Report from the Commission to the Council, the European Parliament, the European Economic and Social Committee and the Committee of the Regions - Fourth report on the implementation of Regulation (EC) No 2320/2002 establishing common rules in the field of civil aviation security
Date: 2009-10-08
Institutions: European Commission
Subjects: EU programme, European standard, air safety, approximation of laws, civil aviation, fight against crime, report, safety standard

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COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 8.10.2009 
COM(2009) 518 final 

REPORT FROM THE COMMISSION TO THE COUNCIL, THE EUROPEAN 
PARLIAMENT, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND 
THE COMMITTEE OF THE REGIONS 

FOURTH REPORT ON THE IMPLEMENTATION OF REGULATION (EC) No 
2320/2002 ESTABLISHING COMMON RULES IN THE FIELD OF CIVIL 
AVIATION SECURITY(cid:31) 

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REPORT FROM THE COMMISSION TO THE COUNCIL, THE EUROPEAN 
PARLIAMENT, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND 
THE COMMITTEE OF THE REGIONS 

FOURTH REPORT ON THE IMPLEMENTATION OF REGULATION (EC) No 
2320/2002 ESTABLISHING COMMON RULES IN THE FIELD OF CIVIL 
AVIATION SECURITY1 

This report covers the period 1 January – 31 December 2008 

1. 

INTRODUCTION 

2008 marked a significant stage in the building of an effective aviation security regime in the 
European  Community.  It  was  the  year  of  lessons  learned,  a  time  for  fundamental 
reassessment,  drawing  on  5  years'  experience  of  implementing  and  inspecting  the  regime 
adopted in 2002 after the 9/11 terrorist attacks. It was also a year of  enhanced international 
co-operation and further technological development. 

The  reassessment  process  revealed  much  that  was  positive.  The  main  requirements  of  the 
legislation  were  clearly  understood  and  generally  well  implemented  at  European  airports. 
Levels  of  compliance  continued  to  move  –  albeit  slowly  –  upwards  and  several  Member 
States had increased their compliance monitoring resources. However, it was also evident that 
some  provisions  did  require  adjustment,  to  achieve  a  common  understanding,  address 
recurring  deficiencies  or  take  account  of  other  developments.  The  inspection  regimes 
themselves were equally in need of fine-tuning. 

The  Community  response  to  new  and  emerging  threats  was  similarly  challenged,  following 
the considerable disruption caused by the 2006 liquid explosives alert. This led to increased 
efforts  to  collaborate  with  manufacturers  and  international  partners  in  the  development  of 
security screening procedures. It added impetus to the drive towards reaching agreement with 
third countries on recognition processes. Throughout, the EU demonstrated its willingness and 
ability  to  make  an  effective  contribution  towards  facilitating  passenger  movements  and 
finding global solutions. 

Finally,  and  fundamental  to  the  whole  process,  was  a  recognition  of  the  need  for  greater 
transparency. The restrictions on access to much of the implementing legislation had come to 
be judged as excessive, with members of the public not able to retrieve the facts necessary for 
making informed decisions. In response, there was an immediate restructuring of the original 
provisions and a commitment to ensure appropriate levels of access in the future. 

In  all,  2008  was  a  year  of  considerable  achievement  towards  the  establishment  of  a  mature 
aviation  security  environment.  Member  States,  the  aviation  industry  and  manufacturers 
demonstrated a high level of commitment in working together to find security solutions and 
minimise inconvenience to passengers. However, at the end of the twelve month period, none 
would remain in any doubt about the considerable amount of work still to be done. 

PART ONE 

THE INSPECTIONS 

1 

OJ L355 of 30.12.2002, p. 1. 

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1. 

General 

Under  Regulation  2320/2002,  the  Commission  is  required  to  carry  out  inspections  to 
determine Member States' level of compliance with the legal provisions on aviation security. 
Switzerland  is  also  included  in  the  programme  while  Norway  and  Iceland  are  inspected 
against identical provisions by the EFTA Surveillance Authority. 

