 000 passages and airports with more than 50 000 movements excluding training purposes in light 
aircraft 
 
EN 14   EN In addition the directive requires th e Commission to propose by 18 July 2006 
appropriate legislation to reduce noise em itted by major sources and in particular 
road and rail vehicles and infrastructure and aircraft.55 
2.4.2. Research and Technology 
There are three projects of particul ar interest being financed by the 6th Research 
Framework Programme: 
– QCITY which is developing an integrated technology infrastructure for the 
efficient control of road and rail ambient noise, thereby providi ng local authorities 
with the tools to create noise maps a nd action plans according to EU noise rules 
(see section 2.4.1), as well as giving them a broad range of va lidated technical 
solutions for problems they encounter with  "hot spots" in particular cities; 
– SILENCE which deals with the global modelling, perception, measureing systems 
and city planning of noise in urban areas , including road transport, as well as 
trams, metro systems, freight and suburban trains; 
– IMAGINE (Improved Methods for the Assessm ent of the Generic Impact of Noise 
in the Environment).56 Building on a previous EU project, "Harmonize" which 
developed harmonised computation met hods for road and railway noise, the 
project extended this  to aircraft and industrial noise sour ces, including taking 
exampes and databases to support the im plementation of harmonised computation 
methods. 
2.5. Congestion 
2.5.1. Infrastructure 
Improved freight logistics should result in le ss congestion, greater efficiency and less 
environmental impacts per unit transported. At the same time a more diverse distribution in the use of European ports would reduce inland transport needs. In 
2007 the Commission produced a freight transport agenda
57 including initiatives on 
rail freight (see section 6) and on ports policy (see sec tion 4), as well as a cross-
cutting action plan on frei ght transport logistics.58 Included within this is the idea of 
green transport corridors, which should allow more traffic on existing corridors 
between major hubs, while encouraging en vironmental sustainability and energy 
efficiency. In practical te rms this concept should m ean suitable transhipment 
facilities and supply points for biofuels wi th other alternative fuels possibly being 
covered later. 
A further focus of the Commission's work is  on freight transport in urban areas. In 
2008 it will, in the context of the Urban Transport Action Plan (see section 2.1.4), 
                                                 
55 The Commission has declared (OJ L 189, 18.7.2002, p. 26) that, in line with the Treaty provisions, it 
reserves the right to decide as  and when it would be appropriate to present any such proposals. 
56 www.imagine-project.org  
57 Communication from the Commission – The EU's freig ht transport agenda: Bo osting the efficiency, 
integration and sustainability of freigh t transport in Europe, COM (2007) 606 
58 Communication from the Commission – Freight Transport Logistics Action Plan, COM (2007) 607 
 
EN 15   EN identify areas for further action on urban transport logistics and will reinforce the 
freight part of CIVITAS.59 In 2011 it will make recommendations for benchmarks or 
indicators to measure the efficiency and sustainability of de livery and terminals. 
                                                 
59 The CIVITAS Initiative helps cities to implement and test innovative and integrated strategies that 
address energy and transport objectives. More info rmation is available here - http://www.civitas-
initiative.eu/ 
 
EN 16   EN 3. A IR TRANSPORT  
Air traffic in the EU tripled between 1980 and 2000 greatly increasing mobility and 
quality of life; and traffic is predicted to double again in the next 20 years. The 
opening of the EU's air transport market  has radically changed the market for 
passenger transport, particularly for short- haul flights. Air car go transport is also 
increasing, above all on inter-continental routes. It often consists of valuable, 
perishable or time-critical goods. 
At the EU level, the 2006 Mid-Term Re view of the Transport White Paper 
underlined the need for measur es to reduce the negative e nvironmental effects caused 
by rapid growth of traffic, whilst maintaining the competitiveness of the sector. More specifically, in 1999, the Commission produc ed a communication on air transport 
and the environment
60 which highlighted the increasing environmental and health 
impacts and the fact that these were likely to continue. The communication set a long-term goal of reducing the environmenta l impact of the sector and highlighted 
various initiatives to do this. 
The international context is particular ly important for air transport. The 1944 
Chicago Convention on International Civ il Aviation set up the International Civil 
Aviation Organisation (ICAO). ICAO's work forms the basis for the international civil aviation transport market and also fo r most environmental measures affecting 
the sector.
61 While the ICAO's requirements (deta iled in annexes to the Convention) 
are not directly applicable in national law, Member States are required to transpose them, notify ICAO about how they have done this and where they have transposed 
them differently. Member States are full members of ICAO in their own right in 
matters that are not covered by Community law; the EU has observer status. The EU 
requires the European Aviation Safety Ag ency to develop European requirements 
that follow the ICAO requirements (see section 3.5.1). 
3.1. Climate change 
The Commission's approach to greenhouse gas emissions from aviation is to favour 
measures being taken at the international level,
62 but to take action at the EU level if 
this is not fruitful. In 2005 it adopted a detailed strategy for reducing the climate change impact of aviation,
63 setting the inclusion of the climate impact of the 
                                                 
60 Communication from the Commission to the Council, the European Parliament, the Economic and 
Social Committee and the Committee of the Regions: Air Transport and the Environment – Towards 
meeting the challenges of sustainable development. COM (1999) 640 final 
61 Annex 16 to the Chicago Convention is on environmental protection and contains detailed rules on 
certification standards for aircraft noise and engine emissions. Annexes 8, 6 and 14 cover airworthiness, 
operations and aerodromes respectively. 
62 Decision 1600/2002/EC of the European Parliament and of the Council of 22 July 2002 laying down the 
Sixth Community Environment Action Programme, OJ L 242, 10.9.2002, p. 1, and Council of the 
European Union: Review of the EU Sustainable Development Strategy (EU SDS) – Renewed Strategy 
adopted by the European Council on 15/16 June 2006, 10917/06 
63 Communication form the Commission to the Council, the European Parliament, the European 
Economic and social committee and the Committee of the Regions: Reducing the Climate Change 
Impact of Aviation, COM (2005) 459 final 
 
EN 17   EN aviation sector in the EU ETS (see sect ion 3.1.1.2) as the way forward while also 
advocating strengthening some exis ting policies and actions, including: 
– removing legal obstacles to the taxation of aviation fuel to facilitate more 
consistent transport energy taxation policy; 
– giving research into ‘greener’ technology highest priority in the 7th Framework 
Programme for Research & Technical Development; 
– working in ICAO on developing more stri ngent technical de sign standards to 
reduce aircraft emissions at source; 
– improving the efficiency of European Air Traffic Management (ATM) through 
the Single European Sky SESAR initiative. 
These are covered in more de pth in the sections below. 
3.1.1. Economic Instruments 
3.1.1.1. Fuel taxes  
ICAO rules allow the taxation of kerosene; however in practice aircraft fuel for 
international flights has been exempted  from all taxes - a policy originally 
established to promote civil aviation during its infancy.  
In addition to the general EU rules mentioned in sect ion 2.1.1 EU rules on energy 
taxation64 exempt, as a general principle, commercial aviation from taxation; 
however they do allow Member States to ta x fuel for domestic fl ights and for flights 
between two Member States, where these Me mber State both agree. In practice only 
the Netherlands taxes for purely national us e, and no Member State has entered into 
this type of bilateral agreement with another. One reason for this is because only the flights operated by EU carrier s would be taxed, and not t hose based outside the EU, 
potentially giving the latter a si gnificant competitive advantage. 
More generally, the Commission's policy
65 is to remove all legal obstacles to taxing 
aviation fuel in order to keep all options  for economic instruments open in the event 
that complementary measures are required al ongside the inclusion of aviation in the 
ETS (see section 3.1.1.2).  
3.1.1.2. Emissions Trading 
In 2006, the Commission proposed66 reducing the impact of emissions from aviation 
by including it in th e EU's ETS. This proposal woul d apply to all domestic and 
                                                 
64 Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the 
taxation of energy products and electricity, OJ L 283 31.10.2003, p. 51 
65 As stated in the Communication from the Commission to the Council, the European Parliament, the 
European Economic and Social Committee and the Committee of the Regions: Reducing the Climate 
Change Impact of Aviation, COM (2005) 459 final 
66 Proposal for a directive of the European Parliament and of the Council amending Directive 2003/87/EC 
so as to include aviation activities in the scheme fo r greenhouse gas emission allowance trading within 
the Community, COM (2006) 818 final. The proposal is made under Article 175 of the EC Treaty 
 
EN 18   EN international flights that arri ve at or depart from an EU  airport and would mean that 
aircraft operators will reduce their CO 2 emissions unless it is cheaper to buy 
allowances from other operators that can reduce their own emissions at lower cost. 
As such this represents the first step in  the Commission strategy to internalise the 
external costs of transport (see section 2.1.1) . The estimated effect of the proposal is 
to reduce CO 2 emissions by 183 million tonnes (46%) by 2020.67 More information 
on its likely effects is in the proposal's impact assessment.68 
The ICAO has recommended including intern ational aviation in existing emissions 
trading schemes. Despite this, in 2007 the ICAO encouraged its members not to 
implement an ETS on other contracting states ' aircraft operators unless it is based on 
mutual agreement between the states involved.69 The Commission remains 
committed to including international aviation in the EU ETS in a way that is fair and non-discriminatory for all aircraft operators. 
3.1.2. Regulatory Instruments 
These are covered in section 3.2.2 for aircraft emissions.  
3.1.3. Infrastructure 
Shortest available routes are underused due to lack of real time and precise 
information, as well as the unavailability of  certain parts of airspace (for example, 
those set-aside for military use). If these possibilities were used this would reduce CO
2 emissions by 4.8 million tonnes per annum.70 The potential reduction in harmful 
emissions through optimised routing is es timated at 6 to 12% of total aviation 
emissions. The Single European Sky (see sect ion 3.4.2) should contribute to this by 
reducing congestion. The Single European Sky ATM Research Programme (SESAR) 
(see section 3.4.4) should also reduce envi ronmental impacts per flight by 10%.  
3.1.4. Research and Technology 
Past EU research programme s (see section 2.1.5) have suppo rted a large number of 
relevant projects and this will continue in the 7th Research Framework Programme. 
In addition to the Clean Sky initiative (see below) approximately €1 billion will be dedicated to collaborative research in aeronautics and air transport, where the 
greening of air transport is an important  component. It aims to contributing to 
achieving the following climate change related reductions: 
– fuel consumption and hence CO
2 emissions by 50% per passenger kilometre; 
– NOx emissions by 80% in landing and ta ke-off according to ICAO standards and 
down to 5g/kg of fuel burnt in cruise. 
                                                 
67 Cited in Proposal for a directive of the European  Parliament and of the Council amending Directive 
2003/87/EC so as to include aviation activities in  the scheme for greenhouse gas emission allowance 
trading within the Community, COM (2006) 818 final. 
68 Commission Staff Working Document: Impact Assessment of the inclusion of aviation activities in the 
scheme for greenhouse gas emission allowance trading within the Community, SEC(2006) 1684 
69 Appendix L to Resolution A36-22 
70 Communication from the Commission, First Report on the implementation of the Single Sky 
Legislation: achievements and the way forward COM (2007) 845 
 
EN 19   EN These objectives build on a vision to 2020 for the aeronautics sector71 that was 
produced by a "Group of Personalities" a nd which was turned into a "Strategic 
Research Agenda" by the Advisory Council for Aeronautics Research in Europe 
(ACARE).72 
The "Clean Sky" initiative will begin in 2008 and is designed to demonstrate and 
validate the technology breakthroughs necessary to make major steps towards the environmental goals of the research pr ogramme particularly through noise and 
emission reduction, as well as reduced fuel consumption. As such it should contribute to accelerating the introduction of green technologies in new generation aircraft. It will function as a Public Private Partnership with half of the €1.6 billion 
budget coming from EU funds and half from industry. 
The Atlantic Interoperability Initiative to Reduce Emissions (AIRE) also aims to 
improve energy efficiency and reduce engine emissions. It will examine possibilities for improving air traffic management pro cedures with new measures such as 
continuous descent approaches. Currently mo st aircraft approach ing an airport are 
asked by air-traffic control to descend in a series of steps, which is wasteful compared to descending continuously a nd smoothly. While continuous descents are 
estimated to save between 200 and 400 kg of fu el per flight they also pose challenges 
for the existing air-traffic control methods and technology. 
3.2. Local Pollution 
EU rules
73 require the Commission to report to the European Parliament and Council 
on the extent to which emissions from ai rcraft beyond the landing and take-off cycle 
contribute to acidification, eutrophication and the formation of ground-level ozone 
within the EU. The report should specify a programme of actions which could be 
taken at international and Community leve l to reduce emissions from the sector 
concerned, as a basis for further consid eration by the European Parliament and 
Council.  
3.2.1. Economic Instruments 
The Commission's recent pr oposal on airport charges74 did not explicitly cover 
environmental charges, thus leaving their appl ication to particular types of aircraft or 
their emissions to the discretion of Memb er States. The ongoing negotiations in the 
Council and the European Parliament are likely to lead to this type of charges being 
explicitly allowed. Some Member States  currently apply differentiated airport 
charges based on NOx and/ or unburned hydrocarbon emissions. 
                                                 
71 The European Group of Personalities (2001), Euro pean Aeronautics: A Vision for 2020, meeting 
society's needs and winning global leadership, Office for Official Publications of the European 
Communities, Luxembourg 
72 Advisory Council for Aeronautics Research in Europe (2004) Strategic Re search Agenda, ACARE's 
members include the Commi ssion, industry, Member States, airlin es, airports, regulators and research 
and academia.  
73 Directive 2001/81/EC of the European Parliament and of the Council of 23 October 2001 on national 
emission ceilings for certain atmospheric pollutants, OJ L 309, 27.11.2001, p. 22 
74 Proposal for a directive of the European Parliament and of the Council on airport charges, COM (2006) 
820 final 
 
EN 20   EN 3.2.2. Regulatory Instruments 
ICAO sets standards for NOx, SOx, CO and smoke emissions,75 which are applicable 
in the EU through the EASA basic regulation (see section 3.5.1) and are based on the 
thrust of the aircraft engines.76 The Commission intends to propose the extension of 
EASA's tasks to allow the development of  additional standards beyond the scope of 
Annex 16 of the ICAO Convention. 
The emissions of NOx, SO 2 and VOCs during the take off and landing cycle are 
counted within the national emissions cei lings (see section 2.3.1.1), where Member 
States have to draw up national progra mmes to achieve the ceilings by 2010. 
The proposal to include avia tion in the European ETS st ated that the Commission 
will present a proposal to limit aircraft emissions of NOx by the end of 2008.  
3.2.3. Infrastructure 
The measures described under 3.1.3 also apply here. 
3.2.4. Research and Technology 
The 7th Research Framework Programme (see section 2.1.5), aims to reduce unburnt 
hydrocarbons and CO emissions by 50% ac cording to ICAO standards and NOx 
emissions by 80% in landing and take-off according to ICAO standards and down to 
5g/kg of fuel burnt in cruise.  
3.3. Noise 
3.3.1. Economic Instruments 
There are no EU economic instruments linke d to aircraft noise emissions. In 2001 the 
Commission proposed a directive77 establishing common criteria on the noise 
performance of aircraft to be used when  calculating the level of noise charges at 
airports. The intention was to ensure th at where noise charges are applied their 
calculation is according to consistent prin ciples. The proposal was not discussed in 
Council. The Commission withdrew the proposal in 2004.78 
3.3.2. Regulatory Instruments 
For noise, the ICAO classes aircraft accordi ng to "Chapters" which are effectively 
minimum standards for new aircraft. The curre nt standards in force for new aircraft 
                                                 
75 Annex 16 to the Chicago Convention 
76 According to Article 6(1) of Regulation (EC) No 1592/2002 of the European Parliament and of the 
Council of 15 July 2002 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, OJ L 240, 7.9.2002, p. 1 
77 Proposal for a directive of the European Parliament and of the Council on the establishment of a 
Community framework for noise classification of civil subsonic aircraft for the purposes of calculating 
noise charges, COM (2001) 74 
78 Communication from the Commission: withdrawal of Commission proposals which are no longer of 
topical interest, COM (2004) 542 
 
EN 21   EN are "Chapter 4". These are more advanced than previous chapters. No new standards 
are being developed. 
EU rules require79 that all subsonic je t aeroplanes with a take-off mass of 34 000 kg 
or more or which have more than 19 passenger seats have to comply with the standards of Chapter 3. 
The directive on noise-rela ted operating restrictions  at Community airports
80 allows 
Member States to restrict the operation of the noisiest aircraft within those classified by ICAO as Chapter 3.
81 The directive sets out another category of airports – "city 
airports"82 where Member States can insist on  only aircraft classified as ICAO 
Chapter 4 being used.  
Before imposing any restrictions, a Member State has to assess their likely impacts. 
Then they can, after a certain period of tim e, force aircraft operators to reduce the 
movements of the aircraft concerned by up to  20% every year, meaning that in five 
years the use of these aircraft can be phased out. Some aircraft registered in 
developing countries have longer phase-out times. So far the possibilities offered by 
this directive have been used at five EU airports: London Gatwick, London 
Heathrow, London Stansted, Paris Ch arles de Gaulle and Madrid.  
The Commission reported on the applica tion of the directive in February 200883 and 
is examining proposing its revision later this year. 
3.3.3. Research and Technology 
The 7th Research Framework Programme (see se ction 2.1.5), aims to reduce external 
noise by 10 EPNdB per operati on of fixed-wing aircraft. Fo r rotorcraft the objective 
is to reduce noise footprint area by 50% and external noise by 10 EPNdB. 
The "Clean Sky" initiati ve (see section 3.1.4) also has a noise component. 
3.4. Congestion 
3.4.1. Economic Instruments 
Charges for air navigation services, includ ing air-traffic control, are based on a 
methodology set out in EU rules84 which is compliant with ICAO recommendations. 
                                                 
79 Directive 2006/93/EC of the Euro pean Parliament and of the Co uncil of 12 December 2006 on the 
regulation of the operation of aeroplanes covered by Part II, Chapter 3 , Volume 1 of Annex 16 to the 
Convention on International Civil Aviation, second edition (1988) (codified version), OJ L 374, 
27.12.2006, p. 1  
80 Directive 2002/30/EC of the European Parliament and of the Council of 26 March 2002 on the 
establishment of rules and procedures with regard to the introduction of noise-related operating 
restrictions at Community airports, OJ L 85 of 28.3.2002, p. 40 
81 The aircraft concerned are those within 5 "Effec tive Perceived Noise in decibels" (EPNdB) of the 
maximum threshold. 
82 Of which four are defined in the directive – Belfast City, Berlin Tempelhof, London City and 
Stockholm Bromma 
83 Report from the Commission to the Council and the European Parliament: Noise Operation Restrictions 
at EU Airports (Report on the applicatio n of Directive 2002/30/EC), COM (2008) 66 
 
EN 22   EN The charge is made based on a formula whic h takes into account aircraft weight and 
flight distance, as well as a "unit cost", whic h reflects the full cost of the services and 
differs significantly from Member State to  Member State. In  2008 the Commission 
will propose a framework for setting binding performance targets aimed at ensuring that only the most efficient route is flown. 
3.4.2. Regulatory Instruments 
EU rules on air-traffic management – th e so-called, "Single European Sky" - came 
into force in 2004.
85 These aim to increase the overall efficiency of air-traffic 
management thereby relieving congestion, reducing fuel consumption and the environmental impact per flight.  
The Commission reported on th eir implementation in 2007,
86 concluding that the EU 
rules had not significantly improved the overa ll efficiency of the design and use of 
the European route network, with conseque ntly insufficient improvement in flight 
efficiency or environmental impact. It also  stated that improvements in the network 
architecture, the more efficient use of routes and new operational procedures could significantly reduce flight times, fuel use a nd costs, with the consequent reduction in 
impact on the environment and climate change.  
In 2008 the Commission proposed  further measures to make the Single European 
Sky both more sustainable and better performing.
87 This includes measures to, on the 
basis of a continuous assessment of the air traffic management system by an 
independent body, regulate the system's pe rformance, as well as accelerating the 
integration of service providers into f unctional airspace blocks and strengthening 
network management. 
3.4.3. Infrastructure 
Airports with capacity problems must follow EU rules on slot allocation, which are 
principally aimed at improving transparency.88 Within this framework, 
                                                                                                                                                         
84 Commission Regulation (EC) No 1794/2006 of 6 December 2006 laying down a common charging 
scheme for air navigation services, OJ L 341, 7.12.2006, p. 3–16 
85 Regulation 549/2004 of the European Parliament and of the Council of 10 March 2004 laying down the 
framework for the creation of the single European sky, OJ L 96, 31.3.2004, p. 1, Regulation 550/2004 
of the European Parliament and of the Council of 10 March 2004 on the provision of air navigation services in the single European sky, OJ L 96, 31.3.2004, p. 10-19, Regulation 551/2004 of the European 
Parliament and of the Council of 10 March 2004 on  the organisation and use of the airspace in the 
single European sky, OJ L 96, 31.3.2004, p. 20-25, and Regulation 552/2004 of the European Parliament and of the Council of 10 March 2004 on  the interoperability of the European Air Traffic 
Management network, OJ L 96, 31.3.2004, p. 26-42 
86 Communication from the Commission, First Report on the implementation of the Single Sky 
Legislation: achievements and the way forward COM (2007) 845 
87 Communication from the Commission to the European Parliament, the Council, the European 
Economic and Social Committee and the Committee of the Regions – Single European Sky II – Towards more sustainable and better performing aviation, COM (2008) 389; Proposal for a Regulation 
of the European Parliament to the Council amending Regulation (EC) No 549/2004, (EC) No 550/2004, 
(EC) No 551/2004 and (EC) No 552/2004 in order to improve the performance and sustainability fo the European aviation system, COM(2008) 388 
88 Council Regulation 95/93/EEC on common rules for the allocation of slots at Community airports, OJ L 
14 of 22.1.1993, p. 1, as amended by Regulations EC/894/2002 of 27.5.2002 (OJ L 142, 31.5.2002, p. 
 
