Communication from the Commission to the European Parliament and the Council - Rail noise abatement measures addressing the existing fleet {SEC(2008) 2203} {SEC(2008) 2204}
Date: 2008-07-08
Institutions: European Commission
Subjects: environmental tax, noise, noise pollution, nuisance, rail transport, transport infrastructure

EN 

EN 

   EN 

 
 
COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 8.7.2008 
COM(2008) 432 final 

COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN 
PARLIAMENT AND THE COUNCIL 

Rail noise abatement measures addressing the existing fleet 

{SEC(2008) 2203} 
{SEC(2008) 2204} 

EN 

   EN 

 
 
 
  
 
COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN 
PARLIAMENT AND THE COUNCIL 

Rail noise abatement measures addressing the existing fleet 

1. 

INTRODUCTION 

Problem of railway noise 

Noise  is  one  of  the  most  widespread  public  health  threats  in  industrialised  countries.  The 
abatement of noise is therefore necessary not only for comfort but also to lessen its adverse 
effects on health, for example cardiovascular problems and cognitive impairment. 

Rail  is  generally  considered  one  of  the  most  environmentally  friendly  transport  modes. 
However, the contribution of rail transport to noise pollution is significant, with about 10% of 
the population exposed to noise levels above the threshold for “serious annoyance”1. 

In  some  European  regions  there  is  substantial  public  opposition  to  rail  noise,  demanding 
political initiatives to reduce it. If no remedial action is taken, this could lead to restrictions on 
rail traffic along  the most  important  European rail corridors, in particular freight trains, and 
the  resulting  bottlenecks  would  be  likely  to  have  adverse  effects  on  European  economies. 
Furthermore,  a  possible  modal  shift  from  rail  to  road  on  these  corridors  would  lead  to 
increasing environmental impacts, in particular greenhouse gas emissions as the specific CO2 
emissions of rail freight are significantly lower than those of road haulage. This would happen 
at a time when the Community is considering the opportunity to develop a rail network giving 
priority to freight2. 

Action already undertaken  

The  European  Community  has  already  acted  on  this  issue,  adopting  measures  in  the 
environmental and rail interoperability fields. 

The Environmental Noise Directive 2002/49/EC3 provides for strategic noise maps (to be set 
by June 2007) and action plans (by June 2008) for major railways and large agglomerations.  

In 2003 experts4 identified rolling noise of freight wagons as the biggest source of rail noise. 
The braking technology currently used (cast-iron brake blocks braking on the wheels’ surface) 
produces rough wheel surfaces and subsequently leads to a high level of vibration of rails and 
wheels. As freight trains often operate at night, their noise emission is even more critical.  

1 

2 

3 
4 

European Environment Agency: TERM 2001. According to this publication 30 % of the population is 
seriously annoyed by road noise. 
Communication  COM(2007)  608  from  the  Commission  “Towards  a  rail  network  giving  priority  to 
freight”. 
Directive 2002/49/EC (OJ L 189, 18.7.2002, p. 12). 
Working Group Railway Noise of the European Commission: Position Paper on the European strategies 
and priorities for railway noise abatement, Brussels 2003. 
http://ec.europa.eu/transport/rail/ws/doc/position-paper.pdf. 

EN 

2 

   EN 

 
                                                 
 
Experts recommended giving priority to measures at source (vehicles and tracks) as they are 
more  cost-effective.  Nevertheless,  according  to  recent  figures5,  a  total  of  150-200  million 
euros is spent annually in Europe on the construction of noise barriers. Noise barriers could 
admittedly  be  an  effective  element  of  noise  abatement  programmes  where  necessary,  for 
example  in  dense  urban  areas.  If  barriers  are  coupled  with  measures  at  source,  the  length 
and/or height of barriers can be reduced, leading to significant cost savings. 

In order to solve the problems at source and achieve interoperability along railway lines, in 
December 2005 the Commission adopted technical specifications for interoperability relating 
to  rail  noise  (Noise  TSI)6  introducing  limits  for  rolling  stock  used  in  the  European  Union. 
These limits apply to new and renewed rolling stock including freight wagons, which have to 
be equipped with low-noise brake blocks reducing the noise emission by about 50%. 