There are three types of inspection: 

– 

– 

– 

national appropriate authority; 

airport; and 

follow-up, to assess deficiency correction activities. 

These are carried out by the Commission's team of 11 aviation security inspectors, working 
with national inspectors nominated by Member States. A chart summarising all Commission 
inspections to date, separating out those conducted during 2008, is attached at Annex 1. 

2. 

Inspections of national appropriate authorities 

Each  Member  State  is  required  to  designate  an  appropriate  authority  to  be  responsible  for 
coordinating and monitoring its national civil aviation security programme. The Commission 
inspected 9 appropriate authorities during 2008. These inspections involved an evaluation of 
the  national  civil  aviation  security  programme,  the  national  civil  aviation  security  quality 
control programme and its implementation, the national training programme and airport and 
airline security programmes. 

7  of  the  9  authorities  had  been  subject  to  a  previous  Commission  inspection.  The  2008 
exercise  demonstrated  high  standards  in  5  and  reasonable  standards  in  2  states;  but  the 
remaining  2  reports  were  unsatisfactory.  National  civil  aviation  security  programmes 
generally  covered  the  legal  requirements  well,  despite  a  few  omissions  and  outdated 
references. Provisions for small airports for which an exemption had been claimed under the 
terms  of  the  Regulation  were  fairly  frequently  omitted  from  national  civil  aviation  security 
programmes,  along  with  some  requirements  for  air  cargo.  Frequencies  for  monitoring 
activities  and  provision  for  security  audits  within  the  EU  definition  of  the  term  were  often 
missing  from  national  quality  control  programmes.  A  number  of  national  security  training 
programmes  failed  to  include  adequate  provisions  for  general  awareness  and  recurrent 
training. 

Most  deficiencies,  however,  were  found  in  respect  of  the  capacity  to  detect  and  correct 
failures swiftly. Common failings, even in some of the best performing Member States, were 
lack  of  security  audits,  few  tests  and  poor  follow-up.  Much  more  seriously,  but  also  more 
rarely,  inspectors  found  airports  not  visited  at  all  during  long  periods,  brief  and  infrequent 
inspections or seriously delayed rectification action. 

Almost all airport security programmes were up to date and monitored by the Member States. 
The monitoring of airline security programmes appeared less rigorous, especially in respect of 
airlines  registered  outside  the  EU.  Checks  revealed  that  these  often  failed  to  include  all  the 
requirements, even when the appropriate authority had validated them. 

3. 

Initial inspections at airports 

10  initial  inspections  of  airports  were  conducted  during  2008  and  the  findings  were  by  and 
large  consistent  with  those  from  earlier  inspections.  However,  results  in  the  four  areas 
generally considered as the most crucial for maintaining the security of civil aviation (airport 
security,  aircraft  security,  passengers  and  cabin  baggage  and  hold  baggage)  indicated  some 
improvement, even if this is not entirely empirically based. (A different set of airports will be 

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selected each year, so no direct comparison can be made.) Over a longer timescale, there has 
been  a  year  on  year  improvement  in  these  key areas,  with  levels  of  compliance  rising  from 
50% in 2004 to 78% in 2008. 

The weakest areas at the 10 airports inspected during 2008 related to access control and staff 
screening.  Overall,  air  carriers'  standards  of  compliance  were  less  robust  than  those  of 
airports, although there was a greater overall improvement between 2007 and 2008. The areas 
needing most additional effort were search and check of aircraft and aircraft protection. 

Compliance  with  the  provisions  covering  passengers  and  cabin  baggage  was  mostly  high 
although  serious  deficiencies  stemming  from  human  factors  were  reported  at  some  of  the 
inspected  airports.  Compliance  in  the  area  of  hold  baggage  screening  was  extremely  high, 
with no deficiencies at all recorded against a good number of the provisions. 

4. 