EN 23   EN environmental criteria, including noise can be  taken into account to allocate slots; 
such rules are called 'local rules' and can  relate to any type of environmental 
problems.89  
In 2007 the Commission adopted an action plan for airport capacity, efficiency and 
safety90 with the aim of optimising the use of existing infrastructure, as well as 
promoting the use of technology and improvi ng safety and efficiency. Environmental 
concerns will be addressed in part of  a recommendation that the Commission is 
currently developing on best practice guidelines to impr ove airport plans and their 
land use. 
3.4.4. Research and Technology 
The Single European Sky ATM Research Programme (SESAR) runs from 2004 to 
2020 and aims to improve safety ten-fold, tr iple capacity and halve the costs of air-
traffic management. In 2008 its definition phase was completed with the endorsement of the SESAR Master Plan
91 and its development phase began. The 
deployment phase of technologies devel oped is expected to begin in 2013. 
The AIRE initiative (see section 3.1.4) al so has elements concerning air-traffic 
procedures and new technologies incl uding a demonstration component on 
"Trajectory Based Operations on the ground" , which will look at different ideas to 
minimise ground run time, i.e. when aircraft ta xi to the runway waiting to take off, or 
taxi from the runway waiting for a stand. At  this time aircraft consume considerable 
amounts of fuel not least because their engine s are not designed to operate at optimal 
efficiency on the ground.  
3.5. Accidents 
3.5.1. Legal Instruments 
Historically, most aviation safety rules we re agreed between Member States outside 
the EU framework and were non-binding. W ith the growth in air-traffic a more 
harmonised system became necessary in order to guarantee a high level of safety. The EU's policy
92 is to focus its efforts via the European Aviation Safety Agency and 
                                                                                                                                                         
3), EC/1554/2003 of 22.7.2003 (OJ L 221 of 4.9.2003,  p. 1) and Regulation EC/793/2004, of 21.4.2004 
(OJ L 138, 30.4.2004, p. 50) 
89 Further information is given in Communication from the Commission to the European Parliament, the 
Council, the European Economic and Social Committee and th e Committee of the Regions on the 
application of Regulation (EEC) No. 95/93 on common rules for the allocation of slots at Community airports, as amended, COM (2008) 227 
90 Communication from the Commission to the Council, the European Parliament, the European 
Economic and Social Committee and the Committee of the Regions: An action plan for airport capacity, 
efficiency and safety in Europe, COM (2007) 819 
91 Commission Staff Working Document accompanying the Communication from the Commission to the 
European Parliament, the Council,  the European Economic and Soci al Committee and the Committee of 
the Regions, Single European Sky II: towards more sustainable and better performing aviation, The 
SESAR Master Plan for the development and implementation of the new generation European air traffic 
management system (SESAR – Single European Sky ATM Research) SEC (2008) 2082 
92 Regulation EC/1592/2002 of the European Parliament and of the Council of 15 July 2002 on common 
rules in the field of civil aviation and establishing a European Aviation Safety Agency, OJ L 240, 
7.9.2002, p. 1 
 
EN 24   EN progressively establish and maintain a high uniform level of civil aviation safety in 
Europe. After first taking on responsibilities for airworth iness of aircraft, it is now 
responsible for type certification fo r aircraft, engines and equipment,93 as well as the 
approval of organisations and person nel involved in their maintenance.94 In 2008 the 
Commission proposed extending the Agency's responsibilities furt her, this time to 
the safety aspects of aerodromes and air tr affic management so that all parts of the 
aviation safety are covered by a consistent approach to safety (called the "total 
system approach).95 
In addition, the Agency assists th e Commission in developing common 
environmental and safety rules,96 as well as monitoring th eir implementation through 
inspections in the Member States. 
EU rules97 allow the European Commission to ban or restrict the activities of unsafe 
airlines within the EU and its airspace. It does this by regula rly publishing a "black 
list" of such airlines. 
In order to prevent future accidents a nd feed into safety rules, EU rules98 also require 
rapid investigations after an avia tion accident or serious incident. 
3.5.2. Research and Technology 
Accidents have already been an important  element of past framework research 
programmes and will continue to be a key issue in the transport theme of the 7th 
"Cooperation" specific programme 
                                                 
93 Commission Regulation EC/1702/2003 of 24 September 2003 laying down implementing rules for the 
airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations, OJ L 243, 27.9.2003, p. 6–79 
94 Commission Regulation EC/2042/2003 of 20 November 2003 on the continuing airworthiness of 
aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks, OJ L 315, 28.11.2003, p. 1 
95 Proposal for a Regulation of the European Parliame nt to the Council amending Regulation (EC) No 
216/2008 in the field of aerodromes, air traffic management and air navigation services and repealing Council Directive 06/23/EEC, COM (2008) 390 
96 There are several different Commission regulations, for example on the safety assessment of foreign 
aircraft and the working methods for inspections. 
97 Regulation EC/2111/2005 of the European Parliame nt and of the Council of 14 December 2005 on the 
establishment of a Community list of air carriers subj ect to an operating ban within the Community and 
on informing air transport passengers of the identity of the operating air carrier, and repealing Article 9 
of Directive 2004/36/EC, OJ L 344, 27.12.2005, p. 15 
98 Council Directive 94/56/EC of 21 November 1994 establishing the fundamental principles governing 
the investigation of civil aviation accidents and incidents, OJ L 319 , 12.12.1994, p. 14-19 
 
EN 25   EN 4. M ARITIME  
The world fleet is composed of more than  50 000 merchant vessels of which ships 
owned by EU citizens or companies make up about one-third and EU flagged vessels roughly one quarter.
99 The average age of a European -flagged ship is currently 16 
years.100 Shipping accounts for more than a thir d of total intra-EU goods transport 
performance (measured in tonne-kilometres).  Maritime transport systems rely on the 
interaction of vessels, sea-ports infrastructure and terminals, as well as ports' hinterland connections.  
International seaborne trade increased by an estimated 4.3% in 2006 to reach a total 
volume of 7.4 billion tonnes.  Total demand for shipping se rvices reached about 30.6 
billion tonne-miles in 2006, representing an increase of 5.6% compared to the year before. Europe remains a massive importer of crude oil and petroleum products with 
more than half a billion tonnes per year. Euro pe is also the largest dry cargo market 
with more than a billion tonnes of exports  (22.7% of world total) and over 1.5 billion 
tonnes of imports (32.3%). Total container throughput in Europe accounts for some 
18% of the world total. The top fifteen por ts in Europe saw a container throughput of 
around 54 million twenty-foot  equivalents in 2006.
101 
At the EU level the 2006 Mid-Term Review  of the Transport White Paper underlined 
the importance of the maritime sector in prov iding an alternative to road transport. 
The Integrated Maritime Policy Action Plan102 also places particular emphasis on 
maritime transport as a competitive, sustai nable and environmentally-friendly mode 
of transport which is vital for Eur ope's growth, economic prosperity and 
environmental quality. 
In general, EU measures apply to merchant ships operating commercially103 or to 
recreational craft.104 The application of International Conventions and some or all of 
                                                 
99 Data from L.R. Fairplay, Bimco/ISF, Jan.2007 
100 Ships of 500 GT and over, LR-Fairplay, Jan.2007 
101 Source: Fearnleys (Oslo), Review 2006 and ESPO, Annual report 2006-2007 containing a market 
report on the European Seaport Industry prepar ed by the Institute of Transport and maritime 
Management Antwerp 
102 Commission Staff Working Document accompanying document to the Communication from the 
Commission to the European Parliament, the Council, The European Economic and Social Committee and the Committee of the Regions: An Integrated Maritime Policy for the European Union, SEC (2007) 
1278 
103 Hence they do not apply to warships, naval auxiliary or other ships, owned or operated by a State and 
used, for the time being, only on government non-co mmercial service. Nevertheless the EU measures 
often have a phrase in them that requires Member States, as far as is reasonable and practicable, to 
endeavour to respect rules for these ships. certain ot her categories of vessels are also often excluded, 
such as wooden ships of primitive build; original and individual replicas of historical ships built 
predominantly with original materials, ships only used in port areas and pleasure yachts carrying 12 
crew and passengers or less for non-commercial purposes.  
104 Defined as, "any craft intended for sport or leisur e purposes, regardless of the type or the means of 
propulsion, with a hull length of 2.5 to 24 meters, measured according to the appropriate harmonized 
standards" in Directive 2003/44/EC of the European Parliament and of the Council of 16 June 2003 amending Directive 94/25/EC on the approximation of the laws, regulations and administrative 
provisions of the Member States re lating to recreational craft, OJ L 214 of 26.8.2003, p. 18. Certain 
craft are excluded - Racing  craft, rowing boats, canoes, kayaks, gondolas, pedalos, sailing surfboards, 
 
EN 26   EN their requirements to recr eational craft is set out in each Convention. Specific 
legislation also applies. For merchant sh ipping, the international legal context is 
particularly important, where the most important element is safety, although 
environmental issues are increasingly important. 
The major international trea ties are: the United Nations Convention on the Law of 
the Sea (UNCLOS); the International Mari time Organisation (IMO)'s International 
Convention for the Safety of Lives at Sea (S OLAS), which covers the safety at sea of 
merchant and passenger shipping; the IMO's International Convention for the 
Prevention of Pollution from ships (MARPOL 73/78).105 A full list of international 
instruments on maritime affairs wa s produced by the Commission in 2006.106 
4.1. Climate change 
The Kyoto Protocol calls for parties to pursue the limitation or  reduction of their 
greenhouse gas emissions from ships worki ng through the IMO. The IMO is looking 
at ways to tackle the reduction of greenhouse gases from ships with the work scheduled to conclude in 2009. 
The Commission's policy is have shipping included in the post-2012 agreement on 
the prevention of climate change a as a sect or to be addressed and to have the IMO 
act to reduce greenhouse gas emissions in 2009.  In the absence of sufficient progress 
the Commission will propose EU measures  including tackling emissions from 
recreational craft. 
4.1.1. Economic Instruments 
In addition to the EU rules menti oned in section 2.1.1, EU taxation rules
107 contain 
the general principle that fuel for navi gation within Community waters (including 
fishing, but not recreational cr aft) is not taxed; however,  Member States can choose 
to tax fuel if it is for purely national transport (i.e. not international or intra-
Community) or, if they have concluded a bilateral agreement with another Member 
State. For recreationa l craft the EU rules set different minimum tax rates (excluding 
VAT) for certain types of fuels.  
The Commission has recently committed its elf to making proposals to reduce the 
levels of air pollution from ships in ports  by removing tax disadvantages for shore 
side electricity.108 
                                                                                                                                                         
surfboards, historical craft and replicas thereof designed before 1950 and build predominantly with 
original material, experimental craft, home-mad e craft, craft designed to carry passengers for 
commercial purposes, submersibles, air cushion vehicles, hydrofoils and external combustion steam powered craft fuelled by coke, coal, wood, oil or gas. 
105 International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol 
of 1978 relating thereto (MARPOL 73/78) 
106 Annex to the Green Paper on Towards a future Maritime Policy for the Union: A European vision for 
the oceans and seas COM (2006) 275 
107 Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the 
taxation of energy products and electricity, OJ L 283, 31.10.2003, p. 51 
108 Communication from the Commission to the European Parliament, the Council, The European 
economic and Social Committee and the Committee of the Regions: An Integrated Maritime Policy for 
 
EN 27   EN The Commission has encouraged port char ging to encourage less polluting ships.109 
4.1.2. Infrastructure 
4.1.2.1. Motorways of the Sea 
The Commission proposed the development of motorways of the sea in 2001.110 
They aim to encourage a shift of goods tr ansport towards a frequent and high quality 
system of short sea shipping. There are currently four motorways of the sea 
corridors: the Baltic Sea; Western-Europe , South-West Europe and South-East 
Europe and pilot projects should begin there in the near future. Funding is available 
through the TEN-T for infrastructure co sts and Marco Polo II programmes for 
running costs, the Structur al and Cohesion Funds, as well as through European 
Investment Bank support and is allowed to so me extent from state aid. A European 
Co-ordinator was also appoi nted in 2007 and a consultatio n was launched in October 
2007.111 
Estimates have been made of the potential reduction in CO 2 emissions from 
implementing a "motorway" between th e North Sea and the northern Iberian 
Peninsula. This calculated that a system with four vessels and six round trips per 
week would bring about a modal shift of cl ose to 5 billion tonne kilometres over 3 
years, saving the emission of 125 000 tonnes of CO 2.112 
4.1.2.2. Shore-side electricity 
In 2006 the Commission encouraged113 the use of shore-side el ectricity by ships (and 
did not specifically exclude recreational craft) in ports and stated that switching to 
shore-side electricity would reduce CO 2 emissions by over 50%, carbon monoxide 
by about 99% and nitrous oxide emissions (N 2O) by over 50%, as well as eliminating 
vibrations and noise from auxiliary engines. 
4.1.3. Research and Technology 
In 2004 the Commission launched the idea of  setting up "Technology Platforms" to 
bring together companies, research institutions, the financial world and the regulatory authorities at the European level to define a common research agenda in 
order to mobilise a critical mass of national and European resources from the private and public sectors. In 2005, such a platform called "WATER BORNE"  was set up for 
                                                                                                                                                        
 
the European Union, COM(2007) 575 final and Communication on a European Ports Policy, COM 
(2007) 616 
109 Communication from the Commission: Communication on a European Ports Policy, COM (2007) 616 
110 COM (2001) 370: European Transport Policy for 2010: time to decide 
111 SEC (2007) 1367 Commission Staff Working Document: Report on Motorways of the Sea: State of 
Play and consultation 
112 SEC (2007) 1367 Commission Staff Working Document: Report on Motorways of the Sea: State of 
Play and consultation 
113 Commission Recommendation (2006/339/EC) of 8 May 2006 on the promotion of shore-side electricity 
for use by ships at berth in Community ports, OJ L 125 of 12.5.2006, p. 38 
 
EN 28   EN waterborne transport. This has produced a Vision 2020114 document and a Strategic 
Research Agenda115 to turn the vision into reality. 
Through the "LIFE" programme the Co mmission has supported demonstration 
projects on technologies which allow ship s to make an essent ial contribution to 
reducing their energy and fuel consumption and the emissions of climate-damaging 
gases. For example, the use of computer-c ontrolled kite sails on commercial vessels 
was demonstrated through the WINTECC project116 and resulted in energy 
consumption being reduced by up to 30%. Another example is the Zero Emissions 
Ships project (ZEMSHIPS)117 which demonstrated the functioning of the first 
hydrogen and fuel cell powered ship (with a capacity of more than 100 persons). 
In mid-2008, the Commission will produce a Eu ropean Maritime Research Strategy, 
which will include a component on climate change and other societal impacts. 
4.2. Local Pollution 
The Commission is committed118 to actively supporting in ternational efforts to 
diminish air pollution caused by ships and make proposals at the European level in the absence of progress. Efforts to combat local pollution are a combination of measures to address the ships themselves, the fuels they use, and the ports they visit. 
The LeaderSHIP 2015 initiative
119 looks at the shipbuildi ng industry as a whole and 
one of its aims is to promot e safer and more environmenta lly friendly ships. In April 
2007 the Commission produced a progress report,120 which stressed the contribution 
that innovative European shipbuilding is ma king to delivering more environmentally 
friendly ships. The report also encourages the mar itime industries, especially marine 
equipment suppliers, to continue taking the lead in clean shipping technology, 
including the application of technologi es to reduce energy consumption, air 
emissions and the use of hazardous materi als and more environmentally friendly 
antifouling protection.  
                                                 
114 Waterborne Technology Platform (2005) Waterb orne Transport & Operations: A Key Asset for 
Europe’s Development and Future 
115 Waterborne (2005) Waterborne transport and operations, "Key for Europe's development and future 
Strategic Research Agenda."  
116 www.wintecc.de  , www.skysails.info  
117 http://ec.europa.eu/environment/life/themes/water/thematic/htm  
118 Communication from the Commission to the European Parliament, the Council, The European 
economic and Social Committee and the Committee of the Regions: An Integrated Maritime Policy for 
the European Union, COM(2007) 575 final 
119 Communication from the Commission to the Council, the European Parliament, the European 
Economic and Social Committee and the Committee of the Regions: LeaderSHIP 2015 – Defining the Future of the European Shipbuilding and Repair Industry – Competitiveness through Excellence, COM 
(2003) 717 
120 Commission Working Document: LeaderSHIP 2015 Progress Report, COM (2007) 220 final 
 
EN 29   EN 4.2.1. Economic Instruments 
The Commission is required121 to produce a report on th e possible use of economic 
instruments, including mechanisms such  as differentiated dues and kilometre 
charges, tradable emission permits and offsetting, to reduce sulphur emissions from ships (including recreational craft).  
The action on shore-side el ectricity (see section 4.1.1) is also relevant here. 
4.2.2. Regulatory Instruments 
4.2.2.1. Sulphur emissions 
International rules
122 establish a maximum worldwide level of sulphur in fuel of 
4.5% for heavy fuel oil burned by ships. They also set up SOx Emission Control 
Areas (SECAs) where fuel burned by ships mu st contain less than  1.5% sulphur, or 
equivalent abatement technologies must be applied. The Baltic and North Seas 
(including the English Channel) are curren tly designated as SECAs. In April 2008 
the 57th session of the IMO's Marine Environment Protection Committee (MEPC) 
agreed in principle to further reduce the sulphur content of fuel used both within SECAs and worldwide.
123 In SECAs, the agreement woul d mean that sulphur levels 
would be 1% from 1 January 2010 and 0.1% from 1 January 2015. The global limits 
would be reduced to 3.5% from 1 January  2012, with a furthe r reduction to 0.5% 
from 1 January 2020 or 2025 if insufficient fu el is available. Th is agreement still 
needs to be adopted as a formal amendmen t to MARPOL, Annex VI; this is expected 
to happen in October 2008. 
EU rules124 state that, with certain exceptions,125 Member States must ensure that 
marine fuels with more than 1.5% sulphur by mass can not be used in SECAs that are 
within their territorial s eas, exclusive economic zones and pollution control zones. 
These rules also apply to fuel used by recreational craft. For passenger ships 
operating regular services to or from Co mmunity ports, such fuels must be used 
within these areas, irrespective of whether they are in a SECA or not. The same EU 
rules require Member States to ensure th at marine gas oils with more than 0.10% 
sulphur by mass are not used,126 and from 2010 are not sold, within their territory and 
                                                 
121 According to Article 7(3) of Directive 2005/33/EC of the European Parliament and of the Council of 6 
July 2005 amending Directive 1999/32/EC, OJ L 191, 22.7.2005, p. 59 the Commission has to report by 31.12.2005 to the European Parliament and to the Council 
122 MARPOL's annex VI, which has now been ratified by 50 countries,  but not yet by 7 EU Member States 
- Austria, Czech Republic, Hungary, Ireland, Malta, Portugal and Slovakia 
123 The deal was done at the Committee's April meeting and will be put into effect by amending 
MARPOL's annex VI 
124 Council Directive 1999/32/EC of 26 April 1999 relating to a reduction in the sulphur content of certain 
liquid fuels and amending Directive 93/12/EEC, (OJ L 121, 11.5.1999, p. 13) as amended by 
Regulation (EC) No 1882/2003 of the European Parliament and of the Council of 29 September 2003 
(OJ L 284 of 31.10.2003, p. 1) and Directive 2005/33/EC of the European Parliament and of the Council of 6 July 2005 (OJ L 191 of 22.7.2005, p. 59) 
125 Including being fitted with pollution abatement t echnology and monitoring equipment, as well as 
achieving emissions reductions equivalent to those in the directive and waste emissions in enclosed ports, harbours and estuaries having no environmental impact. 
126 Certain derogations exist for the Canary Islands, the French Over seas Departments, Greece, Madeira 
and the Azores. 
 