Need for further action at European level 

However,  given  the  long  lifetime  of  rolling  stock,  it  will  take  several  years  before  overall 
noise emissions from freight trains can be reduced significantly under existing legislation and 
if no additional measures addressing the existing fleet are introduced.  

Today,  about  50%  of  rail  freight  transport  is  international  and  as  a  consequence  a  large 
number  of  wagons  run  across  a  multitude  of  national networks. As even a small number of 
noisy  wagons  have  a  significant  effect  and  determine  the  noise  impact,  national  abatement 
strategies  alone  cannot  solve  the  problem  sufficiently.  Also,  differing  national  approaches 
could  negatively  impact  on  cross-border  corridors  and  give  some  players  a  competitive 
advantage over others. 

Therefore, the effective reduction of rail noise can best be achieved by supplementing actions 
already taken by Member States with Community action on rail noise abatement. 

2. 

OBJECTIVES AND SCOPE OF COMMUNITY ACTION 

The aim of Community action is to reduce the exposure of citizens to rail noise by promoting 
the establishment of rail noise abatement programmes to curb noise emissions of freight trains 
without jeopardising the competitiveness of rail freight mainly by retrofitting freight wagons 
with low-noise brakes as the most cost-effective type of measure.  

Retrofitting should in principle include all European freight wagons with an annual mileage of 
more  than  10 000 km  and  a  remaining  life  expectancy  of  at  least  five  years.  Given  their 
sporadic  use  wagons  with  a  mileage  of  less  than  10 000  km  per  year  (15%  of  the  fleet) 
account  for  less  than  3%  of  the  overall  transport  performance  of  the  freight  fleet.  Priority 
should therefore be given to retrofitting wagons with a high yearly mileage to maximise noise 
reduction  at  an  early  stage.  These  two  exemptions  would  significantly  reduce  the  cost  of 
retrofitting without jeopardising the noise reduction objective.  

5 

6 

UIC: Noise Reduction in European Railway Infrastructure. Status Report 2007.  
http://www.uic.asso.fr/download.php/environnement/reductionbruitinfra_en.pdf. 
Commission Decision 2006/66/EC of 23 December 2005 (OJ L 37, 8.2.2006, p. 1). 

EN 

3 

   EN 

 
                                                 
The  target  date  for  completing  the  retrofitting  exercise  would  be  2015.  The  impact 
assessment7 demonstrated that the European wagon fleet could feasibly be retrofitted by this 
date providing appropriate technologies for retrofitting were used. 

Although  the  impact  assessment  focussed  on  the  1435  mm  gauge  system  (as  within  these 
European  standard-gauge  networks  action  is  needed  at  EU  level  because  of  the  limited 
effectiveness of national measures), the proposed measures can also be applied to wide-gauge 
systems. Where necessary the cooperation of neighbouring countries needs to be ensured. 

3. 

RETROFITTING: OBSTACLES AND BENEFITS 

In the past 10 years, several types of composite brake blocks have been developed by industry 
in  order  to  replace  the  conventional  cast-iron  blocks  as  the  main  source  of  rail  and  wheel 
roughness. These brake blocks allow perceived rolling noise to be reduced by up to 50%. So-
called  K-blocks8  are  a  proven  technology  used  for  new  wagons  but  entail  high  costs  for 
retrofitting.  Other  types,  so-called  LL-blocks9,  are  thus  being  developed  explicitly  for 
retrofitting. In early 2008 one type of K-blocks received definitive UIC homologation10 while 
three types of LL-blocks have provisional homologation.  

According to the impact assessment study up to 370 000 wagons need to be retrofitted, about 
two thirds of them owned by incumbent railway undertakings and one third privately owned 
(including combined transport operators and small railway undertakings). 

With today’s technology retrofitting would lead to investment costs in the range of 200–700 
million euros (LL-blocks) or 1.0–1.8 billion euros (K-blocks) and to additional maintenance 
costs  in  the  order  of  magnitude  of  200–400  million  euros  (aggregated  until  2025,  for  both 
technologies). 