Follow-up inspections 

As  part  of  the  Commission’s  monitoring  of  implementation  standards  and  deficiency 
rectification  -  and  practically  always  in  relation  to  airports  where  a  number  of  serious 
deficiencies have been found – the Commission will conduct a follow-up inspection. 8 such 
inspections were conducted at EU airports during 2008. 

The findings revealed that a greater number of deficiencies had been remedied by the time of 
the  follow-up  inspection  than  had  been  the  case  in  previous  years.  However,  a  number  of 
serious  deficiencies  (about  13%  of  those  found)  had  not  been  adequately  addressed  by  the 
time  the  Commission  inspectors  returned.  In  general  terms,  deficiencies  that  could  be 
remedied  by  structural  changes  had  been  addressed  very  effectively,  while  those  involving 
human factors were proving particularly intractable. 

5. 

Open files, Article 15 cases and legal proceedings 

Each  inspection  generates  a  file,  which  remains  open  until  the  Commission  is  satisfied  that 
appropriate rectification action has been taken. The file will normally be closed on the basis 
of progress reports and assurances received from the appropriate authority, unless a follow-up 
inspection  is  considered  necessary.  2008  was  a  particularly  successful  year  for  file  closure, 
with  36  cases  being  satisfactorily  concluded.  In  all,  15  appropriate  authority  and  16  airport 
inspection files remained open at the end of the year. 
Article 15 of Regulation 1486/20032 is activated when the lack of compliance is considered 
serious enough to present a significant threat to the overall level of civil aviation security in 
the  Community.  In  these  cases,  all  other  appropriate  authorities  are  alerted.  One  Article  15 
process initiated in October 2007 remained open until July 2008 but no new cases arose. 

During 2008, the Commission closed 2 infringement procedures started in 2007 and opened 4 
others,  generally  because  of  insufficient  monitoring  activities  and  lack  of  national  auditors. 
One  of  these  infringement  procedures  was  closed  within  months,  but  the  3  others  remained 
open at the end of the year. 

Member States' own evaluations 

6. 
Under Article 6 of Commission Regulation 1217/20033, Member States are obliged to submit 
an annual report to the Commission by the end of February each year, covering the results of 

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Commission  Regulation  (EC)  No  1486/2003  laying  down  procedures  for  conducting  Commission 
inspections in the field of civil aviation security, OJ L 213 of 23.8.2003, p. 3. 
Commission  Regulation  (EC)  No  1217/2003  laying  down  common  specifications  for  national  civil 
aviation quality control programmes, OJ L 169 of 8.7.2003, p. 44. 

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their national compliance monitoring for the period Jan - Dec of the preceding year. Some of 
the 2008 national reports indicated a low number of man days in the field, failures to cover all 
requirements,  a  lack  of  security  audits  or  insufficient  follow-up  activities.  As  in  previous 
years,  the  reports  showed  a  higher  level  of  compliance  than  is  found  during  Commission 
inspections,  but  generally  identified  the  same  pattern  of  deficiencies.  For  the  first  time,  all 
reports submitted followed the Commission template. 

PART TWO 

THE LEGISLATION 

1. 

General 

Since the adoption of Regulation (EC) 2320/2002, the Commission has worked continuously 
with Member States and industry to develop and, where necessary, revise the legal provisions 
governing aviation security. 2008 was a period of particularly intense activity, during which 
details  were  added  or  amendments  made  to  existing  provisions,  with  the  texts  also  being 
recast  in  appropriate  legal  forms,  against  the  background  of  a  fundamental  revision  of  the 
whole legislative package, building on the experience of the last five years. 

2. 