EN 30   EN that ships at berth do not use fuel contai ning more than 0.1% sulphur. Marine diesel 
oils cannot be sold if they have more than 1.5% sulphur. 
The Commission will come forward with a proposal in 2009 which will take into 
account the significant recent progr ess on the issue in the IMO. 
4.2.2.2. NOx 
International rules127 limit the NOx emissions from new diesel engines128 over a 
certain size constructed since 1 January 2000.129 These also apply to recreational 
craft. The Commission has committed itself130 to considering a proposal to tighten 
these requirements in line with the propos ed Tier 2 standards put forward by the 
United States Environment Protection Agency if there is no IMO proposal. Discussions in the IMO's worki ng group on air pollution are ongoing.  
The Commission has also said
131 that once the feasibility of emissions trading 
regimes for shipping has been demonstrat ed, it would consider introducing some 
form of emission trading regime fo r NOx in EU territorial waters. 
EU rules exist132 setting the maximum levels of  exhaust emissions of NOx for 
recreational craft. Levels are set depending on the type of engine and its size. 
4.2.2.3. Carbon Monoxide, Hydrocarbons and Particulates 
EU rules133 set the maximum levels of these s ubstances in exhaus t emissions from 
recreational craft. Levels are set depending on the type of engine and its size. 
4.2.2.4. Ozone-depleting substances 
International rules134 ban the deliberate emission of ozone-depleting substances from 
existing installations – essentially fire -safety equipment - and prohibits new 
installations on-board ships contai ning ozone-depleting substances. 
                                                 
127 MARPOL's annex VI 
128 Liquefied natural gas engines are not covered as they have a lower temperature and hence much lower 
NOx emissions. 
129 This covers those with having power of more than  130 kW. The limits are 17 .0 g/kWh when the rated 
engine speed is less than 130 rpm, 45*rpm(-0.2) g/kWh when the speed is 130 or more but less than 
2000 rpm and 9.8 g/kWh when the rated engine speed is 2000 rpm or more. The rules also cover ships undergoing a major conversion. 
130 Communication from the commission to the European Parliament and the Council: A European Union 
strategy to reduce atmospheric emissions from seagoing ships, COM (2002) 595, volume I 
131 Communication from the commission to the European Parliament and the Council: A European Union 
strategy to reduce atmospheric emissions from seagoing ships, COM (2002) 595, volume I 
132 Directive 2003/44/EC of the European Parliament and of the Council of 16 June 2003 amending 
Directive 94/25/EC on the approximation of the laws, regulations and administrative provisions of the 
Member States relating to recreational craft, OJ L 214 of 26.8.2003, p. 18. 
133 Directive 2003/44/EC of the European Parliament and of the Council of 16 June 2003 amending 
Directive 94/25/EC on the approximation of the laws, regulations and administrative provisions of the 
Member States relating to recreational craft, OJ L 214 of 26.8.2003, p. 18. 
134 MARPOL's annex VI 
 
EN 31   EN EU rules ban the use of such substances , including their use as fire-protection 
systems on ships;135 however, continued use is permitted on ships that were 
constructed before 1 July 1994. 
4.2.2.5. Organotin compounds 
Organotin compounds used to be in biocid es in anti-fouling systems. In 2001 the 
IMO adopted a convention136 to ban their use; this was subsequently implemented in 
EU rules137 for commercial ships over 24 metres  in length and flyi ng the flag of a 
Member State or under a Member State's c ontrol, as well as on recreational craft.138 
This led to the phasing out of seven such compounds on 1 September 2006. In addition, since the beginning of 2008 foreign vessels calling at EU ports have to 
comply with this prohibition. 
4.2.2.6. Hazardous substances 
Member States are required
139 to inspect ships that have been reported by port 
authorities, coastal authorities or other organisations given the task by Member 
States as being a threat to the environment. This includes ships where there is proof or presumptive evidence of deliberate discha rges of oil or other infringements of the 
MARPOL convention in waters under th e jurisdiction of a Member State. 
4.2.2.7. Ballast water 
International rules
140 on the discharge of ballast water have been adopted, but are not 
in force. These would aim to prevent and ultimately eliminate the transfer of harmful aquatic organisms and pathogens through th e control and management of ships' 
ballast water and sediments. 
4.2.2.8. Waste disposal 
EU rules
141 aim to improve the availability a nd use of port recepti on facilities for 
ship-generated waste and cargo residues and thereby to reduce discharges of these 
substances (which include sewage and the remnants of any cargo material and any 
unloading or loading excesse s or spillage) into the s ea. Recreational craft are 
included within the scope of this dire ctive; however, the requirements differ 
depending on whether they are authorised to carry no more than 12 passengers, or 
not. In practical terms these rule mean th at all ports have to provide a way of 
                                                 
135 Regulation EC/2037/2000 of the European Parliament and of the Council of 29 June 2000 on 
substances that deplete the ozone layer, OJ L 244, 29.9.2000, p. 1 
136 The convention will enter into force on 17.8.2008 after having been ratified by sufficient members. 
137 Regulation (EC) No 782/2003 of the European Parliament and of the Council of 14 April 2003 on the 
prohibition of organotin compounds on ships, OJ L 115, 9.5.2003, p. 1-11 
138 For all types of vessel these restrictions apply unless they are coated with a barrier preventing them 
from leaching 
139 Directive 2002/59/EC of the European Parliament and of the Council of 27 June 2002 establishing a 
Community vessel traffic monitoring and information system and repealing Directive 93/75/EEC, OJ L 
208 of 5.8.2002, p. 10 
140 International Convention for Control and Management of Ship's Ballast Water and Sediments (BWM) 
141 Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port 
reception facilities for ship-generat ed waste and cargo residues, OJ  L 332, 28.12.2000, p. 81-90 
 
EN 32   EN receiving these waste and residues. Fo r cargo residues, international rules142 have to 
be followed and the fee has to be paid by the user.  
For ship-generated waste, each port has to have a waste reception and handling plan, 
which has to be reviewed every three years.  A ship (or recreational craft) calling at 
an EU port has to leave its waste unless it has sufficient storage room. Failure to 
leave the waste creating a risk that the waste will be discharged at sea means the Member State must take all necessary measures to ensure that it delivers its waste before leaving port. Sewage will also have to be included in this from 15 June 2009;
143 however, it can be discharged at s ea if this is done in accordance with 
international rules.144  
Fees for delivering ship-generated waste are not directly related to the waste 
disposed of in order not to provide an in centive to discharge at sea. A series of 
principles are laid down that apply to ship s and recreational craft authorised to carry 
more than 12 passengers. Fees can be reduced if it can be demonstrated that the ship produces reduced quantities of ship-generated waste.  
Inspections have to be carried out (includi ng on recreational craft authorised to carry 
more than 12 passengers) to ensure that th e restrictions on cargo residues and ship-
generated waste are complied with and penalties that are effective, proportionate and dissuasive have to be fixed by Member St ates for breaches. For recreational craft 
which are not authorised to carry more th an 12 passengers, Memb er States have to 
ensure compliance. 
In 2005 a further directive
145 was adopted that requires Me mber States to put in place 
a system whereby the persons who intent ionally, recklessly or through serious 
negligence cause ship-source pollution are s ubject to adequate penalties. In 2008, the 
Commission proposed amending this directive146 following the annulment in 2007 of 
the Council framework147 on which it was based. 
The Commission will come forward with an  appropriate proposal to improve the 
existing rules on port reception facilities.148 
4.2.2.9. Ship end-of-life 
Ships have an average life of between 20 and 30 years. Those now reaching the end 
of their life, something that is being accelerated by the ban on single-hulled tankers 
in EU waters, are often those constructed in the 1970s or 80s, which do not meet the 
                                                 
142 MARPOL 73/78 
143 Commission Directive 2007/71/EC of 13 December 2007 amending Annex II of Directive 2000/59/EC 
of the European Parliament and the Council on po rt reception facilities for ship-generated waste and 
cargo residues, OJ L 329, 14.12.2007, p. 33 
144 MARPOL's annex IV regulations 
145 Directive 2005/35/EC of the European Parliament and of the Council of 7 September 2005 on ship-
source pollution and on the introduction of penalties fo r infringements, OJ L 255, 30.9.2005, p. 11 
146 Proposal for a Directive of the European Parliament and of the Council amending Directive 2005/35/EC 
on ship source pollution and on the introduction of penalties for infringements, COM (2008) 134  
147 Council Framework Decision 2005/667/JHA of 12 July 2005 to strengthen the criminal-law framework 
for the enforcement of the law against ship-source pollution, OJ L 255, 30.9.2005, p. 164 
148 See Communication on a European Ports Policy, COM (2007) 616 
 
EN 33   EN same standards as modern ships. They contain large amounts of hazardous materials, 
such as asbestos (in particular if built before the 1980s), oils and oil sludge, PCBs 
(polychlorinated biphenyls), and hea vy metals in paints and equipment. 
The Waste Framework Directive149 covers ship dismantling in the EU; however, 
most are dismantled abroad, usually in  South Asia, complying with local 
environmental requirements. 
The United Nations' Basel convention, to  which the European Community and 
Member States are signatories, bans th e export of hazardous waste from OECD to 
non-OECD countries. This was incorporat ed into EU law in 1997 through an 
amendment to the Waste Shipment Regulation.150 In practice this means that all 
ships, irrespective of whether they are fl agged or owned in the EU, must not be 
exported for dismantling without first havi ng been stripped of their hazardous 
materials; in reality this e xport ban is difficult to enforce.151 
As an alternative to the Basel Convention ban, Member States were encouraged to 
actively support the development of an effective IMO Convention for the Safe and Environmentally Sound Recycling of Ship s. The Internationa l Ship Recycling 
Convention should be adopted in an IMO Diplomatic Conferen ce in May 2009 in 
Hong Kong.  
Meanwhile, the Commission is currently c onsidering different options for making 
progress on the issue
152 and will produce a policy document in autumn 2008.  
4.2.3. Infrastructure 
The Commission is currently153 developing a road map to facilitate the development 
of maritime spatial planning by Member St ates which will build upon existing work 
on integrated coastal zone management.154 It is also planning to issue guidelines on 
the application of the relevant Commun ity environmental legislation to port 
development before the end of 2008. 
4.2.4. Research and Technology 
The Commission has funded and continues to  fund research projects on all issues 
mentioned in this section. 
                                                 
149 Directive 2006/12/EC of the European Parliament and of the Council of 5 April 2006 on waste, OJ L 
114, 27.4.2006, p. 9–21 
150 Regulation (EC) No 1013/2006 of the European Parliament and of the Council of 14 June 2006 on 
shipments of waste, OJ L 190, 12.7.2006, p. 1–98 
151 Commission Green Paper on better ship dismantling, COM (2007) 269 
152 Commission Green Paper on better ship dismantling, COM (2007) 269 
153 Communication from the Commission to the European Parliament, the Council, The European 
economic and Social Committee and the Committee of the Regions: An Integrated Maritime Policy for 
the European Union, COM(2007) 575 final 
154 Recommendation of the European Parliament and of the Council of 30 May 2002 concerning the 
implementation of Integrated Coastal Zone Management  in Europe (2002/413/EC), OJ L 148, 6.6.2002, 
p. 24 
 
EN 34   EN 4.3. Noise 
4.3.1. Regulatory Instruments 
EU rules exist155 setting maximum noise emissi ons from recreational craft, 
depending on engine size. In 2007 the Commission reviewed156 the legislation in 
force and concluded that further noise re duction would only be effective for low-
power craft, which are best de alt with by local operating re strictions rather than EU 
rules. 
EU rules will require noise emissions fr om ships and recreational craft to be 
considered when devising strategies to r each good environmental quality (see section 
2.3.2.1). 
4.4. Accidents 
Ships flying the flag of a Member State ha ve to be constructed and maintained in 
accordance with the hull, machinery an d electrical and co ntrol installation 
requirements of a recognised organisation.157 These requirements are set by these 
organisations.158 
4.4.1. Regulatory Instruments 
4.4.1.1. Ship design 
International rules159 require new oil tankers to m eet "double hull or equivalent" 
design standards and the phasing out of singl e-hull tankers. These rules also prohibit 
the carriage of heavy fuel in single hull tankers.  
These rules have also been put into in Community law160 with the phasing out of 
single hull oil tankers being re quired on a similar timetable to the international rules 
and using single hull tankers to carry heavy grade of fuel being banned in EU waters 
and by vessels flying the flag of a Member State. 
                                                 
155 Directive 2003/44/EC of the European Parliament and of the Council of 16 June 2003 amending 
Directive 94/25/EC on the approximation of the laws, regulations and administrative provisions of the 
Member States relating to recreational craft, OJ L 214 of 26.8.2003, p. 18. 
156 Communication form the Commission to the Council and the European Parliament: Report on the 
possibilities of further improving the environmenta l characteristics of recr eational craft engines, 
submitted pursuant to Article 2 of Directive 2003 /44/EC amending Directive 94/25/EC relating to 
recreational craft, COM(2007) 313 
157 Council Directive 94/57/EC of 22 November 1994 on common rules and standards for ship inspections 
and survey organisations and for the relevant activities of maritime administration, OJ L 319, 12.12.1994, p. 20, as amended by Commission Directive 97/58/EC of 26 September 1997 (OJ L 274, 
7.10.1997, p. 8), Directive 2001/10 5/EC of the European Parliament and of the Council of !9 December 
2001 (OJ L 19, 22.1.2002, p. 19), Directive 2002/84/EC of the European Parliament and of the Council of 5 November 2002 (OJ L 324, 29.11.2002, p. 53) 
158 For example, Lloyd's Register, DNV, Bureau Veritas, Germanische Lloyd and Registro Italiano Navale 
159 MARPOL 73/78 Annex I  
160 Regulation (EC) No 417/2002 of the European Parliament and of the Council of 18 February 2002 on 
the accelerated phasing-in of  double hull or equivalent design re quirements for single hull oil tankers 
and repealing Council Regulation (EC) No 2978/94, OJ L 64, 7.3.2002, p. 64 
 
EN 35   EN EU rules161 set rules for the design of passenger ships or high speed passenger craft 
when engaged on domestic voyages (i.e. not in ternational traffic) and sets procedures 
for attempting to have these same rules a dopted for international traffic through the 
IMO.  
EU rules162 also establish a type-approval sy stem for various types of marine 
equipment with the aim of enhancing safe ty and preventing marine pollution, while 
facilitating their free movement in the EU. Proposals to revise or recast the directive 
are planned for late 2008. 
EU rules on recreational craft163 require them to be desi gned to prevent accidental 
discharges of pollutants, including having holding tanks for sewage and pipes that 
can be closed off.  
4.4.1.2. Dangerous goods carriage 
No dangerous or polluting goods  can be taken on any ship  in an EU port without a 
declaration having been made about its nature.164 For most ships, this information 
then has to be notified to the ship's next  port of call or anchorage. Exemptions are 
possible, but are subject to regular inspections . For all ships, inspections also have to 
check whether this requirement has been complied with. 
4.4.1.3. Inspections 
For port state controls, inspecti ons have to be carried out165 on a certain percentage 
of vessels166 calling at Member State ports, as well as on certain high-risk ships. 
These are primarily concerned with safe ty, but also have a maritime pollution 
element. If the deficiencies are found Member  States are required to detain a vessel 
or stop the activity. In most cases the absence of an appropr iate international 
management code for the safe operation of  ships and for pollution prevention (ISM 
code) certificate means that the vessel will  also be detained fo r rectification. Under 
certain conditions the ship may leave port to go to an appropriate repair yard. If the 
ship leaves port without permission it shoul d generally be refused entry to another 
EU port. 
                                                 
161 Council Directive 98/18/EC of 17 March 1998 on safety rules and standards for passenger ships, OJ L 
144, 15.5.98, p. 1 
162 Council Directive 96/98/EC of 20  December 1996 on marine equipmen t, OJ L 46, 17/02/1997, p. 25-56 
163 Directive 2003/44/EC of the European Parliament and of the Council of 16 June 2003 amending 
Directive 94/25/EC on the approximation of the laws, regulations and administrative provisions of the 
Member States relating to recreational craft, OJ L 214 of 26.8.2003, p. 18. 
164 Directive 2002/59/EC of the European Parliament and of the Council of 27 June 2002 establishing a 
Community vessel traffic monitoring and information system and repealing Directive 93/75/EEC, OJ L 
208 of 5.8.2002, p. 10 
165 Council Directive 95/21/EC of 19 June 1995 on port State control of shipping, OJ L 157, 7.7.1995, p. 
1), as amended by Council Directive 98/25/EC of 27 April 1998 (OJ L 133, 7.5.1998, p. 19), 
Commission Directive 98/42/EC of 19 June 1998 (OJ L 184 27.6.1998, p. 40), Commission Directive 1999/97/EC of 13 December 1999  (OJ L 331, 23.12.1999, p. 67 ), Directive 2001/106/EC of the 
European Parliament and of the Council of 19 Decem ber 2001 (OJ L 19, 22.1.2 002, p. 17), Directive 
2002/84/EC of the European Parliament and of the Council of 5 November 2002 (OJ L 324, 29.11.2002, p. 53) 
166 Fishing vessels, warships, naval auxiliaries, wooden ships of a primitive build, government ships used 
for non-commercial purposes and pleasure y achts not engaged in trade are excluded. 
 
EN 36   EN For flag states surveys, an organisation ca rrying out inspections and surveys of ships 
for a Member State for ships flying its fl ag, has to be "recognised" under EU rules.167 
If the pollution prevention performance of  the organisation worsens, there are a 
number of steps leading to the "recognition" being withdrawn.  
If a Member State (or its inspectors) finds that despite a ship visiting one of their 
ports or sailing through their waters havi ng a valid safety certificate, there is a 
serious threat to the environment, then  the flag state concerned, the Commission, 
other Member States and the recognise d organisation have to be informed. 
4.4.1.4. Places of refuge 
EU rules168 require Member States to draw up plans to accommodate ships in distress 
in their waters. Member States may also have arrangements for assistance, salvage 
and pollution response in pl ace. If there is exceptio nally bad weather and the 
competent authorities consider that there is a serious threat of po llution ships can also 
be prohibited from entering or leaving a port. In the event of exceptionally bad 
weather, Member States' competent authoriti es "shall" limit as much as possible the 
bunkering of ships in thei r territorial waters. 
4.4.1.5. Reporting accidents at sea 
Member States are required169 to monitor and take measures to ensure that ships 
within their jurisdiction immedi ately report any situation liab le to lead to pollution of 
the waters or shore of a Member State, such as the discharge of polluting products 
into the sea and any slick of polluting mate rials and containers or packages seen 
drifting at sea. If an incident or accident  happens at sea, Member States are also 
required to take all appropriate measures to protect the marine environment. The 
operator, the master of the ship and the owner of the dangerous or polluting goods on 
the ship must cooperate fully  with the competent nationa l authorities in order to 
minimise the consequences of an incident or accident at sea. 
4.4.1.6. Certificates of maritime excellence 
In 2009, the Commission will come forward170 with an action plan to improve the 
qualifications of seafarers by establishing a Certificate of Maritime excellence. The 
intention is to have this as a way of s upplying highly knowledgeable personnel to the 
                                                 
167 Council Directive 94/57/EC of 22 November 1994 on common rules and standards for ship inspections 
and survey organisations and for the relevant activities of maritime administration, OJ L 319, 
12.12.1994, p. 20, as amended by Commission Directive 97/58/EC of 26 September 1997 (OJ L 274, 7.10.1997, p. 8), Directive 2001/10 5/EC of the European Parliament and of the Council of !9 December 
2001 (OJ L 19, 22.1.2002, p. 19), Directive 2002/84/EC of the European Parliament and of the Council 
of 5 November 2002 (OJ L 324, 29.11.2002, p. 53) 
168 Directive 2002/59/EC of the European Parliament and of the Council of 27 June 2002 establishing a 
Community vessel traffic monitoring and information system and repealing Directive 93/75/EEC, OJ L 
208 of 5.8.2002, p. 10 
169 Directive 2002/59/EC of the European Parliament and of the Council of 27 June 2002 establishing a 
Community vessel traffic monitoring and information system and repealing Directive 93/75/EEC, OJ L 
208 of 5.8.2002, p. 10 
170 Communication from the Commission to the European Parliament, the Council, The European 
economic and Social Committee and the Committee of the Regions: An Integrated Maritime Policy for 
the European Union, COM(2007) 575 final 
 
EN 37   EN shipping industry and the maritime clusters , this knowledge will have safety and 
environmental components.  
4.4.1.7. Vessel Traffic Monitoring Systems 
By the end of 2008, Member States must ha ve in place the equipment and measures 
to ensure that information about the auto matic identification of ships can be fully 
used. There are various requirements laid down for monitoring ships and their entry into port.
171 These include the obligatory adva nce notification of dangerous or 
polluting goods as cargo.  
The Commission is also committed172 to promoting improved cross-border and 
cross-sectoral cooperation between Member States by setting up a network of ship 
tracking and e-navigation systems. This will be done by bringing together existing 
surveillance, monitoring a nd reporting systems current ly operating in the EU. 
4.4.1.8. Maintenance of recreational craft 
EU rules state that information should be  given to the owner on how the recreational 
craft should be maintained.173 
4.4.2. Research and Technology 
Maritime safety has been an important element of past framework research 
programmes and will continue to be a key issue in the transport theme of the 7th 
"Cooperation" specific programme. Both sh ip design and navigation systems have 
been covered, which have a positive impact on avoiding accidents. 
                                                 
171 Directive 2002/59/EC of the European Parliament and of the Council of 27 June 2002 establishing a 
Community vessel traffic monitoring and information system and repealing Directive 93/75/EEC, OJ L 
208 of 5.8.2002, p. 10 
172 Communication from the Commission to the European Parliament, the Council, The European 
economic and Social Committee and the Committee of the Regions: An Integrated Maritime Policy for 
the European Union, COM(2007) 575 final 
173 Directive 2003/44/EC of the European Parliament and of the Council of 16 June 2003 amending 
Directive 94/25/EC on the approximation of the laws, regulations and administrative provisions of the 
Member States relating to recreational craft, OJ L 214 of 26.8.2003, p. 18. 
 