The main benefit of retrofitting is the reduction of freight train noise emission by up to 50% 
and  hence  the  decrease  in  the  number  of  people  highly  affected  by  rail  noise  by  about  16 
million. The results of the cost-benefit study show considerable net benefits of retrofitting in 
the range of 3 to 10 as compared to costs. This is without taking into account major benefits 

7 

8 

9 

10 

PriceWaterhouseCoopersAdvisory:  Impact  Assessment  study  on  rail  noise  abatement  measures 
addressing the existing fleet. Final report December 2007. 
http://ec.europa.eu/transport/rail/studies/index_en.htm. 
K-blocks  are  made  of  organic  composite  material  and  possess  different  braking  characteristics  to 
conventional  blocks.  Retrofitting  therefore  requires  adjustments  to  the  braking  system,  leading  to 
additional  initial  costs  of  up  to  €10 000  per  wagon.  They  are  very  effective  in  noise  abatement 
(reduction  of  up  to  10  dB,  equivalent  to  50%)  and  are  in  general  regarded  as  cost-neutral  for  new 
vehicles.  
LL-blocks only require minor adjustments of the braking system. They are designed to have a braking 
characteristic quite similar to those of cast iron. They are made of either organic composite material or 
sinter metal and they offer noise reduction of the same order of magnitude as K-blocks. Although their 
development started already in 1999, due to the very demanding technology in early 2008 they have not 
received definitive homologation. 
In the absence of relevant European technical specifications brake blocks are homologated by the UIC, 
the International Union of Railways. The UIC tests brake blocks against their specifications with regard 
to  braking  performance,  safety  and  operating  issues  (such  as  severe  winter  conditions).  Provisional 
homologation is granted once the technical tests are successfully completed; in-service tests on a larger 
scale  can  then  be  launched  and,  where  operational  experience  is  positive,  followed  by  definitive 
homologation. 

EN 

4 

   EN 

 
                                                 
 
of  retrofitting  which  could  not  be  quantified,  such  as  the  savings  due  to  reduced 
infrastructure-related  noise  abatement  programmes,  reduced  maintenance  costs  for  the  rail 
infrastructure and efficiency gains in fleet management.  

The  main  obstacle  to  retrofitting  freight  wagons  on  a  large  scale  is  financial  as  even  if 
retrofitting  is  widely  agreed  to  be  the  most  cost-effective  way  of  significantly  reducing  rail 
noise, stakeholders do not have sufficient resources or incentives to do it. 

4. 

MEASURES TO IMPLEMENT AND SUPPORT RETROFITTING 

To  overcome  the  obstacles  to  retrofitting,  the  Commission  analysed  different  measures  and 
concluded  that  combinations  of  policy  instruments  are  more  suitable  and  effective  than 
individual measures (see impact assessment report).  

A  combination  of  noise-differentiated  track  access  charges,  noise  emission  ceilings  and 
voluntary commitments was identified as the most appropriate solution. The main advantages 
of this option are the highest benefits in terms of noise reduction (with a benefits/costs ratio of 
up to 10), potentially lower costs than other instruments such as direct subsidies, and its wide 
application  to  wagons  registered  in  different  Member  States  or  even  outside  the  EU.  The 
market-based  instrument  of  differentiated  track  access  charges  also  provides  incentives  to 
give  priority  to  highly  used  wagons.  In  addition,  noise  emission  ceilings  could  help  to 
increase the effectiveness of differentiating track access charges as railway undertakings have 
more incentives for retrofitting 

4.1. 

Introduction of differentiated track access charges 

In  line  with  "Getting  the  prices  right"11  as  the  fundamental  requisite  for  efficient  transport 
pricing the introduction of differentiated track access charges constitutes the main element of 
the set of measures to promote retrofitting of wagons.  

At  European  level,  Directive  2001/14/EC12  harmonises  charging  principles.  One  of  these 
principles  is  that  infrastructure  charges  may  take  account  of  the  cost  of  the  environmental 
impact  of  train  operations,  including  noise.  Any  charge  differentiation  should  in  principle 
reflect the magnitude of the impact on the environment. Three basic models of differentiated 
track access charges could be used as an incentive: 

•  a  cost-neutral  bonus-malus  system  with  reduced  charges  for  silent  wagons  and  higher 

charges for noisy ones; 

•  a  bonus  system  consisting  of  charges  which  are  reduced  to  enable  the  retrofitting  of 
existing wagons with high degree of noise emissions; the infrastructure manager receives 
financial compensation from the Member State; 

•  a malus system consisting of increased charges for noisy wagons.  