EN 38   EN 5. I NLAND WATERWAYS  
Inland waterway transport plays an important  role in European goods transport. More 
than 37 000 kilometres of waterways connect hundreds of cities and industrial regions. While 20 out of 27 Member States have inland waterways, 12 of which have 
an interconnected waterway network, the m odal share of river transport accounts for 
5.3% of the total inland tr ansport in the European Union. In 2006, 138 billion tonne-
kilometres and more than 500 million tonnes of freight were transported by inland 
waterways in the Union by an estimated 12 500 vessels.
174  
The 2006 Mid-Term Review of the Tran sport White Paper highlighted the 
importance of inland waterway transport on certain corridors, particularly in North 
West Europe. The NAIADES (Navigatio n And Inland wate rway Action and 
Development in Europe) action plan is the EU strategy for promoting the use of inland waterways for transport.
175 This sets out actions for different actors, some of 
which are linked to reducing environmenta l impacts, for the pe riod 2006 to 2013. 
The specific measures are covered in the appropriate sections below. Recreational 
craft also navigate on the EU's inland wa terways; however they are covered in 
section 4. 
There are two international river naviga tion commissions, for the Rhine and for the 
Danube, which set rules for th e transport of goods and pass engers in parts of their 
river basin. The Commission participates as  an observer in bot h and the relevant 
Member States are full members. The Rhin e Convention is partic ularly significant 
given its overall share of inland waterways traffic and the fact that its rules are 
binding. Two international ri ver protection commissions – again for the Rhine and 
Danube - also exist and play an importa nt role in implementing the EU water 
framework directive (see 2.3.2.1). 
5.1. Climate change 
5.1.1. Economic Instruments 
The NAIADES action programme176 suggests that infrastr ucture charging in the 
sector should be harmonised  by 2013. The Commission is in  favour of ports charging 
to encourage less polluting ships;177 this would equally appl y to inland waterways 
vessels. 
                                                 
174 In EU law, inland waterway vessels are generally defined as "intended for use on inland waterways 
having a length of 20 metres or more or vessels for which the product of length, breadth an draught is 
100m³ volume or more, or tugs or pusher craft having  been built to tow or to push or to move alongside 
vessels of 20 metres or more. The definition does not include passenger transport vessels carrying less 
than 13 passengers.  
175 Communication from the Commission on the promotion of inland waterway transport, "NAIADES": 
An integrated European action programme for inland waterway s transport, COM (2006) 6  
176 Communication from the Commission on the promotion of inland waterway transport, "NAIADES": 
An integrated European actio n programme for inland waterw ays transport, COM (2006) 6 
177 Communication on a European Ports Policy, COM (2007) 616 
 
EN 39   EN In addition to the EU rules mentio ned in section 2.1.1, EU taxation rules178 require 
fuel used inland waterways to be taxed, a lthough Member States can apply a zero or 
reduced rate of tax to all ex cept, private pleasure craft. 
5.1.2. Infrastructure 
The use of shore-side electricity in inland ports could be envisaged in the same way 
as for the maritime sector (see section 4.1.2.2). 
5.1.3. Research and Technology 
The NAIADES action programme179 states that research into commercially-viable 
non-carbon fuels e.g. hydrogen fuel cells  and zero-emission engines should be 
pursued at national level, as should the id entification of technol ogies to reduce fuel 
consumption. Within the NAIADES framewor k, the Commission is also considering 
ways to help finance fleet modernis ation to, amongst other things, improve 
environmental performance. 
5.2. Local Pollution 
5.2.1. Regulatory Instruments 5.2.1.1. Water pollution 
EU rules
180 require that emissions of car bon monoxide, hydrocarbons, oxides of 
nitrogen and particulates from new engine s for inland waterway vessels sold in the 
EU comply with emission limit values . These are shown in Annex I. The 
Commission is currently assessing the impact s of tightening these emissions limits 
and of introducing "in-use compliance" mechanisms. 
There are also EU rules181 that give detailed requirements for new vessels on how to 
handle engine and lubricating oil, as well as oil used in hydraulic systems, in order to 
prevent emissions to water. There are EU  rules on the equipment required for the 
transporting hazardous materials. Additio nally passenger vessels must have waste 
water collecting tanks or appropriate on–board sewage treatment systems. The 
Commission is planning new rules on how e ngines should be maintained and the use 
of replacement parts and their characteristics.182 
                                                 
178 Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the 
taxation of energy products and electricity, OJ L 283 31.10.2003, p. 51 
179 Communication from the Commission on the promotion of inland waterway transport, "NAIADES": 
An integrated European actio n programme for inland waterw ays transport, COM (2006) 6 
180 Directive 97/68/EC of the Euro pean Parliament and of the Coun cil of 16 December 1997 on the 
approximation of the laws of the Member States re lating to measures against the emission of gaseous 
and particulate pollutants from internal combustion engines to be installed in non-road mobile 
machinery, OJ L 59, 27.2.1998, p. 1 
181 Annex II, Article 8.05 – 8.09, 15.14 and 10.02 respectively of Directive 2006/87/EC of the European 
Parliament and of the Council of 12 December 2006 laying down technical requirements for inland 
waterway vessels and repealing Council Directive 82/714/EEC, OJ L 389, 30.12.2006, p. 1 
182 It will make a proposal to amend Annex II, chapter 8a of Directive 2006/87/EC. 
 
EN 40   EN EU rules on boatmasters' certificates183 require candidates to have knowledge of the 
prevention of the pollution of waterway s before obtaining the certificate.  
The Commission said it would consider re inforcing the legal framework for waste 
disposal from vessels through a harmonisation proposal around 2009.184 
5.2.1.2. Air pollution 
EU rules185 require the sulphur content of fuel s used by inland waterway vessels' to 
have a maximum sulphur content of  1 000 mg/kg. In 2007 the Commission 
proposed186 to reduce this level fo r inland waterway vessels to 300 mg/kg from 31 
December 2009 and 10 mg/kg from 31 Dece mber 2011. Member States can set a 
lower limit.  
EU rules187 also set limits on the sulphur content of gas oil and marine gas oil, which 
are commonly used for inland navigation to 0.1%. They also require Member States 
to ensure that, from 1 January 2010 fuels used by inland waterway vessels on inland waterways do not use marine fuels (includi ng marine gas oil and marine diesel oil) 
with a sulphur content exceeding 0.1% by mass. Vessels are exempt if they have a certificate proving conformity with the Inte rnational Convention for the Safety of 
Life at Sea 1974 (as amended) or if they use an approved emission abatement technology which continuously achieves em ission reductions which are at least 
equivalent to those which would be ach ieved through the limits on sulphur and the 
emissions are continuously monitored. 
5.2.2. Infrastructure 
As stated in section 4.2.3,
188 the Commission will issue guidelines on the application 
of Community environmental legi slation to port development. 
                                                 
183 Council Directive 96/50/EC of 23 July 1996 on the harmonization of the conditions for obtaining 
national boatmasters' certificates for the carriage of goods and passengers by inland waterway in the 
Community, OJ L 235, 17.9.1996, p. 31 
184 Communication from the Commission on the promotion of inland waterway transport, "NAIADES": 
An integrated European actio n programme for inland waterw ays transport, COM (2006) 6 
185 Council Directive 1999/32/EC of 26 April 1999 relating to a reduction in the sulphur content of certain 
liquid fuels and amending Directive 93/12/EEC, (OJ L 121, 11.5.1999, p. 13) as amended by 
Regulation (EC) No 1882/2003 of the European Parliament and of the Council of 29 September 2003 
(OJ L 284 of 31.10.2003, p. 1) and Directive 2005/33/EC of the European Parliament and of the Council of 6 July 2005 (OJ L 191 of 22.7.2005, p. 59) 
186 Proposal for a Directive of the European Parliament and of the Council amending Directive 98/70/EC 
as regards the specification of petrol, diesel and gas-oil and introducing a mechanism to monitor and reduce greenhouse gas emissions from the use of road  transport fuels and amending Council Directive 
1999/32/EC, as regards the specification of fuel used by inland waterway vessels and repealing 
Directive 93/12/EEC, COM (2007) 18 
187 Council Directive 1999/32/EC of 26 April 1999 relating to a reduction in the sulphur content of certain 
liquid fuels and amending Directive 93/12/EEC, (OJ L 121, 11.5.1999, p. 13) as amended by 
Regulation (EC) No 1882/2003 of the European Parliament and of the Council of 29 September 2003 (OJ L 284 of 31.10.2003, p. 1) and Directive 2005/33/EC of the European Parliament and of the 
Council of 6 July 2005 (OJ L 191 of 22.7.2005, p. 59) 
188 Communication from the Commission on a European Ports Policy, COM (2007) 616 
 
EN 41   EN 5.2.3. Research and Technology 
Projects on electronic chart di splay information systems (E CDIS) have been financed 
by EU framework research programmes. 
5.3. Noise 
5.3.1. Regulatory Instruments 
EU rules189 require all non-passenger vessels with  a dead weight of more than 350 
tonnes which travel on inland waterways to not exceed 75 dB(A) when moving and 65 dB(A) when stationary. For passenger vess els these requirements will enter into 
force on 1 January 2015. 
5.4. Accidents 
5.4.1. Regulatory Instruments 
EU rules
190 set detailed technical requirements for many aspects of inland waterways 
vessels which aim at a high level of safety. 
There are EU rules setting the minimu m examination requirements for safety 
advisers for the transport of da ngerous goods on inland waterways,191 as well as for 
their appointment and vocational qualifications.192 Both of these sets of rules will be 
revised in 2009, when EU rules193 for the transport of dangerous goods by inland 
waterways will also be introduced. 
EU rules194 exist setting out the conditions fo r obtaining a Community Boatmasters' 
Certificate in order to be able to na vigate on EU waterways. These include a 
minimum age and professional experience, physical and mental fitness and a theoretical examination, which include having knowledge of water pollution. The 
requirements do not apply to vessels less than  20 metres long or to passenger vessels 
carrying less than 12 passengers.  
                                                
 
189 Directive 2006/87/EC of the European Parliament and of the Council of 12 December 2006 laying 
down technical requirements for inland waterway vessels and repealing Council Directive 82/714/EEC, 
OJ L 389, 30.12.2006, p. 1 
190 Directive 2006/87/EC of the European Parliament and of the Council of 12 December 2006 laying 
down technical requirements for inland waterway vessels and repealing Council Directive 82/714/EEC, 
OJ L 389, 30.12.2006, p. 1 
191 Directive 2000/18/EC of the European Parliament and of the Council of 17 April 2000 on minimum 
examination requirements for safety advisers for the transport of dangerous goods by road, rail or inland waterway, OJ L 118, 19.5.2000, p. 41 
192 Council Directive 96/35/EC of 3 June 1996 on the appointment and vocational qualification of safety 
advisers for the transport of dangerous goods by road, rail and inland waterway, OJ L 145, 19.6.1996, p. 10 
193 Proposal for a Directive of the European Parlia ment and of the Council on the inland transport of 
dangerous goods, COM(2006) 852 final  
194 Council Directive 96/50/EC of 23 July 1996 on the harmonization of the conditions for obtaining 
national boatmasters' certificates for the carriage of goods and passengers by inland waterway in the 
Community, OJ L 235, 17.9.1996, p. 31 
 
EN 42   EN 6. R AIL 
The EU rail network is di vided into high-speed and c onventional track. 50% of the 
track is electrified and by distance 80% of  the freight tonnage transported is on this 
network. There are between 15 000-18 000 dies el locomotives in Europe with an 
average age of 27.195 Engines need to be replaced around every 20 years; around 500 
new engines are bought every year. In comparison, there were an estimated 825 000 
freight wagons in the EU in 2000. They ha ve an average lifet ime of 40 years and 
roughly 15 000-20 000 are bought annually. They travel an average of between 10 
and 30 000 km/year. 
At the EU level, the general policy appro ach has been one to favour the development 
of rail transport by increasing reliabilit y, competition and cap acity and hence its 
attractiveness relative to other modes of transport. The 2006 Mid-Term Review of 
the Transport White Paper underlined the need to tackle low levels of interoperability, the lack of mutual recognition of ro lling stock and products, the 
weak coordination of infrastr ucture and interconnection of IT systems. Exploiting the 
potential of rail has been a key focus of  recent Commission initiatives, including 
developing a rail network gi ving priority to freight.
196 
6.1. Climate change 
6.1.1. Economic Instruments 
In addition to the general EU rules mentioned in section 2.1.1 EU rules197 set 
minimum taxation levels for both electrici ty and diesel fuels; however, tax 
exemption or reductions are allo wed for all rail, metro and tr am transport, partly as a 
result of their advantag es over road transport. 
EU rules198 harmonise charging principles for the use of railway infrastructure. They 
allow infrastructure charges to take account of the cost of the environmental impact 
of train operations. The charges need to be  proportional to the impact and must be 
revenue neutral for the infrastructure ma nager unless competing modes of transport 
are also subject to the charge. Member Stat es can also compensate rail infrastructure 
for any competitive disadvantage it may su ffer because other competing modes of 
transport have higher unpaid external environmental costs. This compensation can only be paid if external costs for other m odes of transport are greater and then only 
for the difference; however, for as long as the legislation does not explicitly authorise 
charging heavy goods vehicles for external costs through tolls, Member States cannot 
introduce the reform of tax/ch arge structures required to better internalise external 
costs in rail transport. 
                                                
 
195 Halder, M. and Löchter, A. (2005) Rail Diesel Study, WP1 Final Report. 
196 COM (2007) 608 final 
197 Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the 
taxation of energy products and electricity, OJ L 283 31.10.2003, p. 51 
198 Directive 2001/14/EC of the European Parliament and of the Council of 26 February 2001 on the 
allocation of railway infrastructure capacity and the levying of charges for the use of railway 
infrastructure and safety certification, OJ L 75, 15.03.2001, p. 29, and Council Directive 91/440/EC of 
29 July 1991 on the development of the Community's railways, OJ L 237, 24.8.1991, p. 25  
 
EN 43   EN Opening this policy option is a key part of  the Commission's strategy to internalise 
the external costs of transport (see section 2.1.1). This will be done through a 
combination of the Commission's proposal to revise the directive on infrastructure 
charging for heavy goods vehicles (see sec tion 7.4.1) and revising the EU rules on 
rail infrastructure charging, which will be proposed in late 2008. 
6.1.2. Research and Technology 
The TRAINER project, part-financed by the EU's Intelligent Energy – Europe 
programme aims to encourage train drivers to drive trains in a more energy efficient 
way. The project, which began in 2006, target s 25 000 drivers in 5 EU countries and 
will result in 1 m illion tonnes of CO 2 emissions being avoided as well as significant 
amounts of other emissions. The project es timates that if the training programme 
were to be extended to all 150 000 EU train drivers, around 6.5 million tonnes of CO
2 would be saved annually. 
The RAILENERGY project has also looked specifically at reducing CO2 emissions 
from the rail sector. 
6.2. Local Pollution 
6.2.1. Economic Instruments 
EU rules on rail infrastructure charging (see section 6.1.1) can also cover local 
pollution. 
6.2.2. Regulatory Instruments 
EU rules limit199 the emissions of CO, hydro carbons and NOx combined, and 
particulates that can be emitted from ne w locomotive engines. From 2010 tighter 
values apply. 
For high-speed rail the technical specifications200 state that the materials selected for 
use on rolling stock shall minimise the em ission of harmful and dangerous fumes or 
gases during use of the trains.  
EU rules require gas oils intended for use by non-road mobile machinery (which 
includes locomotives engines)  to have a maximum sulphur  content of 1 000 mg/kg. 
In 2007 the Commission proposed201 to reduce this to 10 mg/kg on 1 January 2009, 
                                                 
199 Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending 
Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against 
the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery, OJ L 146 of 30.4.2004, p.1-107 
200 Commission Decision 2002/735/EC of 30 May 2002 concerning the technical specification for 
interoperability relating to the rolling stock subsys tem of the trans-European high-speed rail system 
referred to in Article 6(1) of Directive 96/48/EC, OJ L 245 of 12.9.2002, p. 402 
201 Proposal for a Directive of the European Parliament and of the Council amending Directive 98/70/EC 
as regards the specification of petrol, diesel and gas-oil and introducing a mechanism to monitor and reduce greenhouse gas emissions from the use of road  transport fuels and amending Council Directive 
1999/32/EC, as regards the specification of fuel used by inland waterway vessels and repealing 
Directive 93/12/EEC, COM (2007) 18 
 
EN 44   EN unless this needs to be changed in order to ensure that there is no increase in 
greenhouse gas emissions. 
6.2.3. Research and Technology 
Research into cleaner and more efficien t diesel locomotives is currently ongoing 
under the framework research programmes (see section 2.1.5). 
For railway infrastructure the INFRAGUI DER project funded under the framework 
research programme is looking into the local environmental impacts of railway 
infrastructure construction and renovation. 
6.3. Noise 
6.3.1. Economic Instruments 
EU rules on rail infrastructure charging (see section 6.1.1) can also cover local 
pollution. 
6.3.2. Regulatory Instruments 
EU rules limit noise emissions from both conventional202 and high-speed rail.203 For 
conventional rail, these apply to new or  renewed rolling stock, including diesel204 
and electric engines, coaches, freight wagons and multiple units. In reality, new 
rolling stock for conventional rail have to have low-noise brake-blocks which reduce 
noise emissions by 50%.  
There are particular requirements for c onventional rail bel onging to the Trans-
European rail network system. These seek to ensure that noise le vels do not increase 
after renewal or upgrading, and for freight wagons that if the braking system has 
been changed, they have either been equipped with composite blocks or meet the limits for new wagons. For high-speed rail the technical specifications limit noise 
emissions.
205 
Alongside this inventory, the Commissi on produced a Communication on abatement 
measures for rail noise in 2008, and will follow this with a legislative proposal 
towards the end of 2008 to ensure the retr ofitting of low noise brake blocks on most 
existing rolling stock. 
                                                 
202 Commission Decision 2006/66/EC of  23 December 2005 concerning the technical specification for 
interoperability relating to the subsystem "rolling stock – noise" of the trans-European Conventional rail 
system, OJ L 37, 8.2.2006, p. 1 
203 Commission Decision 2002/735/EC of 30 May 2002 concerning the technical specification for 
interoperability relating to the rolling stock subsys tem of the trans-European high-speed rail system 
referred to in Article 6(1) of Directive 96/48/EC, OJ L 245 of 12.9.2002, p. 402 
204 There are some exemptions both permanent and tem porary. The permanent exem ptions are for diesel 
locomotives on the British and Irish networks for starting and stationary noise. 
205 The limits do not apply to parts of the system that have been renewed or subject to "maintenance-related 
replacement". Upgraded parts of the system apply the limits under certa in circumstances. The limits are 
65 dB(A) measured continuously or 70dB(A) intermittently when in stations or stabling track; and 87 
dB(A) at a speed of 250 km/h, 91 dB(A) at a speed of 300 km/h and 92 dB(A) at a speed of 320 km/h 
(linear interpolation for other maximum speeds), when in service. 
 
EN 45   EN 6.3.3. Infrastructure 
EU technical specificati ons for high-speed rail206 state that train noi se can be reduced 
by installing "sound-attenuating measures" along the track in areas particularly sensitive to noise, however this is not com pulsory. Infrastructure  is not included in 
the noise technical spec ifications for conventional rail but  this is planned and is part 
of a formal mandate to the European Railway Agency. 
6.3.4. Research and Technology 
The Strategies and Tools to Assess and Implement noise Reducing measures for 
Railway Systems (STAIRRS) project, financed under the 5
th Research Framework 
Programme, brought together the results of several other research projects into a 
practical tool that calculates the costs of achieving different noise reduction targets 
for railways as well as what actio n needs to be ta ken. Under the 6th Research 
Framework Programme, several projects looked at railway noise in different railway 
environments (urban rail, c onventional rail, shunting yards etc.). Further projects are 
likely to be financed under the 7th Research Framework Programme. 
6.4. Congestion 
6.4.1. Economic Instruments 
EU rules on charging for the use of railway infrastructure (see section 6.1.1) 
explicitly aim to optimise its use. Where demand for train paths (i.e. the use of the 
track) exceeds capacity, the infrastructure is allowed to levy a scarcity charge in order to give priority to t hose potential users with the highest willingness to pay. In 
addition, penalties for those causing delays  (be they infrastructure managers or 
network users) mean that there is an in centive to reduce delays – and hence to 
increase traffic flow and network capacity. 
6.4.2. Infrastructure 
Since March 2003, all new high speed lines must be equipped with ERTMS (the 
European Rail Traffic Monitoring Syst em) and, since September 2006, all new 
sections for conventio nal priority projects.
207 ERTMS will have two positive effects. 
First it will allow increased capacity on the railways, thereby reducing overall 
emissions if it entails a modal shift from more-polluting modes of transport. Second 
it will allow train drivers to know the next three signals therefore allowing them to 
adjust their driving behaviour to minimise  acceleration or braking, hence being more 
energy efficient. 
                                                 
206 Commission Decision 2008/735/EC of 30 May 2002 concerning the technical specification for 
interoperability relating to the rolling stock subsys tem of the trans-European high-speed rail system 
referred to in Article 6(1) of Directive 96/48/EC, OJ L 245, 12.9.2002, p. 402 
207 Decision No 884/2004/EC of the European Parliament and of the Council of 29 April 2004 amending 
Decision No 1692/96/EC on Community guidelines for the development of the trans-European 
transport network (Text with EEA relevance), OJ L 167, 30.4.2004, p. 1–38  
 
EN 46   EN 6.4.3. Research and Technology 
Several projects in the 6th and 7th Research Framework Programmes address the 
development of components for interlocki ng systems. There are also projects on 
sensor and monitoring systems to control rolling stock and railway infrastructure to 
reduce incidents and advise on the need for maintenance and renovation. 
6.5. Accidents 
Most safety measures are national, rath er than European and there are often 
significant differences between the Member  States. The EU's approach has been 
based on encouraging the inter operability of infrastructure  and rolling stock, such as 
standards for freight wagons and for signalling systems. Following the entry into force of EU rules on rail safety, the Eu ropean Railway Agency is tasked with 
preparing EU rules, which are then adopted at EU level.
208 
6.5.1. Regulatory Instruments 
EU rules set out the princi ples for harmonised safety certification and licensing of 
railway undertakings209 and set the framework conditi ons for a harmonised approach 
towards railway safety in the European Union.210 The latter include requiring 
Member States to set up a national railway sa fety authority dealing with safety issues 
to monitor compliance with common and natio nal safety rules. In addition the rules 
also require each Member State to create an independent accident investigation body. 
Other EU rules211 establish the European Railway Agency, which deals with safety 
issues by preparing work on a series of interoperability and common safety rules 
which are then adopted by the Commission. An example of these is the common 
format for rail safety certificates.212 
In 2006 the Commission proposed213 the mutual recognition of safety authorisations 
and extending the Agency's powers to enable  it to make an inventory of different 
national safety procedures and technical regul ations in force and to develop a list of 
                                                 
208 Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on safety on the 
Community's railways and amending Council Di rective 95/18/EC on the licensing of railway 
undertakings and Directive 2001/14/EC on the allo cation of railway infrastru cture capacity and the 
levying of charges for the use of railway infrast ructure and safety certification (Railway Safety 
Directive), OJ L 164, 30.4.2004, p. 44 
209 Directive 2001/14/EC of the European Parliament and of the Council of 26 February 2001 on the 
allocation of railway infrastructure capacity and the levying of charges for the use of railway 
infrastructure and safety certification, OJ L 75, 15.3.2001, p. 29 
210 Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on safety on the 
Community's railways and amending Council Di rective 95/18/EC on the licensing of railway 
undertakings and Directive 2001/14/EC on the allo cation of railway infrastru cture capacity and the 
levying of charges for the use of railway infrast ructure and safety certification (Railway Safety 
Directive), OJ L 164, 30.4.2004, p. 44 
211 Regulation (EC) No 881/2004 of the European Parliament and of the Council of 29 April 2004 
establishing a European railway agency (Agency Regulation), OJ L 164, 30.4.2004, p. 1 
212 Commission Regulation EC/653/2007 of 13 June 2007 on the use of a common European format for 
safety certificates and application documents in accor dance with Article 10 of Directive 2004/49/EC of 
the European Parliament and of the Council and on the validity of safety certificates delivered under 
Directive 2001/14/EC, OJ L 153, 14.6.2007, p. 9 
213 Proposal for a Directive of the European Par liament and of the Council, amending Directive 
2004/49/EC on safety on the Community's railways, COM(2006)784  
 
EN 47   EN requirements where compliance need only be checked once because they are in line 
with internationally accepted rules. 
In 2007 new EU rules214 introduced a European driver  licence which will make it 
easier for train drivers to circulate on th e entire European network. This includes 
requirements on the physical and occupati onal psychological fitness, professional 
experience and knowledge. 
There are also EU rules215 on the transport of danger ous goods by rail which aim to 
reduce accidents and their negative effects.  EU rules also exist setting the minimum 
examination requirements for safety advisers,216 as well as for their appointment and 
vocational qualifications.217 All of these rules will be revised in 2009. In addition, 
there are EU rules on transportable pressure equipment218 that can be used in rail 
transport in order to ensure that they are safe and can move freely within the internal 
market. 
6.5.2. Research and Technology 
Several projects, such as MODTRAIN, MODBRAKE and INNOTRACK, have been 
financed under the 6th Research Framework Progra mme to develop technical 
specifications to increase the modularisation of rolling stock design and the design of 
infrastructure components. These projects are linked to the common interoperability 
standards and safety rules being deve loped by the European Railways Agency. 
                                                 
214 Directive 2007/59/EC of the European Parliament and of the Council of 23 October 2007 on the 
certification of train drivers opera ting locomotives and trains on the railway system in the Community, 
OJ L 315, 3.12.2007, p. 51 
215 Council Directive 96/49/EC of 23 July 1996 on the approximation of the laws of the Member States 
with regard to the transport of dangerous goods by rail, OJ L 235, 17.9.1996, p. 25.  
216 Directive 2000/18/EC of the European Parliament and of the Council of 17 April 2000 on minimum 
examination requirements for safety advisers for the transport of dangerous goods by road, rail or inland waterway, OJ L 118, 19.5.2000, p. 41 
217 Council Directive 96/35/EC of 3 June 1996 on the appointment and vocational qualification of safety 
advisers for the transport of dangerous goods by road, rail and inland waterway, OJ L 145, 19.6.1996, p. 10 
218 Council Directive 1999/36/EC of 29 April 1999 on transportable pressure equipment, OJ L 138, 
1.6.1999, p. 20 
 
EN 48   EN 7. R OAD TRANSPORT  
In 2006 there were over 230 million passenger cars, 800 000 buses and coaches, 32 
million goods vehicles (including 6 m illion heavy goods vehicles) and 31 million 
motorbikes and mopeds were registered in the EU27. The total number of vehicles 
on the EU's roads increases every year . In 2004 there were over 61 500 km of 
motorways in the EU25, a figure that is becoming denser. Road transport accounts for over 72% of tonne kilometres  in inland freight transport,
219 a  h a r e  t h a t  i s  
continually rising. A similar picture can be observed in passenger transport where 
road transport – mainly by passenger cars, but also by buses and coaches as well as powered two-wheelers dominate s (interurban and urban) ra il transport by 9:1, when 
measured in passenger kilometres. Deaths from road accidents in the EU have declined significantly from almost 76 000 in 1990 to around 43 000 in 2006. 83.5% 
of all CO
2 emissions come from road transport and noise from the sector has been 
estimated to affect 32% of the EU's population.  
At the EU level, the genera l policy approach is to impr ove the efficiency of all 
modes of transport on their own on in co mbination, while seeking to reduce the 
external impacts of motorised transport in terms of accidents, congestion and the 
environment. The 2006 Mid-Term Review of the Transport White Paper stressed the 
importance of improving road safety and reducing congestion, including through the use of demand management, such as smart charging, and through in telligent transport 
systems. The key role of logistics and ac tion in urban areas was also highlighted. 
In 2006 the Commission launched th e Intelligent Car Initiative
220 to provide a policy 
framework for EU action to make road tran sport safer, cleaner and smarter by using 
advanced information and communication technologies. This includes coordinating 
and supporting the work of relevant stakeholders, supporting research and 
development and facilitating the take-up and use of research resu lts and creating user 
acceptance. The progress of this  initiative is described in  the First Intelligent Car 
yearly report.221 
In 2007 the Commission set out222 how it intended to steer automotive policy, using 
the results of the CARS 21 High-Level Gr oup, which was set up  by the Commission 
in 2005 and brought together al l the main stakehol ders to undertake a comprehensive 
automotive-related regulat ory and policy review. 
                                                 
219 Excluding short-sea shipping; 46% including short-sea shipping. 
220 Communication from the Commission to the Council, the European Parliament, the European 
Economic and Social Committee and the Committee of the Regions on the Intelligent Car Initiative - 
"Raising Awareness of ICT for Smarter, Safe r and Cleaner Vehicles", COM (2006) 59 
221 Communication from the Commission to the European Parliament, the Council, the European 
Economic and Social Committee and the Committee of the Regions - Towards Europe-wide Safer, 
Cleaner and Efficient Mobility: The First Intelligent Car Report, COM(2007) 541 
222 Communication from the Commission to the European Parliament and Council: A Competitive 
Automotive Regulatory Framework for the 21st Century – Commission's position on the CARS 21 High 
Level Group Final Report, A contribution to the EU's Growth and Jobs Strategy, COM (2007) 22 
 
EN 49   EN Internationally, the Commission aims to use international standards, such as those 
developed by World Forum for the Harmoni sation of Vehicle Regulations, as much 
as possible in order to facilitate the free movement of new vehicles and components. 
All road vehicles with the ex ception of tractors and bicycl es are subject to, or will 
become subject to over the coming years,  the EU's whole-ve hicle type-approval 
system. This system sets requirements for many different aspects of vehicle design which have to be met for them to be a llowed to be marketed and sold on the EU 
market. More information on this is given in Annex III, table 1. 
In the following sections it should be assumed that measures apply to all motor 
vehicles unless it is stated otherwise. 
7.1. Climate change 
The Commission has had a st rategy to reduce the CO
2 emissions from light duty 
vehicles (i.e. cars and vans) since 2007.223 This replaced a 1995 strategy which was 
only for cars224 and was based on three pillar s: voluntary commitments by the 
European, Japanese and Korean carmakers to reduce average emissions from new vehicles; consumer information, through the labelling of all new cars; and fiscal 
measures to promote fuel-efficient cars. 
7.1.1. Economic Instruments 
7.1.1.1. Fuel Tax 
In addition to the general EU rules men tioned in section 2.1.1 EU rules on taxing 
motor fuels allow Member States to differentiate tax rates for certain uses
225 and 
between the commercial and non- commercial use of gas oil. 226  
7.1.1.2. Circulation and registration tax 
In 2005 the Commission proposed227 introducing differentiation to annual circulation 
taxes on the basis of the grams of CO 2/km per car and requiring 25% of total tax 
revenue to be CO 2 based by the end of 2008 and 50%  by 2010. It also proposed the 
gradual abolition of car registration tax over a period of five to ten years with the 
                                                 
223 Communication from the Commission to the Council and the European Parliament: Results of the 
review of the Community Strategy to reduce CO 2 emissions from passenger cars and light-commercial 
vehicles, COM (2007) 19 
224 COM (95) 689, Communication from the Commission to the Council and the European Parliament - A 
community strategy to reduce CO 2 emissions from passenger cars and improve fuel economy 
225 It is allowed for vehicles used by public administration and the armed forces. In addition, for cars it is 
allowed for taxis and vehicles used by disabled people; for vans and lorries, for waste collection and 
ambulances; for buses, those used for local public passenger transport; and for tractors, those used for 
waste collection. 
226 For commercial and non-commercial gas oil, if the level is neither lower than the EU minimum rate nor 
the national rate on 1.1.2003. This will apply to lorr ies if their maximum permissible laden weight is 7.5 
tonnes or more and to buses. If the lorry is subject to  road user charges, the rate can only be lower than 
the national rate on 1.1.2003 if, on 1.1.2003, the rate was double the EU minimum rate on 1.1.2004, the 
overall level of taxation is broadly equivalent and the EU minimum rate is respected. 
227 COM(2005) 261 Proposal for a Council directive on passenger car related taxes 
 
EN 50   EN taxes being differentiate d on the basis of the number of grams of CO 2/km per car 
during the phase out period. 
7.1.1.3. "Light-duty Environmentall y-Enhanced Vehicle" (LEEV) 
In order to allow fiscal incentives to fo cus on the cleanest light -duty vehicles on the 
market, the Commission has stated228 that a "light-duty e nvironmentally enhanced 
vehicle" (LEEV) should be define d at EU level. It stated th at they should be vehicles 
that meet the next stage of pollutant emission limit values as laid down in the relevant legislation, and stay below 120g CO
2/km. 
7.1.1.4. Collective Procurement 
In 2006, the Commission said it would streng then efforts to develop markets for 
cleaner, smarter, more energy-efficient and safer vehicles.229 This will entail 
facilitating co-operation between manufacturer s, local and regional authorities, and 
other entities with large vehicle fleets a nd car-sharing organisations, with a view to 
encourage these buyers to collectively ac quire less polluting and energy-efficient 
vehicles at lower cost through joint pr ocurement actions and the exchange of 
information.230 
7.1.2. Regulatory Instruments 
7.1.2.1. CO 2 emissions from new vehicles 
In 1998 and 1999 the European Commission ente red a voluntary agreement with the 
European, Japanese and Korean car indus try to reach average emissions of CO 2 from 
new cars of 140g/km by 2012. In 2007 the Commission concluded that, although 
there had been a reduction in these average emissions,231 the target was unlikely to be 
met and made a legislative proposal232 to ensure that, along with other technological 
improvements and an increased use of bi ofuels, the Community target of 120g/km 
would be met by 2012. 
The legislative proposal would require that  from 2012 the average of all new cars 
sold will not exceed the 130g/km limit. Different vehicles would have different reduction targets, even if th ey already meet the 130g/km level. These targets would 
be calculated using a formula that would ha ve the effect of requiring heavier cars to 
decrease their emissions by more than lighter ones. 
                                                
 
228 Communication from the Commission to the Council and the European Parliament: Results of the 
review of the Community Strategy to reduce CO 2 emissions from passenger cars and light-commercial 
vehicles, COM (2007) 19 
229 Communication from the Commission: Action Plan for Energy Efficiency: Realising the Potential, 
COM (2006) 545 
230 Commission Staff Working Document: Analysis of th e Action Plan for Energy Efficiency: Realising 
the Potential, SEC (2006) 1173 
231 Between 1995 and 2004 the average emissions fr om new cars sold in the EU fell from 186g CO 2/km to 
163g CO 2/km. 
232 Proposal for a Regulation of the European Parliament and of the Council setting emission performance 
standards for new passenger cars as part of the Community's integrated approach to reduce CO 2 
emissions from light-duty vehicles, COM (2007) 856 
 
EN 51   EN Manufacturers (selling over 10,000 units per year in the EU) w ould be able to 
continue selling cars that do not meet the targets if either: 
– they (or other manufacturers they have ag reed to pool their fl eet with) sold enough 
other models that emitted less than the targ et that could compensate for those that 
exceeded the target; or 
– they paid a fine based on the number of vehicles sold in the calendar year, the 
excess emissions (in grams per kilometre) and an "excess emissions premium" in 
Euros, which would increase from €20 in 2012 to €95 in 2015 and beyond. 
In 2007233 the Commission said it would propose measures to limit the CO 2 
emissions from vans by mid-2008 to reach average emissions of 175g/km by 2012 and 160g/km by 2015. 
7.1.2.2. CO
2 labelling and promotion of new vehicles 
To help consumers make informed purchases of new passenger cars, EU rules234 
require, at the point of sa le, a fuel economy label on each  model and a poster (or a 
display) showing the offici al fuel consumption and CO 2 emission data of all models 
displayed for sale or lease. In a ddition a guide to fuel economy and CO 2 emissions 
has to be available and all promotional l iterature must contain the official fuel 
consumption and specific CO 2 emission data for the models to which it refers. 
Towards the end of 2008, the Commission wi ll propose amending these requirements 
to make them more effective. 
In 2007 the Commission proposed235 that from 1 January 2010 the label, fuel 
economy guide and promotional literature fo r passenger cars must indicate the extent 
to which the car's specific emissions of CO 2 differ from its specific emissions target 
set (see section 7.1.2.1). 
EU rules also require that from 3 Ja nuary 2009, manufacturer s of passenger cars, 
vans and buses up to 2 610 kg set out CO 2 emissions and fuel consumption figures in 
a document given to the purchaser of the vehicle at the time of purchase.236 
The Commission has invited car manufactur ers to sign up before mid-2007 to a 
voluntary agreement on an EU wide code of good practice rega rding car marketing 
                                                 
233 Communication from the Commission to the Council and the European Parliament: Results of the 
review of the Community Strategy to reduce CO2 emissions from passenger cars and light-commercial 
vehicles, COM (2007) 19 
234 Directive 1999/94/EC of the Europ ean Parliament and of the Council of 13 December 1999 relating to 
the availability of consumer information on fuel economy and CO 2 emissions in respect of the 
marketing of new passenger cars, OJ L 12, 18.1.2000, p. 16. 
235 Proposal for a Regulation of the European Parliament and of the Council setting emission performance 
standards for new passenger cars as part of the Community's integrated approach to reduce CO 2 
emissions from light-duty vehicles, COM (2007) 856 
236 Regulation 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval 
of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and 
Euro 6) and on access to vehicle repair and mainte nance information, OJ L 171, 29.6.2007, p. 1 
 
EN 52   EN and advertising and at the promotion of sustainable consumption patterns.237 
Following this the manufacturers proposed a code which is now being negotiated 
with the Commission. 
7.1.2.3. Public Procurement 
Public procurement currently accounts for slightly below 1% of market share for 
cars, around 6% for vans, around 6% for lorries and around one third for buses.238 In 
December 2007, the Commission adopted a revi sed proposal for a directive on the 
promotion of clean and energy efficient road transport vehicles239, which covers cars, 
trucks, vans and buses. This proposal ai ms to promote the introduction of these 
vehicles through green public procurement.  Initially Member States would be 
required to ensure that where the public sector wants to use operational life-time costs for energy consumption, CO
2 emissions, and pollutant emissions as criteria for 
purchasing vehicles or services they ha ve to follow the methodology set out in the 
directive. From 2012 using the methodology will become mandatory for all such 
purchases. 
7.1.2.4. Alternative Fuels 
In 2001 the Commission set out a strategy240 to achieve 20% substitution of 
conventional automotive fuel by 2020, iden tifying biofuels, natural gas, and 
hydrogen as the main possibi lities. This was followed by Member States being 
required241 to set national indicative targets for the use of biofuels and other 
renewable fuels and to ensure that a certa in percentage of the overall petrol and 
diesel fuels sold for transport is from thes e fuels. The indicative targets are 2% by the 
end of 2005 and 5.75% by the end of 2010, a lthough lower targets can be set on the 
basis of objective criteria. Achieving th ese targets could re sult in greenhouse gas 
savings of between 0.3 and 1% of EU CO 2 emissions.242 Member States are also 
required to ensure that information is give n to the public on the av ailability of these 
fuels, and to ensure that for certain blends243 there is specific labelling at the point of 
sale. 
                                                 
237 Communication from the Commission to the Council and the European Parliament: Results of the 
review of the Community Strategy to reduce CO2 emissions from passenger cars and light-commercial 
vehicles, COM (2007) 19 
238 Revised proposal for a directive of the European Parliament and of the Council on the promotion of 
clean and energy efficient road tr ansport vehicles, COM (2007) 817 
239 Revised proposal for a directive of the European Parliament and of the Council on the promotion of 
clean and energy efficient road tr ansport vehicles, COM (2007) 817 
240 Communication form the Commission to the European Parliament, the Council, the Economic and 
Social Committee and the Committee of  the Regions on alternative fuels for road transportation and on 
a set of measures to promote the use of biofuels, COM (2001) 547 
241 Directive 2003/30/EC of the European Parliament and of the Council of 8 May 2003 on the promotion 
of the use of biofuels and other renewable fuels for transport, OJ L 123, 17.5.2003, p. 42 
242 Commission Staff Working Document: Impact Asse ssment of a Proposal for a directive of the 
European Parliament and of the Council modifying Directive 98/70/EC relating to the quality of petrol 
and diesel fuels, SEC(2007) 55, p. 112 
243 Where there is more than 5% of fatty acid methyl ester (FAME) or 5% of bioethanol. 
 