11 
12 

Communication from the Commission "Greening transport". 
Directive 2001/14/EC 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). 

EN 

5 

   EN 

 
                                                 
As  Directive  2001/14/EC  does  not  allow  an  increase  in  overall  revenue  (unless  there  are 
similar charges for competing modes of transport), a malus system will be feasible only when 
a  comparable  charge  is  applied  for  road  freight  transport.  The  proposed  Eurovignette 
Directive13 will introduce an external cost charge for road freight transport and therefore make 
it possible – in case of charges applied at a comparable level to road transport – to modulate 
track access charges more widely.  

With regard to the bonus system, the impact assessment study demonstrated that it would be 
necessary to provide the necessary economic incentives for the wagon owners to retrofit their 
wagons in the start up phase. This would be justified by the reason of limiting the shift from 
rail to other transport modes as a consequence of railways having to bear costs for retrofitting 
their fleet. 

The  bonus  system  raises  the  question  of  consistency  with  the  rules  on  state  aid,  given  the 
public  compensation  of  the  rebates  on  the  infrastructure  charge.  This  is  why  the 
implementation of this system should be subject to clear and transparent conditions such as: 

– 

– 

– 

its implementation should be for a limited time period to initiate retrofitting and to 
allow pay-back of the initial investment; 

it should be granted to all users in an equal and non-discriminatory manner; 

its  intensity  should  be  proportionate  to  the  purpose,  that  is  to  provide  a  financial 
incentive in the start-up phase of the retrofitting programme. 

Bonus  systems  might  constitute  State  aid  and  in  those  cases  will  have  to  be  notified  to  the 
Commission  pursuant  to  Article  88(3)  of  the  EC  Treaty  and  evaluated  against  the  relevant 
guidelines. 

After  the  start-up  phase,  which  may  end  when  the  majority  of  the  wagons  considered  have 
been  retrofitted,  there  will  be  no  further  need  for  a  bonus  system.  Instead,  a  cost-neutral 
bonus-malus system could provide incentives to pursue retrofitting programmes and stimulate 
the  introduction  of  more  innovative  low-noise  technologies  going  beyond  the  present  TSI 
limit values. 

Noise-related track access charges refer to individual wagons and kilometres run by them or 
their axles on a certain line. The bonus should be granted to all silent wagons (including those 
already compliant with the technical specifications for interoperability) so that wagon owners 
investing  in  the  renewal  of  their  fleet  are  not  penalised  and  to  promote  the  use  of  silent 
wagons as only their use leads to noise reduction. Furthermore, for rail lines in noise-sensitive 
areas  and/or  at  night  an  additional  bonus  for  silent  wagons  could  provide  incentives  for 
railway undertakings to adapt their fleet management to the needs of these areas. If relevant, 
passenger coaches might be integrated into the charging schemes. 

In  the  impact  assessment  a  practical  problem  relating  to  differentiated  track  access  charges 
was identified: the fact that the entity receiving the noise bonus is not necessarily identical to 
the entity financially responsible for retrofitting. As the rental of wagons can be regarded as a 
functioning  market,  a  corresponding  adaptation  of  rental  prices  is  expected:  silent  wagons 
causing  less  cost  for  track  access  charges  will  receive  higher  rents  on  the  market  as  the 

13 

Proposal for a Directive amending Directive 1999/62/EC on the charging of heavy goods vehicles for 
the use of certain infrastructures. 

EN 

6 

   EN 

 
                                                 
willingness  to  pay  will  increase.  Nevertheless,  a  voluntary  commitment  of  the  actors 
concerned could support this process by providing transparency of financial flows related to 
retrofitting and charges. 

Differentiated  track  access  charges  require  an  automatic  identification  system  and  charging 
software  linked  to  the  identification  system  and  the  national  vehicle  registers.  Noise 
measurements  are  not  needed.  The  deployment  of  telematics  applications  for  rail  freight 
according  to  the  relevant  Technical  Specification  for  Interoperability  (TAF  TSI)14  would 
provide the technical basis for such automatic identification.  

According  to  the  Strategic  European  Deployment  Plan  delivered  by  the  rail  sector  all 
functions  including  those  on  individual  wagon  movements  will  be  implemented  by  January 
2014. Furthermore, a high proportion of the functions will be available at an earlier stage.  