EN 53   EN In early 2008 the Commission proposed a directive244 that would require each 
Member State to have at least 10% of its petrol and diesel fuels for transport coming 
from alternative fuels by 2020. The proposal was accompanied by rules to ensure the "sustainability" of the biofuels. The propos al would also require Member States to 
ensure that information is given to the public  on the availability of biofuels and other 
renewable transport fuels. If a transport fuel  is blended with more  than 10% biofuels 
this has to be indicated at the point of sale. In addition, at filling stations with more 
than 2 pumps, diesel with more than 7% biofuels has to be made available by 31 
December 2010 and diesel with more than 10% has to be made available by 31 December 2014. In total this proposal has b een estimated to result in greenhouse gas 
savings of 68 million tonnes of CO
2 equivalent. 
In 2007 the Commission proposed  extending the scope of the EU's type approval 
system (See annex III, table 3) for cars, vans, lorries and buses to include hydrogen 
as a fuel.245 This should facilitate the introducti on of this technology to the market.  
7.1.2.5. Vehicle Equipment: Air-conditioning systems and Gear-shift indicators 
EU rules246 set minimum requirements for air conditioning systems in passenger cars 
and in vans weighing no more than 1 305 kg. These are shown in A nnex III, table 2. 
The rules also require systems that have leaked an abnorma l amount to not be refilled 
until they have been repaired. 
The Commission is required to publish a report by 4 July 2011 on whether these 
provisions should be amended, including cons ideration of whether the legislation 
should be extended to buses and vans  above 1 305 kg but below 3 500 kg and 
whether measures on the retrofitting and re filling of mobile ai r-conditioning systems 
are necessary. 
In 2006247 the Commission committed itself to working towards minimum efficiency 
requirements for automobile air-conditioning systems during 2007 and 2008. It will 
make a proposal for legislation before the end of 2008. 
The Commission is currently working on proposals to legislate on gear-shift 
indicators as they are thought to improve  fuel economy and has launched a public 
consultation. 
7.1.2.6. Driving Tests 
Since 2003 EU rules on driving licences (s ee section 7.5.1.11) have required theory 
tests to include environmental questions on vehicle use in relati on to the environment 
                                                 
244 Proposal for a directive of the European Parliament and of the Council on the promotion of the use of 
energy from renewable sources, COM (2008) 19 
245 Proposal for a regulation of the European Parliament  and of the Council on type-approval of hydrogen 
powered motor vehicles and amending Directive 2007/46/EC, COM (2007) 593 
246 Directive 2006/40/EC of the European Parliament  and of the Council of 17 May 2006 relating to 
emissions from air-conditioning systems in motor vehicles and amending Council Directive 
70/156/EEC, OJ L 161, 14.6.2002, p. 12 
247 Communication from the Commission: Action Plan for Energy Efficiency: Realising the Potential, 
COM (2006) 545 and Commission Staff Working Document: Analysis of the Action Plan for Energy 
Efficiency: Realising the Po tential, SEC (2006) 1173 
 
EN 54   EN for all driving licence candidates except for tractors.248 These include questions on 
moderate fuel consumption and the limitati on of pollutants, the precise nature of 
which is left to Member States. In a ddition for lorry and bus drivers, driving 
examiners must assess whether a licence applicant is "driving economically and 
environmentally friendly, taking into acc ount the revolutions per minute, changing 
gears, braking and accelerating". 
In 2007 the Commission said that it may consider the inclusion of eco-driving 
requirements in future revisions of the driving licence directive.249 It also said that it 
will propose legislation to harmonise requirements to promote fuel efficiency in drivers' education curricula and support projects in 2008. 
7.1.2.7. Tyre-related measures 
The Commission is developing a scheme to gr ade and label tyres according to rolling 
resistance (this is of direct relevance for fuel  consumption and hence CO
2 emissions) 
and is planning a proposal for the first half  of 2009. The aim is to shift the market 
towards tyres that have low rolling resistance,  but which also satisfy safety standards. 
The proposal is likely to cover tyres for pa ssenger cars and vans and may those for 
lorry and bus tyres too. 
In line with the Community strategy to reduce CO 2 emissions from cars, the 
Commission has proposed rules250 on low rolling resistance and type pressure 
monitoring which will contribute to reducing CO 2 emissions from cars. 
7.1.3. Research and Technology 
The Commission is currently supporting a vari ety of research towards reaching the 
European Road Transport Research Adviso ry Council's research  target of a 40% 
reduction in CO 2 for new passenger vehicles by 2020 (i.e. 95g CO 2/km)251. 
The ECODRIVEN project, financed by the Intelligent Energy – Europe programme, 
began in 2006 and will finish in 2008. It aims to involve around 500 000 car, van, 
lorry and bus drivers in nine EU countri es (and reach a further 2 million through 
dissemination activities) to optimise their driving behaviour from a safety and energy-efficient perspective. In so doi ng it aims to save 500 000 tonnes of CO
2 and 
significant amounts of other emi ssions from road transport. 
Biofuel production and its use in captive fleets has been supported in several 
Community funded projects in the framewor k of the "Biofuels Cities" initiative, 
which began in early 2006 a nd will run until the end of 2009. 
                                                 
248 Commission Directive 2000/56/EC of 14 September 2000 amending Council Directive 91/439/EEC on 
driving licences, OJ L 237, 21.9.2000, p. 45 
249 Communication from the Commission to the Council and the European Parliament: Results of the 
review of the Community Strategy to reduce CO2 emissions from passenger cars and light-commercial 
vehicles, COM (2007) 19 
250 Insert reference 
251 Communication from the Commission to the Council and the European Parliament: Results of the 
review of the Community Strategy to reduce CO2 emissions from passenger cars and light-commercial 
vehicles, COM (2007) 19 
 
EN 55   EN In addition, as part of th e Intelligent Car Initiative252 the Commission is developing a 
methodology for measuring the impact  of these ICT technologies on CO 2. Once this 
is done it will develop an implementa tion plan for the most effective ICT 
technologies for vehicles. This could incl ude promoting on-board technologies that 
provide drivers with real-time informati on about the road ne twork and optimise a 
journey or the engine performance improving overall energy efficiency. 
The CLEVER (Compact Low-Emissi on Vehicles for urban transport)253 project has 
also led to the development of a three-whee led gas-powered protot ype vehicle that is 
less than one metre wide, carries two people in tandem, reaches almost 100 km/h and emits less than 60g/km of CO
2. 
7.1.3.1. Intelligent Transport Systems 
In addition to the ongoing work under the Inte lligent Car Initiative (see section 7), an 
action plan on intelligent tran sport systems for road is be ing prepared for adoption in 
2008. The plan is needed to encourage the uptake of existing tec hnologies that can 
help to reduce congestion and increase ro ad efficiency, thereby reducing pollutant 
emissions. Currently the large-scale depl oyment of research findings is not 
happening. Uptake of these research findings  is difficult because there is no clear 
vision of what is desired by policy-makers and of what each stakeholder needs to do. 
As a result investors are wary of making the investments needed to ensure large-scale 
implementation. 
7.1.3.2. Hydrogen and fuel cell technology development 
In 2002, the Commission created a High-Le vel Group which developed a long-term 
vision for a possible hydrogen economy in Europe.254 Based on its recommendations, 
the Commission then initiat ed a Technology Platform on Hydrogen and Fuel Cell 
Technologies, which aims to accelerate the development and deployment of these 
technologies in Europe by bringing togeth er the major stakeholders to foster 
cooperation and develop awareness of mark et opportunities as well as structuring 
European-level research into the tec hnologies. This Technology Platform has 
published an implementation plan255 setting out priorities for research and 
demonstration in order to ach ieve commercialisation around 2020. 
To implement this, the Commission has pr oposed an EU law to set up a Fuel Cell 
and Hydrogen Joint Technology Initiative as a public-priva te partnership.256 For the 
automotive sector, the aim is to achieve  breakthroughs in technology bottlenecks and 
to enable industry to take the large-scal e commercialisation decisions necessary to 
achieve mass market growth in the ti me-frame 2015-2020. The proposed Community 
                                                 
252 Communication from the Commission to the European Parliament, the Council, the European 
Economic and Social Committee an d the Committee of the Regions: Towards Europe-wide Safer, 
Cleaner and Efficient Mobility: The First Intelligent Car Report, COM (2007) 541 
253 http://www.clever-project.net/  
254 Hydrogen Energy and Fuel Cells - A vision of our future 
255 Implementation Plan – Status 2006, European Hy drogen and Fuel Cell Technology Platform, March 
2007 
256 Proposal for a Council Regulation setting up the Fuel Cells and Hydrogen Joint Undertaking, COM 
(2007) 571 
 
EN 56   EN contribution of €470 million between  2007 and 2013 should be matched by 
contributions from industry. 
Over the past 15 years, the Commission has supported the research, development and 
demonstration of hydrogen and fuel cell vehicles.257 This includes basic and applied 
research, as well as the demonstration of  buses, cars and other vehicles. A major 
hydrogen bus demonstration project (HyFleet :CUTE) will continue to demonstrate 
27 hydrogen fuel cell buses and 14 new buses with hydrogen engines at seven locations in Europe and two in Australia and China. A new hydrogen fuel cell hybrid pre-commercial bus will be developed w ith much improved energy efficiency and 
emitting only water vapour. 
7.2. Local Pollution 
7.2.1. Economic Instruments 
Member States can
258 offer financial incentives for the uptake of new cars and vans 
offered for sale which meet the Euro 5 or 6 standards and for buses and lorries which 
meet the Euro V standards259 (see section 7.2.2.2). In both cases the incentives can 
only be offered before the emission limit va lues become legally binding; once they 
are legally-binding the incentives must cease.  The incentives must also be no more 
than the actual cost of the technical solu tions introduced to ensure compliance with 
the limit values and their in stallation. Member States can also grant financial 
incentives for the retrofitting of in-use ve hicles and for scrapping vehicles which do 
not comply. 
If Member States choose to gr ant tax incentives for buses and lorries, they have to be 
granted to all meeting the EU limit values  for Environmentall y-Enhanced Vehicle 
(EEV).260 They also have to inform the Commission how they are implementing the 
incentives. The values are shown in Annex III, table 3.261  
                                                 
257 Including €320 million in the 6th Framework Programme. 
258 Regulation 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval 
of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and mainte nance information, OJ L 171, 29.6.2007, p. 1 
259 The same would be true for 2 and 3 wheeled motor vehicles if additional provisions were scheduled to 
come into force. 
260 Directive 2005/55/EC of the European Parliament and of the Council of 28 September 2005 on the 
approximation of the laws of the Member State relating to the measures to be taken against the emission 
of gaseous and particulate pollutants from compressi on ignition engines for use in vehicles, and the 
emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied 
petroleum gas for use in vehicles, OJ L 275, 20.10.2005, p. 1 
261 The proposal for Euro VI standards (proposal for a Regulation of the European Parliament and of the 
Council on type-approval of motor vehicles and engines with respect to emissions from heavy duty 
vehicles (Euro VI) and on access to vehicle repair and maintenance information, COM(2007) 851) 
would annul these EEV standards. 
 
EN 57   EN 7.2.2. Regulatory Instruments 
7.2.2.1. Fuel quality 
EU rules on petrol262 set maximum levels for hydro carbons (olefins, aromatics, 
benzene), oxygen-containing additives (including metha nol, ethanol, ethers and 
certain types of propyl and butyl alcohol),  sulphur and lead. The same rules set 
maximum levels for sulphur in both diesel fuel and gas oil (for  use by agricultural 
tractors) and for polycyclic aromatic hydro carbons in diesel fuel. The EU maximum 
level for sulphur will decrease from 50 to 10 mg/kg on 1 January 2009263.  
In addition, the rules require that unleaded petrol with a maximum sulphur content of 
10 mg/kg must be marketed and available on  an appropriately ba lanced geographical 
basis within every Member St ate. In 2007 the Commission proposed264 introducing a 
new, separate blend of petrol with higher maximum concentrations of oxygen-containing additives in order to allow a higher volume of biofuels to be used in petrol 
and reducing the maximum levels of polycyclic aromatic hydrocarbons from 
11% m/m to 8% m/m. 
7.2.2.2. Vehicle Emissions Standards 
There are EU requirements
265 preventing the placing on the market and sale of new 
types of cars, two and three wheeled vehicles,266 vans267 and buses268 that do not 
meet certain minimum emissions standards for various different pollutants including 
carbon monoxide, hydrocarbons, nitrogen oxides,  particulates, smoke and ammonia. 
These are referred to as EURO emission standards. These requirements have been progressively tightened and, for cars and vans  are different for diesel and petrol or 
gas driven engines. For buses the require ments are only for petr ol-driven engines, 
with requirements for diesel buses coming in to force in 2012. For vans and buses the 
requirements also depend on the mass of the vehicle. For tractors, the EU 
requirements
269 focus on the engines.270 
                                                 
262 Directive 98/70/EC of the European Parliament and of the Council of 13 October 1998 relating to the 
quality of petrol and diesel fuels and amending Co uncil Directive 93/12/EEC, OJ L 350, 28.12.1998, p. 
58, as amended by Directive 2003/17/EC. 
263 With the exception of gas oil for agricultural tractors, which is currently 1,000 mg/kg and the 
Commission's 2007 proposal would bring this down to 10 mg/kg from the end of 2009. 
264 Proposal for a Directive of the European Parliament and of the Council amending Directive 98/70/EC 
as regards the specification of petrol, diesel and gas-oil and introducing a mechanism to monitor and 
reduce greenhouse gas emissions from the use of road  transport fuels and amending Council Directive 
1999/32/EC, as regards the specification of fuel used by inland waterway vessels and repealing 
Directive 93/12/EEC, COM (2007) 18 
265 Council Directive 70/220/EEC of 20 March 1970 on the approximation of the laws of the Member 
States on measures to be taken against air pollution by emissions from motor vehicles, as amended, OJ 
L 76, 6.4.1970, p.1 
266 Directive 97/24/EC of the European Parliament and of the Council of 17 June 1997 on certain 
components and characteristics of two or three-wheel motor vehicles, OJ L 226, 18.8.1997, p. 1, as 
amended 
267 With a mass of up to 2 500 kg, and from 3.1.2009, 2 610 kg 
268 With a mass of less than 2 610 kg 
269 The levels are defined in Directive 97/68/EC of the European Parliament and of the Council of 16 
December 1997 on the approximation of  the laws of the Member States relating to measures against the 
 
EN 58   EN Other buses, including those fuelled by natu ral gas and LPG, as well as lorries 
powered by a diesel or gas (L PG or natural gas) engine are not subject to the same 
type of restrictions. For them, Member St ates are allowed, but not required, to ban 
registration, sale, entry into se rvice and use or prohibit the sale of new diesel engines 
that do not meet certain requirements.271 The standards differ for diesel and gas 
engines with diesel engines with catal ytic converters bei ng subject to the 
requirements for gas engines. 
The current standards are shown in the ta bles 4-12 in Annex III along with the 
requirements that will come into  force over the coming years.  
In 2007 the Commission proposed272 tightening some of th ese standards for buses 
and lorries as well as requiring manufact urers to take the technical measures 
necessary to ensure that e xhaust emissions comply with these limits under normal 
conditions of use for the normal life of  the vehicle. For passenger cars, the 
Commission is currently examining options to ensure that the emissions testing 
process takes better account of real-life emissions273 and is also working towards the 
adoption of global technical regulations on heavy duty vehi cles' emission test cycles, 
off-cycle emissions and on-board diagnosti c systems so that real-life emissions 
conditions are better reflected.274 For motorcycles, mopeds and quadricycles the 
Commission is currently undertaking prep aratory work for a proposal that is 
scheduled for adoption in the first half of 2009 and which will consider pollutant emissions and their test cycles. 
7.2.2.3. Roadworthiness testing 
The EU requirements for roadworthiness te sting (see section 7.5.1.6)  include visual 
inspections of the exhaust system, any emission control equipment and emissions 
testing. The exhaust emissions have to be checked against the manufacturers original 
specifications or, if Member States choose not  to use this or the information is not 
available, maximum permissible concentra tions are set depending on the type of 
engine and on the date the ve hicle was first put into service. The requirements are 
shown in Annex III, table 13. 
                                                                                                                                                        
 
emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-
road mobile machinery, OJ L 59, 27.2.1998, p. 1 
270 Directive 2000/25/EC of the European Parliament and of the Council of 22 May 2000 on action to be 
taken against the emission of gaseous and particulate pollutants by engines intended to power agricultural or forestry tractors and amending Council Directive 74/150/EEC, OJ L 173, 12.7.2000, p. 1 
271 Directive 2005/55/EC of the European Parliament and of the Council of 28 September 2005 on the 
approximation of the laws of the Member State relating to the measures to be taken against the emission of gaseous and particulate pollutants from compressi on ignition engines for use in vehicles, and the 
emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied 
petroleum gas for use in vehicles, OJ L 275, 20.10.2005, p. 1 
272 Proposal for a Regulation of the European Parliament and of the Council on type-approval of motor 
vehicles and engines with respect to emissions fr om heavy duty vehicles (E uro VI) and on access to 
vehicle repair and maintenance information, COM(2007) 851 
273 Communication from the Commission to the European Parliament and to the Council, A competitive 
automotive regulatory framework for the 21st century: Commission's position on the CARS 21 High 
Level Group Final Report, A contribution to the EU's Growth and Jobs Strategy, COM(2007) 22 
274 Communication from the Commission to the European Parliament and to the Council, A competitive 
automotive regulatory framework for the 21st century: Commission's position on the CARS 21 High 
Level Group Final Report, A contribution to the EU's Growth and Jobs Strategy, COM(2007) 22 
 
EN 59   EN 7.2.2.4. Vehicle composition and waste 
From 15.12.2008 EU rules require275 Member States to refu se type-approval to new 
cars and vans having less th an 85% reusable and/or recyclable material; and 95% 
reusable and/or recoverable material by mass. Requirements are also laid down for 
which components can be considered recoverable. 
EU rules276 also set requirements for the collec tion and transfer of cars, vans and 
three-wheeled motor vehicles (excluding mo tor tricycles) to treatment systems and 
for the treatment systems themselves. For cars and vans Member States are also required to meet minimum (weight-based)  targets for reuse and recovery of 
materials, with a minimum of 85% for the reuse and recovery and 80% for the reuse 
and recycling need to be achieved.
277 From 1 January 2015 these increase to 95% and 
85% respectively. The rules also ban, w ith certain limited exceptions which should 
diminish as alternatives become availabl e, the use of mercury, lead, cadmium and 
hexavalent chromium in passenger cars  and vans and in their components. 
EU requirements for tyre retreading for commercial vehicles278 sets standards which 
should increase their use and hence decreas ing raw material and energy use in the 
production process, as well as decreasing tyre waste. 
7.2.3. Research and Technology 
Local pollution has been an important element of past framework research 
programmes and will continue to be a key issue in the transport theme of the 7th 
"Cooperation" specific programme. 
7.3. Noise 
7.3.1. Economic Instruments 
Member States are allowed279 to offer financial incentives to vehicles that meet more 
advanced EU standards prior to  their becoming legally-binding.  
                                                 
275 Directive 2005/64/EC of the European Parliament and of the Council of 26 October 2005 on the type-
approval of motor vehicles with regard to th eir reusability, recyclability  and recoverability and 
amending Council Directive 70/156/EEC, OJ L 310, 25.11.2005, p. 10 
276 Directive 2000/53/EC of the European Parliament and of the Council on end-of-life vehicles, OJ L 269, 
21.10.2000, p. 34 
277 With the exception of vehicles produced before 1.1.1980, for which the targets are 75% and 70% 
respectively. 
278 Council Decision 2006/443/EC of 13 March 2006 amending Decisions 2001/507/EC and 2001/509/EC 
with a view to making United Nations Economic Commission for Europe (UN/ECE) Regulation Nos 
109 and 108 on retreaded tyres compulsory, OJ L 181, 4.7.2006, p. 1 
279 Directive 97/24/EC of the European Parliament and of the Council of 17 June 1997 on certain 
components and characteristics of two or three-wheel motor vehicles, OJ L 226, 18.8.1997, p. 1, as 
amended 
 
EN 60   EN 7.3.2. Regulatory Instruments 
7.3.2.1. Vehicle noise 
EU rules280281 set the maximum permissible noise emission levels for all new motor 
vehicles except tractors. These are to be found in Annex III, table 14. In 2004 the 
Commission concluded that these standards are not a strong technical driver towards 
quieter vehicles and stated that efforts s hould be pursued to asse ss the possibility of 
introducing tighter limits.282 For 2 and 3 wheeled vehi cles the Commission is 
currently examining the possibilities of setti ng new noise limits and test cycles based 
on results from UNECE work. 
EU rules require the Commission to pr opose a subsequent stage during which 
measures will be adopted to further re duce the sound level of these vehicles. 
The Commission is committed to ways of re moving noisier vehicles from existing 
fleets.283 
7.3.2.2. Tyre noise 
There are separate EU requirements for noise from passenger car tyres and from 
vans, buses and lorry tyre.284 These cover both tyres on new vehicles and tyres sold 
separately, although requirements for the la tter will come into force over the coming 
years. This information is shown in tabl es in Annex III, tables 15 and 16. In May 
2008, the Commission proposed a EU rules285 (see section 7.5.1.4), which will allow 
maximum levels of tyre noise to be set through committee procedure. 
7.3.3. Research and Technology 
Noise pollution has been an  important element of past framework research 
programmes and will continue to be a key issue in the transport theme of the 7th 
"Cooperation" specific programme. 
                                                 
280 Council Directive 70/157/EEC of 6 February 1970 on the approximation of the laws of the Member 
States relating to the permissible sound level and the exhaust system of motor vehicles, OJ L 42, 
23.2.1970, p. 16, as amended, including the latest on 14 June 2007. 
281 Directive 97/24/EC of the European Parliament and of the Council of 17 June 1997 on certain 
components and characteristics of two or three-wheel motor vehicles, OJ L 226, 18.8.1997, p. 1, as 
amended 
282 Report from the Commission to the European Parliament and the Council concerning existing 
Community measures relating to sources of environmental noise, pursuant to article 10.1 of Directive 
2002/49/EC relating to the assessment and management of environmental noise, COM (2004) 160. 
283 Report from the Commission to the European Parliament and the Council concerning existing 
Community measures relating to sources of environmental noise, pursuant to article 10.1 of Directive 
2002/49/EC relating to the assessment and management of environmental noise, COM (2004) 160 
284 Council Directive 92/23/EEC of 31 March 1992 relating to tyres for motor vehicles and their trailers 
and to their fitting, OJ L 129, 14.5.1992, p. 95, as amended 
285 Proposal for a regulation of the European Parliament and of the Council concerning type-approval 
requirements for the general safety of motor vehicles, COM (2008) 316 
 
EN 61   EN 7.4. Congestion 
7.4.1. Economic Instruments 
The Eurovignette directive286 sets requirements for toll and user charge systems, 
where Member States choose to implem ent these on the trans-European road 
network. From 10 June 2008, with certain limited exceptions, these requirements 
apply to lorries weighing 12 tonnes or more, and from 2012 will apply to all lorries weighing more than 3.5 tonnes. 
Where user charges are used, maximum leve ls are set. There ar e no restrictions on 
how the revenue from charges or tolls should be spent, although the directive 
recommends that it is used to benefit the transport sector and optimise the transport 
system. 
Where tolls are used these have to be related to recoveri ng the costs of the 
infrastructure, including the costs of construction, maintenance, operating and 
network development. They can also be used for combating environmental damage and tackling congestion but, if so, they have to be propor tionate, transparent and non-
discriminatory; revenue-neutra l; and, from 2010, or at the fi rst subsequent renewal of 
a concession contract, based on the EURO  emission classes (see section 7.2.2.2), but 
with no toll being more than 100% above th at meeting the strictest emission classes. 
In exceptional cases, for specific projects of  high European interest, other types of 
variation are allowed. 
In addition, an extra "mark-up" of the tolls is permitted in exceptional cases in 
mountainous regions where they suffer from  acute congestion, or where lorry use 
causes significant environmental damage. The revenue from this mark-up has to be invested in TEN-T priority projects which c ontribute directly to th e alleviation of the 
congestion or environmental damage in que stion and which are located in the same 
corridor as the road section on which the mark-up is applied. It is limited to an 
overall increase in the tolls levied of 15%, unless the investment is in cross-border 
sections of the priority projects , in which case it is limited to 25%. 
The Commission proposed a revision of the Eurovignette directive at the same time 
as publishing this inventory. The proposal w ould give Member States a framework to 
better vary charges according to the local pollution (air  and noise) and congestion 
that the particular vehicle causes at the time it is used. By reducing congestion it will also contribute significantly to reducing CO
2 emissions. It would require charges to 
be calculated using a transpar ent common method and ensure that the internal market 
continues to work properly. It would al so allow Member States to put in place 
sufficient incentives for operators to modern ise their fleet with cleaner vehicles and 
to adapt their route planning and logistics to make them more sustainable. At the 
same time, the directive would also insist  that any revenues from the scheme are 
earmarked for reducing the environmental impacts of transpor t and congestion and 
that, after a transition period, charges ar e levied using electronic systems. 
                                                 
286 Directive 1999/62/EC of the European Parliament and of the Council of 17 June 1999 on the charging 
of heavy goods vehicles for the use of certain infrastructures, OJ L 187, 20.7.1999, p. 42, as amended, 
most recently by Directive 2006/3 8/EC, OJ L 157,  9.6.2006, p. 8 
 
EN 62   EN 7.4.2. Infrastructure 
Between 2007 and 2012 the Commission has committed itself to improving EU-wide 
real time traffic and travel information (RTTI) systems and traffic management. It 
gives financial support to the EasyWay pr oject to deploy Eur ope-wide Intelligent 
Transport Systems on the trans-European road network. 
7.4.3. Research and Technology 
The ITS Action Plan (see section 7.1.3.1) will also aim to reduce congestion. The 
focus of research is in cooperative system s. These involve vehicle-to-vehicle and 
vehicle-to-infrastructure communications which also have potential to reduce 
congestion. Under the 7th research framework progr amme actions are ongoing to 
develop these systems and a task  force has also been set up287 to develop a pan-
European Interoperable archit ecture for these systems. 
7.5. Accidents 
In 2003 the Commission proposed the Eur opean Road Safety Action Programme288 
with the aim of halving the number of ro ad accident victims in the EU by 2010. This 
programme was reviewed in 2006.289 The Intelligent Car Initiative (see section 7) 
will also contribute to achieving the Action Programme's objective, including through driver assistance systems. 
7.5.1. Regulatory Instruments 
7.5.1.1. Speed Limiters 
All lorries
290 and buses must have speed limiters fitted to be used on the road;291 they 
must be set at 90 km/h and 100 km/h re spectively. Member States can require a 
slower speed for a lorry if it is used exclusively for th e transport of dangerous goods. 
7.5.1.2. Dimensions 
EU rules292 set out the maximum dimensions  (height, width and length) and 
minimum turning circles for buses and lorrie s in international a nd national traffic.293 
The precise requirements depend on factors such  as whether they have a trailer, are a 
                                                 
287 www.comesafety.org  – this has been set up under a specific support action. 
288 Communication from the Commission European Road Safety Action Programme: Halving the number 
of road accident victims in the European Union by 2010: A shar ed responsibility , COM (2003) 311 
289 Communication from the Commission: European Road Safety Action Programme: Mid-Term Review, 
COM (2006) 74 
290 Lorries used by the armed forces, civil defence, fire and other emergency services and forces 
responsible for maintaining public order are not covered by these requirements and nor are vehicles that 
cannot, because of the way they are constructed, exceed 90 km/h. 
291 Council Directive 92/6/EEC of 10 February 1992 on the installation and use of speed limitation devices 
for certain categories of motor vehicles in the Community, OJ L 57, 2.3.1992, p. 27), as amended 
292 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 as amended by Directive 
2002/7/EC 
293 With the exception of those with more than one articulated section 
 
EN 63   EN road train or how many axles they have. There are some exceptions requiring special 
permits and others that are allowed b ecause they do not affect international 
competition in the transport sector (inclu ding operations linked to logging and the 
forestry industry). 
Member States may impose local length rest rictions on vehicles for specific roads or 
areas, such as city centres, small villages or places of special natural interest where 
the infrastructure is not suitable for long vehicles. 
Buses that were registered or put into  circulation before 17 September 1997 and 
which do not meet the dimensions requireme nts may continue to circulate in the 
Member State in which they were registered until 31 December 2020. Member States can have tighter requirements for buses re gistered on their terr itory, but cannot set 
tighter requirements for buses registered elsewhere. 
7.5.1.3. Weight 
EU rules
294 set out the maximum weights for lorries in international traffic. The 
precise requirements depend on factors such as whether they have a trailer or are a road train and how many axles they have. The same rules also set out the maximum 
weights for buses in international traffic th at are articulated and have three axles.  
For the above types of lorries and buses re gistered on their terri tory, Member States 
can set additional requirements on aspects not covered by the di rective, but these 
requirements are not valid for lorries regi stered elsewhere which are being used on 
their territory. 
Member States may impose local weight rest rictions on vehicles for specific roads or 
areas, such as city centres, small villages or places of special natural interest where 
the infrastructure is not suitable for heavy vehicles. 
7.5.1.4. Abnormal loads and Dangerous Goods 
Abnormal loads that are inade quately secured have the pot ential to cause accidents. 
The Commission's services have produced, with  the help of experts, a set of best 
practice guidelines on cargo securing for road transport.
295 
EU rules296 exist which aim to improve safety of the transport of dangerous goods by 
road and EU rules setting uniform procedur es for checks on their transport, for the 
minimum examination requirements for safety advisers,297 as well as for their 
                                                 
294 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 as amended by Directive 
2002/7/EC 
295 Available at http://ec.europa.eu/transport/roadsafety_library/vehicles/cargo_securing_guidelines_en.doc 
296 Council Directive 94/55/EC of 21 November 1994 on the approximation of the laws of the Member 
States with regard to the transport of dangerous goods by road, OJ L 319, 12.12.1994, p. 7  
297 Directive 2000/18/EC of the European Parliament and of the Council of 17 April 2000 on minimum 
examination requirements for safety advisers for the transport of dangerous goods by road, rail or inland 
waterway, OJ L 118, 19.5.2000, p. 41 
 
EN 64   EN appointment and vocational qualifications.298 All these rules will be revised in 2009. 
In addition EU rules set requirements for th e type approval of lorries and vans for 
carrying dangerous goods299 and other EU rules300 exist on transportable pressure 
equipment that can be used in road transport in order to ensure that they are safe and can move freely within the internal market.  
7.5.1.5. Blind Spot Mirrors 
Many accidents occur each year because lorr y drivers fail to notice other road users 
when turning towards the passe nger side of the vehicle. EU  rules require that, from 1 
January 2007, all new lorries have to be  equipped with a blind-spot mirror
301 and 
that, from 31 January 2009 all existing lorries have to be retrofitted with one.302 
7.5.1.6. Roadworthiness Testing 
There are EU requirements for the roadworthiness testing of cars, vans, lorries and 
buses.303 With the exception of taxis, ambulan ces, lorries and buses, which must be 
checked annually, cars and vans must be tested at least ever y two years beginning 
four years after the date when  the vehicle was first used. 
The vehicle features which need to be checked are related to  braking, steering, 
visibility, lamps, reflectors, electrical equipment, axles, wheels, tyres, suspension, the 
chassis and its attachments as well as equi pment such as safety belts. For buses and 
lorries the functioning of the speedometer, tachograph and speed limitation device (if 
fitted) also have to be checked. 
The Commission is evaluating whether other categories of vehicles, including 
motorcycles, should be included within  the existing road worthiness testing 
framework. 
                                                 
298 Council Directive 96/35/EC of 3 June 1996 on the appointment and vocational qualification of safety 
advisers for the transport of dangerous goods by road, rail and inland waterway, OJ L 145, 19.6.1996, p. 
10 
299 Directive 98/91/EC of the Europ ean Parliament and of the Council of 14 December 1998 relating to 
motor vehicles and their trailers intended for the transport of dangerous goods by road and amending 
Directive 70/156/EEC relating to the type approval of motor vehicles and their trailers, OJ L 11, 16.1.1999, p. 25 
300 Council Directive 1999/36/EC of 29 April 1999 on transportable pressure equipment, OJ L 138, 
1.6.1999, p. 20 
301 Directive 2003/97/EC of the European Parliament and of the Council of 10 November 2003 on the 
approximation of the laws of the Member States rela ting to the type-approval of devices for indirect 
vision and of vehicles equipped with these devices, amending Directive 70/156/EEC and repealing Directive 71/127/EEC, OJ L 25, 29.1.2004, p. 1 
302 Directive 2007/38/EC of the European Parliament an d of the Council of 11 July 2007 on the retrofitting 
of mirrors to heavy goods vehicles registered in the Community, OJ L 184, 14.7.2007, p. 25 
303 Council Directive 96/96/EC of 20 December 1996 on  the approximation of the laws of the Member 
States relating to roadworthiness tests for motor vehicl es and their trailers, OJ L 46, 17.2.1997, p. 1, as 
amended 
 
EN 65   EN 7.5.1.7. Daytime running lights 
Daytime running lights have been found to have  net positive benefits  for road safety 
and are already required in 14 EU Member States. The Commission supports304 the 
introduction of specific requirements for daytime running lights on new vehicles and 
will make a proposal in 2008 using the standa rd recently agreed in the UN Economic 
Commission for Europe. 
7.5.1.8. Tyres 
In May 2008, the Commission adopted a proposal305 for EU rules setting minimum 
requirements for rolling resistance and tyre pressure monitoring through committee procedures, making use of work within the World Forum for the Harmonisation of Vehicle Regulations. 
7.5.1.9. Intelligent Vehicle Safety Systems 
Intelligent vehicle safety systems have signif icant potential to re duce road fatalities 
by both preventing accidents from taking pl ace and mitigating their impacts. In May 
2008 the Commission adopted a proposal
306 that will make: 
– Electronic Stability Contro l (ESC) systems mandatory for all new cars from 2014. 
These systems act on the braking or power sy stems of a vehicle to  assist the driver 
in maintaining control of the vehicle in a critical situation (caused, for example, 
by poor road conditions or excessive speed during cornering). As well as 
potentially saving 4 000 casualties annually in the EU, the widespread use of ESC 
in vehicles could significantly reduce th e traffic congestion caused by accidents 
involving large vehicles; 
– Advance Emergency Braking (AEBS) ma ndatory on large vehicles from 2013. 
These systems use sensors to alert the driver when a vehicle is too close to the vehicle in front and, in certain situations , apply emergency braking to prevent or 
reduce the consequences of a collision; 
– Lane Departure Warning (LDW) Systems mandatory on large vehicles from 2013. 
These assist drivers by warning them when  their vehicle is in danger of leaving 
the lane unintentionally, mainly due  to lack of dr iver attention.  
7.5.1.10. Fitness to drive 
Driving under the influence of  alcohol or drugs increases the risk of accidents. 
Consistent with its more gene ral work on alcohol-related harm,
307 the Commission 
                                                 
304 Communication from the Commission to the European Parliament and to the Council, A competitive 
automotive regulatory framework for the 21st century: Commission's position on the CARS 21 High 
Level Group Final Report, A contribution to the EU's Growth and Jobs Strategy, COM(2007) 22 
305 Proposal for a regulation of the European Parliament and of the Council concerning type-approval 
requirements for the general safety of motor vehicles, COM (2008) 316 
306 Proposal for a regulation of the European Parliament and of the Council concerning type-approval 
requirements for the general safety of motor vehicles, COM (2008) 316 
307 Communication on an EU strategy to support Member States in reducing alcohol-related harm, COM 
(2006) 625 
 
EN 66   EN has published a recommendation on blood al cohol concentrations for drivers.308 The 
Council has also agreed a resolution on combating the impact of psychoactive 
substances on road accidents.309 In addition, the Commission initiated work by 
medical experts on the influence of eyesi ght, epilepsy and diabetes on fitness to 
drive. These produced reports and recommendations.310 
7.5.1.11. Driving licences and training 
EU rules311 set out the standards that need to  be met to obtain a driving licence, 
hence reducing accidents. These include the need to pass both a theoretical and practical test, meet minimum standards of physical and mental health and be of a 
minimum age. New rules
312 coming into force in 2013 will reduce fraud, harmonise 
the regularity of medical checks and intr oduce requirements for driving examiners. 
EU rules313 for professional – i.e. bus and lorry – drivers aim to give drivers a solid 
basic and continuous training, thereby he lping to improve road safety. The 
requirements come into force on 10.9.2008 for passenger vehicle drivers and 10.9.2009 for goods vehicle drivers. 
7.5.1.12. Enforcement 
Drivers committing a traffic offence in any country other than where their car is 
registered usually evade prosecution. Changing this situation should make an 
appreciable difference to road safety by bringing about a positive change of 
behaviour in both non-resident and reside nt drivers. To th is end, in 2003, the 
Commission adopted a Recomme ndation dealing with best  practice on enforcement 
in the field of road safety.
314 As this was found to have had little effect, the 
Commission proposed new rules315 in March 2008 to facilitate an effective system of 
cross-border prosecution of traffic offen ces. These would set up a European network 
for the electronic exchange of data to send notices of offences to other countries. It 
would cover the four leading causes of accidents and road deaths: speeding, drink-
driving, not wearing a seat belt a nd failing to stop at a red light. 
                                                 
308 Commission recommendation 2001/115/EC of 17 January 2001 on the maximum permitted blood 
alcohol content (BAC) for drivers of motorised vehicles, OJ L 43, 14.2.2001, p. 31 
309 Council Resolution 2004/C 97/01 of 27 November 2003 on combating the impact of psychoactive 
substances use on road accident s, OJ C 97, 22.4.2001, p. 1 
310 These are available here - http://ec.europa.eu/transport/roadsafety/behavior/fitness_to_drive_en.htm 
311 Commission Directive 2000/56/EC of 14 September 2000 amending Council Directive 91/439/EEC on 
driving licences, OJ L 237, 21.9.2000, p. 45 
312 Directive 2006/126/EC of the Eur opean Parliament and of the Counc il of 20 December 2006 on driving 
licences (Recast), OJ L 403, 30.12.2006, p. 18 
313 Directive 2003/59/EC of the European Parliament and of the Council of 15 July 2003 on the initial 
qualification and periodic training of drivers of certain road vehicles for the carriage of goods or passengers, amending Council Regulation (EEC) No 3820/85 and Council Directive 91/439/EEC and 
repealing Council Directive 76/914/EEC, OJ L 226, 10.9.2003, p. 4 
314 Commission Recommendation 2004/345/EC of 6 April 2004 on enforcement in the field of road safety, 
OJ L 111, 17.4.2004, p. 75 
315 Proposal for a Directive of the European Parlia ment and of the Council facilitating cross-border 
enforcement in the field of road safety, COM (2008) 151 
 
EN 67   EN 7.5.2. Infrastructure 
EU rules on tunnel safety316 require all tunnels longer than 500 meters and belonging 
to the Trans European Road Network to meet minimum safety requirements. This covers more than 500 tunnels in operation, unde r construction or at the design stage. 
It defines standards for the organisation, ro les and responsibilities for safety, as well 
as technical standards for tunnel infrastr ucture, operation, traffic rules and user 
information. 
In order to raise the safety level of EU road infrastructure, the Commission has also 
proposed tools
317 for road infrastructure safety management, namely road safety 
impact assessments, audits, network safety  management and safety inspections. It 
estimates that this could save 600 lives and 7 000 accidents every year if the measures were applied to the Trans-European road network. 
7.5.3. Research and Technology 
The Commission has financed a variet y of road safety related projects
318 and also 
supports annual European Road Safety Days319 to raise awareness, give visibility to 
best local practices a nd European policies. 
The Commission also runs the "eSafety",320 which is a key part of the Intelligent Car 
Initiative.321 This aims to accelerate the developm ent, deployment and use of safety 
                                                 
316 Directive 2004/54/EC of the European Parliament and of the Council of 29 April 2004 on minimum 
safety requirements for tunnels in the trans-European road network, OJ L 167, 30.4.2004, p. 39 
317 Proposal for a Directive of the European Parliament and of the Council on road infrastructure safety 
management, COM (2006) 569 
318 More information is at http://ec.europa.eu/transport/roads afety/vehicles/projects_en.htm , 
http://ec.europa.eu/transport/roads afety/behavior/p rojects_en.htm  and  
http://ec.europa.eu/transport/roadsafet y/infrastructure/projects_en.htm 
319 The first of which took place in Ap ril 2007; the second, focu sing on road safety in  cities, will take place 
in October 2008. 
320 More information is available at  
http://www.esafetysupport.org/  or  
http://europa.eu.int/information_society/activities/esafety/index_en.htm  
 
EN 68   EN systems that use information and communi cation technologies in order to improve 
road safety and reduce accidents. 
The Commission is promoting the implementation of eCall,322 a system designed to 
promote rapid assistance in case of accidents through an automatic accident 
notification and location system. As accide nts create congestion, this should reduce 
delays , thereby reducing congestion and emissions.Roa d safety has been an 
important element of past framework resear ch programmes and will continue to be a 
key issue in the transport theme of the 7th "Cooperation" specific programme. 
The ITS Action Plan (see section 7.1.3.1) will also contribute to improving road 
safety. 
                                                                                                                                                         
321 Communication from the Commission to the European Parliament, the Council, the European 
Economic and Social Committee and the Committee of the Regions - Towards Europe-wide Safer, 
Cleaner and Efficient Mobility: The First Intelligent Car Report, COM (2007) 541 
322 More information is available at http://www.esafetysupport.org/en/ecall_toolbox  and 
http://ec.europa.eu/information_society/ activities/esafety/forum/ecall/index_en.htm  and  
 