Non-harmonised  introduction  of  noise-differentiated  track  access  charges  at  national  level 
would  risk  not  being  effective  as  the  incentive  for  railway  undertakings  might  not  be 
sufficient  if  only  some  Member  States  introduced  such  schemes,  the  timeframes  were 
contradictory  and  different  types  of  silent  wagons  were  treated  differently.  Administrative 
costs  for  non-harmonised  schemes  would  also  be  unnecessarily  high.  This  instrument 
providing  the  necessary  incentives  for  retrofitting  therefore  needs  to  be  implemented 
simultaneously on a mandatory and harmonised basis in all Member States concerned. Beside 
the harmonisation of the main elements of charging schemes, the development of a common 
noise classification system for wagons is needed. 

For the implementation of differentiated track access charges joint efforts by the rail sector, 
Member States and the European Commission are required: 

In the course of  the recast of Directive  2001/14/EC,  the  Commission  will  propose  legal 
requirements for the implementation of noise-differentiated track access charges.  

Infrastructure  managers  will  adapt  the  charging  schemes  in  accordance  with  Community 
legislation.  In  addition,  they  are  in  charge  of  the  installation  of  identification  systems  and 
necessary IT tools. The completion of the retrofitting programmes is expected by the end of 
2015 considering a timeframe of three years for the replacement of brake blocks. 

In  order  to  prepare  the  implementation  of  noise-differentiated  track  access  charges  the 
Commission  will  launch  a  study  to  develop  and  harmonise  important  elements  for  these 
schemes. 

4.2. 

Introduction of noise emission ceilings as a second step 

The  noise  emission  ceiling  limits  the  average  emissions  within  a  determined  period  at  a 
certain location along the line. For example, current noise emission could be taken as a limit 
to  prevent  increasing  noise  if  rail  freight  transport  grows.  Under  Directive  2002/49/EC, 
Member States are legally competent to set such limits on environmental noise.  

The  noise  emission  ceiling  leaves  it  to  the  rail  sector  to  find  optimal  solutions:  the  railway 
undertaking  may  use  vehicles  with  lower  emissions  to  increase  the  number  and/or  speed  of 
trains  without  exceeding  the  noise  limits.  The  noise  emission  ceiling  therefore  gives  an 

14 

Regulation (EC) No 62/2006 of 23 December 2005 (OJ L 13, 18.1.2006, p. 1). 

EN 

7 

   EN 

 
                                                 
incentive to use low-noise vehicles. Noise emission ceilings could directly address noise “hot 
spots”  in  the  European  network  as  well  as  the  sensitive  evening  and  night  periods. 
Infrastructure-related  measures  are  also  covered  by  this  instrument,  leading  to  a  holistic 
approach to rail noise reduction. 

In  order  to  maintain  the  noise  reduction  achieved  by  retrofitting,  the  European 
Commission recommends Member States to introduce noise emission ceilings for major 
rail  freight  lines  as  a  second  step  after  the  initial  retrofitting  programmes  have  been 
completed. However, cost-benefit analyses should be carried out prior to the introduction of 
this  instrument  considering  the  noise  reduction  already  achieved  by  retrofitting  and  other 
means at that date. 

4.3. 

Voluntary commitments by the rail sector 

Accompanying voluntary commitments can guarantee the effectiveness of differentiated track 
access charges and help to speed up their implementation even before legal requirements enter 
into force. 

Voluntary commitments by railway undertakings on passing the noise bonuses received from 
infrastructure  managers  to  the  wagon  owners  (where  they  do  not  use  own  wagons)  will 
support market mechanisms to ensure that the noise bonus can be used to finance the costs of 
retrofitting. 

Furthermore,  voluntary  commitments  by  the  sector  to  set  up  and  implement  individual 
retrofitting  programmes  as  soon  as  possible  would  lead  to  better  coordination  of  individual 
activities and would increase the visibility of the action.  

In  order  to  reduce  rail  noise  as  soon  as  possible,  further  to  the  legislative  activities  the 
Commission  recommends  voluntary  implementation  of  differentiated  track  access 
charges  (as  indicated  in  section  4.1).  The  voluntary  schemes  to  be  introduced  by 
“frontrunners”  need  to  be  coordinated  at  European  level.  For  this  purpose  the  Commission 
may issue appropriate guidelines and set up expert groups. 