EN 69   EN Annex I: General Measures  
Table 1: Ambient Air Quality Di rective Values (see section 2.3.1.1) 
Pollutant Concentration Averaging period Value 
type323 Into 
Force Permitted exceedances 
each year 
Arsenic (As) 6 ng/m3 1 year Target 1.1.2012 n/a 
Benzene 5 µg/m3 1 year Limit 1.1.2010 n/a 
Cadmium (Cd) 5 ng/m3 1 year Target 1.1.2012 n/a 
Carbon monoxide (CO) 10 mg/m3 Maximum daily 
8 hour mean Limit In force n/a 
Lead (Pb) 0.5 µg/m3 1 year Limit In 
force324 n/a 
Nickel (Ni) 20 ng/m3 1 year Target 1.1.2012 n/a 
200 µg/m3 1 hour Limit 1.1.2010 18 
Nitrogen dioxide (NO 2) 
40 µg/m3 1 year Limit 1.1.2010 n/a 
Ozone 120 µg/m3 Maximum daily 
8 hour mean Target 1.1.2010 25 days averaged over 3 
years 
50 µg/m3 24 hours Limit In force 35 
PM 10 
40 µg/m3 1 year Limit In force n/a 
Polycyclic Aromatic 
Hydrocarbons 1 ng/m3325 1 year Target 1.1.2012 n/a 
350 µg/m3 1 hour Limit In force 24 
Sulphur dioxide (SO 2) 
125 µg/m3 24 hours Limit In force 3 
                                                 
323 Target values should be achieved "where possible", while limit values must be achieved. 
324 Or 1.1.2010 in the immediate vicinity of sp ecific, notified industrial sources; and a 1.0 µg/m3 limit 
value applies from 1.1.2005 to 31.12.2009 
325 Expressed as concentration of Benzo(a)pyrene 
 
EN 70   EN Annex II: Inland Waterways  
Table 2: Air emissions requirement s for new inland waterways engines 
Engine 
power output 
(kW) Swept volume 
per cylinder 
(litres) In force, or date of 
entry into forces Carbon 
Monoxide 
g/kWh Sum of hydrocarbons and 
oxides of nitrogen (HC+NOx) 
(g/kWh) Particulates 
(g/kWh) 
>37 <0.9 In force 5 7.5 0.4 
 0.9 ≤ x < 1.2 In force 5 7.2 0.3 
 1.2 ≤ x < 2.5 In force 5 7.2 0.2 
 2.5 ≤ x < 5 31.12.2008 5 7.2 0.2 
 5 ≤ x < 15 31.12.2008 5 7.8 0.27 
37 ≤ x < 75 15 ≤ x < 20 31.12.2008 5 8.7 0.5 
 15 ≤ x < 20 31.12.2008 5 9.8 0.5 
 20 ≤ x < 25 31.12.2008 5 9.8 0.5 
 25 ≤ x < 30 31.12.2008 5 11 0.5 
 
 
EN 71   EN Annex III: Road Transport  
Table 1: The type-approval system a nd road vehicles (see section 6) 
Vehicle Definition Covered or when it will be 
Cars Motor vehicles with at least four wheels designed and 
constructed for the carriage of passengers and comprising no 
more than eight seats in additi on to the driver's seat. With a 
maximum mass of up to 2, 500 kg, and from 3.1.2009, 2610 kg 
reference mass. Yes 
Van Vehicles, designed and constr ucted for the carriage of goods and 
having a maximum mass not  exceeding 3.5 tonnes Between 29.4.2009 and 29.4.2013, 
with the date depending on whether the vehicle is subjec t to one or more 
construction stages 
Lorry Vehicles, designed and constructed for the carriage of goods and 
having a maximum mass of more than 3.5 tonnes Between 29.4.2009 and 29.10. 2014, 
with the date depending on whether 
the vehicle is subjec t to one or more 
construction stages. 
Bus Motor vehicles with at least four wheels designed and 
constructed for the carriage of passengers and comprising more 
than eight seats in addition to the driver's seat and having a 
maximum mass exceeding 5 tonnes. 
In some cases, the level can be 2610 kg or 2500 kg. Optional for new vehicle types from 
29.4. 2009 and obligatory for 
existing types of vehicles between 
29.10.2010 and 29.10. 2011, with the 
date depending on whether the vehicle is subject to one or more 
construction stages. 
2&3 wheeled 
motor vehicles 
and 
quadricycles All two or three-wheel motor vehi cles whether twin-wheeled or 
otherwise, intended to travel on the road, and to the components 
or separate technical units of  such vehicles. (this includes 
mopeds, motorcycles, three-wheeled motor tricycles). 
Quadricycles are either treated as three-wheeled mopeds or as 
motor tricycles, depending  on their characteristics. Yes 
Tractors Any motorised, wheeled or tracked agricultural or forestry tract 
having at least tow axles and a maximum design speed of not less 
than 6 km/h, the main function of which lies in its tractive power 
and which has been especially de signed to pull, push, carry and 
actuate certain interchangeable equipment designed to perform agricultural or forestry work, or to tow agricultural or forestry 
trailers; it may be adopted to carry a load in the context of 
agricultural or forestry work and/or may be equipped with 
passenger seats. Covered by type approval, but not 
for the whole vehicle. 
Bicycles - No 
Cars, vans, lorries and buses are covered by one directive,326 two and three-wheeled vehi cles and quadricycles by 
another,327 and tractors by another.328
                                                 
326 Council Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member 
States relating to the type-approval of motor vehicles  and their trailers, OJ L 42, 23.2.1970, p. 1. This 
will be repealed on 29 April 2009 and replaced by Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval of motor vehicles 
and their trailers, and of systems, components and separate technical units intended for such vehicles, 
OJ L 263, 9.10.2007, p. 1 
327 Directive 2002/24/EC of the European Parliament and of the Council of 18 March 2002 relating to the 
type-approval of two or three-wheel motor vehicles and repealing Council Directive 92/61/EEC, OJ L 
124, 9.5.2002, p. 1 
 
EN 72   EN Table 2: Requirements for the prohibit ion of certain type s of mobile air-
conditioning systems (see section 7.1.2.5)  
Date Type of vehicle 
21.6.2008 All new such vehicles placed on the market with  air-conditioning containing fluori nated greenhouse gases with a 
global warming potential greater than 150 and which do not have leakage rates of more than 40 grams per year 
for a single evaporator system or 60 grams for a dual evaporator system. 
21.6.2009 As above, but for all new vehicles, including those type-approved in the past. 
1.1.2011 New air-conditioning sy stems placed on the market which have a global warming potential higher than 150. 
1.1.2017 New vehicles fitted with the above air-conditioning systems 
 
Table 3: Emission Limit Values for En vironmentally-Enhan ced Vehicles (EEV) 
(see section 7.2.1) 
Engine Type  
Diesel Gas or diesel with catalytic converter 
Carbon monoxide (g/kWh) 1.5 3.0 
Hydrocarbons (g/kWh) 0.25 - 
Non-methane hydrocarbons (g/kWh) - 0.4 
Mass of methane (g/kWh) (only for natural gas engines) - 0.65 
Nitrogen oxides (g/kWh) 2.0 2.0 
Particulates (g/kWh) (not applicable  to gas-fuelled engines) 0.02 0.02 Pollutant 
Smoke (m-1) 0.15 - 
 
                                                                                                                                                         
328 Directive 2003/37/EC of the European Parliament and of the Council of 26 May 2003 on type-approval 
of agricultural or forestry tractors, their trailers and interchangeable towed machinery, together with 
their systems, components and separate technical units and repealing Directive 74/150/EEC, OJ L 171, 
9.7.2003, p. 1 
 
EN 73   EN Table 4: Emission Limit Values for Pa ssenger Cars with Petrol and Gas or 
Diesel Engines (see section 7.2.2.2)329 
Engine Type 
Petrol and Gas Diesel  
Euro 4 
(Current) Euro 5 
(from 
1.1.2011) Euro 6 
(from 
1.9.2015) Euro 4 
(Current) Euro 5 
(from 
1.1.2011) Euro 6 
(from 
1.9.2015) 
Carbon Monoxide 1.0 1. 0 1.0 0.5 0.5 0.5 
Hydrocarbons (total) 0.1 0.1 0.1 - - - 
Hydrocarbons (Total) and 
Oxides of Nitrogen (Total) 
(combined mass) - - - 0.3 0.23 0.17 
Non-methane hydrocarbons - 0.068 0.068 - - - 
Oxides of Nitrogen 0.08 0.06 0.06 0.25 0.18 0.08 
Particulates (mass) 0. 025 0.0045 0.0045 0.025 0.0045 0.0045 Pollutant 
(g/km) 
Particulates (number) - - - - 6x1011 6x1011 
 
Table 5: Emission Limit Values for Va ns with Petrol Engines (see section 
7.2.2.2)330 
Vehicle Mass 
≤ 1,305 kg 1,305 kg < x ≤ 1760 kg 1,760 kg 
< x ≤ 
3,500 kg 1,760 kg < x ≤ 2610 
kg 
(reference mass)  
Euro 4 
(Current) Euro 5 
(from 
1.1.2012) Euro 6 
(from 
1.9.2016) Euro 4 
(Current) Euro 5 
(from 
1.9.2012) Euro 6 
(from 
1.9.2017) Euro 4 
(Current) Euro 5 
(from 
1.9.2012) Euro 6 
(from 
1.9.2017) 
Carbon 
Monoxide 1.0 1.0 1.0 1.81 1. 81 1.81 2.27 2.27 2.27 
Hydrocarbons 
(total) 0.1 0.1 0.1 0.13 0. 13 0.13 0.16 0.16 0.16 
Oxides of 
Nitrogen 0.08 0.06 0.06 0.1 0. 075 0.075 0.11 0.082 0.082 Pollutant 
(g/km) 
Particulates - 0.0045 0. 0045 - 0.005 0.005 - 0.005 0.005 
                                                 
329 Restrictions on placing on the market are around one year earlier than these dates. 
330 Restrictions on placing on the market are around one year earlier than these dates. 
 
EN 74   EN (mass) 
Non-methane 
hydrocarbons - 0.068 0.068 - 0.09 0.09 - 0.108 0.108 
 
Table 6: Emission Limit Values for Va ns with Diesel Engines (see section 
7.2.2.2)331 
Vehicle Mass 
≤ 1,305 kg 1,305 kg < x ≤ 1760 kg 1,760 kg 
< x ≤ 
3,500 kg 1,760 kg < x ≤ 2610 
kg  
Euro 4 
(Current) Euro 5 
(from 
1.9.2011) Euro 6 
(from 
1.9.2016) Euro 4 
(Current) Euro 5 
(from 
1.9.2012) Euro 6 
(from 
1.9.2017) Euro 4 
(Current) Euro 5 
(from 
1.9.2012) Euro 6 
(from 
1.9.2017) 
Carbon 
Monoxide 0.63 0.5 0.5 0.63 0. 63 0.63 0.74 0.74 0.74 
Hydrocarbons 
(Total) and 
Oxides of 
Nitrogen 
(Total) 
(combined 
mass) 0.13 0.23 0.17 0.3 0. 23 0.195 0.46 0.35 0.215 
Oxides of 
Nitrogen 0.33 0.18 0.08 0.25 0. 235 0.105 0.39 0.28 0.125 Pollutant 
(g/km) 
Particulates 
(mass) 0.025 0.0045 0.0045 0.04 0. 005 0.005 0.06 0.005 0.005 
 Particulates 
(number) 6x1011 6x1011 6x1011 6x1011 6x1011 6x1011 6x1011 6x1011 6x1011 
                                                 
331 Restrictions on placing on the market are around one year earlier than these dates. 
 
EN 75   EN Table 7: Emission Limit Values  for Lorries (see section 7.2.2.2) 
Engine Type 
Diesel Gas or diesel with catalytic 
converter  
2005 2008 
(Euro 
V) 1.10.2014 
(proposed Euro 
VI) 2005 2008 
(Euro 
V) 1.10.2014 
(proposed Euro 
VI) 
Carbon monoxide (g/kWh) 1. 5 1.5 1.5 4.0 4.0 4.0 
Hydrocarbons (g/kWh) 0.46 0.46 0.13 - - - 
Non-methane hydrocarbons 
(g/kWh) - - - 0.55 0.55 0.16 
Mass of methane (g/kWh) (only 
for natural gas engines) - - - 1.1 1.1 0.5 
Nitrogen oxides (g/kWh) 3.5 2 0.4 3.5 2 0.4 
Particulates (g/kWh) (not 
applicable to gas-fuelled engines) 0.02 0.02 0.01 0.03 0.03 0.01 
Smoke (m-1) 0.5 0.5 - - - - Pollutant 
Ammonia (ppm)   10   10 
 
Table 8: Emission Limit Values for Bu ses with petrol engines (see section 
7.2.2.2)332 
Weight (reference mass) 
< 2.5 tonnes >2.5 tonnes <2.61 tonnes <2.61 tonnes  
Euro 4 
(Current) Euro 5 
(from 1.9.2012) Euro 6 
(from 1.9.2017) 
Carbon Monoxide 1 2.27 1 1 
Hydrocarbons (total) 0.1 0.16 0.1 0.1 
Oxides of Nitrogen 0.08 0.11 0.06 0.06 
Particulates (mass)  0.025 0.06 0.005 0.005 Pollutant (g/km) 
Non-methane hydrocarbons - - 0.068 0.068 
 
                                                 
332 Restrictions on placing on the market  are two years earlier than these dates. 
 
EN 76   EN Table 9: Emission Limit Values for Bu ses weighing less than 2.61 tonnes with 
diesel engines (see section 7.2.2.2)333 
 Euro 4 
(Current) Euro 5 
(from 
1.9.2012) Euro 6 
(from 
1.9.2017) 
Carbon Monoxide - 0.5 0.5 
Hydrocarbons (Total) and Oxides of Nitrogen (Total) 
(combined mass) - 0.23 0.17 
Oxides of Nitrogen - 0.18 0.08 Pollutant 
(g/km) 
Particulates (mass) - 0.005 0.005 
 
Table 10: Emission Limit Values for Bu ses with gas engines and Buses with 
diesel engines weighing more than 2.61 tonnes (see section 7.2.2.2)334 
Engine Type 
Diesel Gas or diesel with catalytic 
converter  
2005 2008 1.10.2014 
(proposed) 2005 2008 1.10.2014 
(proposed) 
Carbon monoxide (g/kWh) 1. 5 1.5 1.5 4.0 4.0 4.0 
Hydrocarbons (g/kWh) 0.46 0.46 0.13 - - - 
Non-methane hydrocarbons (g/kWh) - - - 0.55 0.55 0.16 
Mass of methane (g/kWh) (only for 
natural gas engines) - - - 1.1 1.1 0.5 
Nitrogen oxides (g/kWh) 3.5 2 0.4 3.5 2 0.4 
Particulates (g/kWh) (not applicable to 
gas-fuelled engines) 0.02 0.02 0.01 0.03 0.03 0.01 
Smoke (m-1) 0.5 0.5 - - - - Pollutant 
Ammonia (ppm)   10   10 
 
                                                 
333 Restrictions on placing on the market  are two years earlier than these dates. 
334 Restrictions on placing on the market  are two years earlier than these dates. 
 
EN 77   EN Table 11: Emission Limit Values for Mo torcycles, Tricycles and Quadricycles 
(see section 7.2.2.2) 
Vehicle type 
Motorcycles Tricycles and 
Quadricycles  
<150 
cm³ ≥150 
cm³ Max speed < 
130 km/h Max speed ≥ 
130 km/h Petrol 
engine Diesel 
engine 
Mass of carbon monoxide (g/km) 2 2 2.62 2.62 7 2 
Mass of hydrocarbons 
(g/km) 0.8 0.3 0.75 0.33 1.5 1 Pollutant 
Mass of oxides of 
nitrogen (NO) 0.15 0.15 0.17 0.22 0.4 0.65 
 
 
EN 78   EN Table 12: Emission Limit Values for Tractor engines (see section 7.2.2.2) 
 18 kW ≤ P 
< 37 kW 37 kW≤ P < 56 kW 56 kW ≤ P < 75 kW 75 kW ≤ P < 130 kW 130 kW ≤ P < 560  
g/kWh/ date 
after 31.12.2006 31.12.2007 31.12.2011 31.12.2007 31.12.2011 30.9.2014  31.12.2006 31.12.2011 30.9. 2014 31.12.2005 31.12.2010 31.12.20 13 
Carbon 
Monoxide 5.5 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 3.5 3.5 3.5 
Hydrocarbons     0.19 0.19  0.19 0.19  0.19 0.19 
Hydrocarbons 
+ Oxides of 
nitrogen 7.5 4.7 4.7 4.7   4.0   4.0   
Oxides of 
Nitrogen     3.3 0.4  3.3 0.4  2.0 0.4 
Particulates 0.6 0.4 0.025 0.4 0. 025 0.025 0.3 0.025 0.025 0.2 0.025 0.025 
 
 
EN 79   EN Table 13: Roadworthiness Testing requi rements for cars, vans, lorries and 
buses (see section 7.2.2.3) 
Engine type With advanced 
emission control 
system? When  Maximum level 
Petrol driven, positive 
ignition No Type approved up to and 
including 1.10.1986 Carbon Monoxide 4.5% vol 
 No Type approved after 1.10.1986 Carbon Monoxide 
3.5% vol 
 Yes Not meeting Euro 4 standards 
or put into service before 
1.7.2002 Carbon Monoxide 
0.5% vol at idling speed (can also be 
measured using on-board diagnostic 
systems) 
0.3% vol at high idling speed 
 Yes Type meets Euro 4 standards or 
put into service after 1.7.2002 Carbon Monoxide 
0.3% vol at idling speed (can also be 
measured using on-board diagnostic 
systems) 
0.2% vol at high idling speed 
Diesel engines put into 
service after 1.1.1980 - Defined according to plate.335 Large range of values depending on 
different factors 
 - Not defined according to plate  Na turally aspirated diesel engines - 2.5 
m-1 
 - Not defined according to plate Turbo-charged diesel engines 3.0 m-1 
  Type meets Euro 4, 5 or EEV 
standards 1.5 m-1 
 
                                                 
335 Council directive 72/306/EEC of 2 August 1972 on the approximation of the laws of the Member States 
relating to the measures to be taken against the emission of pollutants from diesel engines for use in 
vehicles, OJ L 190, 20.8.1972, p. 1, as amended 
 
EN 80   EN Table 14: Maximum Noise Emissions fr om New Vehicles (see section 7.3.2.1) 
Vehicle  Characteristics Maximum Noise Level 
(dB(A)) 
Passenger 
Car  74 
 Direct injection diesel 75 
Vans Mass less than 2 tonnes 76 
 Mass less than 2 tonnes, with direct injection diesel 77 
 Mass more than 2 and not more than 3.5 tonnes 77 
 Mass more than 2 and not more than 3.5 tonnes with direct injection diesel 78 
Lorries More than 3.5 tonnes with an engine power of less than 75 kW 77 
 More than 3.5 tonnes with an engine power of less than 75 kW with direct 
injection diesel 78 
 More than 3.5 tonnes with an engine pow er of not less than 75 kW but less than 
150 kW 78 
 More than 3.5 tonnes with an engine pow er of not less than 75 kW but less than 
150 kW with direct injection diesel 79 
 More than 3.5 tonnes with an engine power of not less than 150 kW 80 
 More than 3.5 tonnes with an engine pow er of not less than 150 kW with direct 
injection diesel 81 
Buses Maximum permissible mass of no more than 2 tonnes 76 
 More than 2 and not more than 3.5 tonnes 77 
 Maximum permissibl e mass of more than 3.5 tonne s and an engine power less 
than 150 kW 78 
 Maximum permissible mass of more than 3.5 tonnes and an engine power not less 
than 150 kW. 80 
Mopeds Speed - 25 km/h or less 66 
 Speed – more than 25 km/h 71 
 Three wheels 76 
Motor 
cycles  Engine capacity - 80 cm³ or less 75 
 Engine capacity - more than 80 cm ³, less than or equal to 175 cm³ 77 
 Engine capacity - more than 175 cm³ 80 
 Three wheels 80 
 
 
EN 81   EN Table 15: Passenger Car Tyre Noise (see section 7.3.2.2) 
Tyre width 
(mm) Limit 
value 
dB (A) Entry into force for new 
vehicles Entry into force for new tyre s sold separately from the 
vehicle 
≤145  72 4.2.2005 1.10.2009 
>145 ≤ 165 73 4.2.2005 1.10.2009 
>165 ≤ 185 74 4.2.2005 1.10.2009 
>185 ≤ 215 75 4.2.2005 1.10.2010 
>215  76 4.2.2005 1.10.2011 
 
Table 16: Van, Bus and Lorry tyre No ise requirements (see section 7.3.2.2) 
Speed 
category 
(km/h) Load capacity 
in single 
formation Limit value 
Normal 
(dB(A)) Limit value 
Snow 
(dB(A)) Limit value 
Special 
(dB(A)) Entry into 
force for new 
vehicles Entry into force for 
new tyres sold 
separately from the 
vehicle 
>140  ≤121 75 77 78 4.2.2005 1.10.2009 
≤ 140 ≤121 76 78 79 4.2.2005 1.10.2009 
 ≥121 76 78 79 4.2.2005 1.10.2009