The  European  Commission  urges  the  rail  sector  to  conclude  such  voluntary 
commitments without delay. 

4.4. 

Reducing costs of retrofitting 

Significant costs of investment and additional maintenance have been identified as the main 
obstacle to retrofitting. However, the examples of retrofitting freight wagons with (non UIC 
homologated) composite brake blocks in Portugal and the United Kingdom demonstrate that 
cost-neutral retrofitting is possible.  

Clearly, the technology available today cannot be regarded as sufficient for retrofitting on a 
European scale. The Commission therefore urges industry to further develop composite 
brake blocks in close cooperation with railway undertakings and wagon owners in order 
to  reduce  costs  significantly.  The  Commission  will  continue  to  support  appropriate 
research  and  demonstration  projects  within  existing  programmes  such  as  FP7  and 
LIFE+.  

Again during the public consultation, the need for clarification, assessment and acceleration 
of  the  homologation  procedures  for  composite  brake  blocks  was  identified  as  an  important 

EN 

8 

   EN 

 
accompanying  measure  also  leading  to  reduced  retrofitting  costs.  The  Commission  will 
therefore  review  the  current  process  of  authorisation  in  close  cooperation  with  the 
European Railway Agency in order to make it more efficient, transparent and timely.  

4.5.  Monitoring of retrofitting and its impacts 

The noise mapping exercise in the framework of Directive 2002/49/EC and the data reported 
by  Member  States  to  the  Commission  should  be  used  to  assess  the  success  of  retrofitting 
programmes: against the 2007 maps as baseline, the effectiveness of retrofitting programmes 
will be monitored and the need for emission ceilings can be elaborated. 

In  return,  Member  States  are  advised  to  consider  retrofitting  programmes  stimulated  by 
differentiated track access charges within the noise action plans under Directive 2002/49/EC. 

In  addition,  the  Commission  will  monitor  progress  in  implementing  the  proposed  measures 
and  progress  in  retrofitting.  Not  later  than  three  years  after  the  adoption  of  the 
Communication it will publish a report on steps taken by the rail sector. 

4.6. 

Setting-up of expert groups 

As the implementation of noise-differentiated track access charges requires several technical 
issues  to  be  spelled  out  and  harmonised  the  Commission  will  set  up  appropriate  expert 
working  groups  and  assure  their  cooperation  in  order  to  assist  it  in  developing  guidance 
material.  Areas  to  be  covered  by  these  expert  groups  include  the  development  of  wagon 
classification systems, specification of identification systems, harmonisation of noise related 
charging schemes and monitoring of progress in and impacts of retrofitting.  

5. 

OTHER MEASURES TO REDUCE RAIL NOISE 

This initiative focuses on a specific measure to reduce rail noise: retrofitting of freight wagons 
with low-noise brake blocks. Even though this measure is widely regarded as very effective 
and efficient, it cannot solve all rail noise problems in Europe. 

Therefore,  outside  the  scope  of  this  initiative  other  measures  will  be  assessed  by  the 
Commission,  discussed  with  experts,  Member  States  and  stakeholders  and  if  appropriate 
implemented. For example: 

•  As indicated by experts4, infrastructure-related measures (e.g. rail grinding, the use of rail 
dampers)  and  additional  actions  are  important  to  supplement  the  measures  addressing 
rolling  stock  (“smooth  wheels  on  smooth  rails”).  The  Commission  encourages  Member 
States and the rail sector to implement them in parallel. 

•  Regular  revision  of  the  TSI  Noise  is  considered  necessary  to  take  account  of  technical 
progress,  as  beside  composite  brake  blocks,  other  low-noise  technologies  have  been 
developed for freight rolling stock. 

EN 

9 

   EN 

 
•  State aid for interoperability15 can also be granted insofar as it can help to remove technical 
barriers  in  the  European  rail  services  market.  In  such  cases,  the  eligible  costs  cover  all 
investments  relating  to  noise  reduction  both  in  rail  infrastructure  and  in  rolling  stock. 
Alternatively, environmental state aid could also be used16. 

15 

16 

Community guidelines on state aid for railway undertakings, adopted by the European Commission on 
30 April 2008. 
Community guidelines on state aid for environmental protection, OJ C 82, 1.4.2008, p. 1. 

EN 

10 

   EN