Legislation adopted and proposed 

Legislative developments during 2008 included: 

– 

– 

– 

– 

– 

– 

– 

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5 

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the adoption of Regulation (EC) No 23/20084 on the use of Threat Image Projection; 
the adoption of Regulation (EC) No 358/20085 removing the restriction on cabin bag 
size; 
the  adoption  of  Regualtion  (EC)  No  820/20086  and  Decision  (EC)  No  4333/20087 
replacing and repealing Regulation (EC) No 622/20038; 
the  adoption  of  Regulation  (EC)  No  300/20089,  the  new  framework  Regulation 
which  will  replace  Regulation  (EC)  No  2320/2002  when  this  is  repealed  in  April 
2010; 

the  amendment  of  Regulation  (EC)  No  820/2008  to  allow  exemptions  from  futher 
screening for duty free liquids purchased at 6 airports in Croatia; 

the  conclusion  of  work  on  new  texts  to  replace  Regulations  (EC)  No  1217/2003 
(national  quality  control)  and  (EC)  No  1486/2003  (Commission  inspections  of 
Member States); 

the conclusion of work on the new 'second layer' legislation which will sit between 
Regulation (EC) No 300/2008 and the projected new implementing legislation10; and 

Commission Regulation (EC) No 23/2008 of 11 January 2008, amending Regulation (EC) No 622/2003 
laying down measures for the implementation of the common basic standards on aviation security, OJ L 
9 of 12.1.2008, p. 12. 
Commission Regulation (EC) No 358 of 22 April 2008, amending Regulation (EC) No 622/2003 laying 
down measures for the implementation of the common basic standards on aviation security, OJ L 111, 
23.4.2008, p. 5. 
Commission  Regulation  (EC)  No  820/2008  of  8  August  2008  laying  down  measures  for  the 
implementation of the common basic standards on aviation security, OJ L 221, 19.8.2008, p. 8. 
Not published in the OJ. 
Commission  Regulation  (EC)  No  622/2003,  laying  down  measures  for  the  implementation  of  the 
common basic standards on aviation security, OJ L 89 of 5.4.2003, p. 9. 
Regulation (EC) No 300/2008 of the European Parliament and of the Council of 11 March 2008, OJ L 
97 of 9.4.2008, p. 72. 

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most  significantly,  intensive  work  on  preparing  the  new  detailed  implementing 
Regulation and Decision to replace Commission Regulation (EC) No 820/2008 and 
Decision (EC) No 4333/2008 from April 2010. 

The texts were developed during 8 meetings of the Aviation Security Regulatory Committee, 
at which all Member States plus Norway, Iceland and Switzerland are represented, 8 meetings 
of  the  Stakeholders’  Advisory  Group  on  Aviation  Security,  which  brings  together  industry 
bodies representing airports, airlines, air cargo and pilots, and a number of focussed working 
group  sessions  in  which  both  Member  States  and  industry  were  involved.  There  were  also 
separate, dedicated meetings on the liquid explosives issue. 

3. 

Adding detail and amending 

In terms of specific achievements, adding new detail to existing provisions formed a relatively 
small  part  of  the  legislative  programme  during  2008.  Just  one  new  Regulation,  (EC)  No 
23/2008  on  Threat  Image  Projection  (TIP),  was  published  at  the  beginning  of  the  year,  the 
related  work  having  effectively  been  completed  in  2007.  (TIP  is  a  system  that  generates 
electronic  images  of  threat  objects  in  items  of  baggage  to  assist  with  staff  training  and 
sustaining concentration.). 

The  aviation  security  legislation  was  adjusted  by  two  amending  measures  during  the  period 
covered  by  this  report,  one  removing  a  planned  provision  and  the  other  granting  a  new 
exemption. The removal, in Regulation (EC) No 358/2008, concerned the planned limitation 
on cabin bag size agreed in the wake of the August 2006 liquid explosives alert, subsequently 
judged  as  unnecessarily  restrictive,  while  the  new  exemption  allowed  liquid  duty  free  items 
purchased at 6 airports in Croatia to be accepted at EU transfer points by listing them in the 
Annex to Regulation (EC) No 820/2008. 

Changing the legal instrument 

4. 
Following  a  legal  challenge11  concerning  access  to  information,  the  Commission  reassessed 
the  elements  of  aviation  security  legislation  that  had  previously  been  kept  out  of  the  public 
domain. 

The  Commission  decided  to  publish  a  new  Regulation,  made  available  through  the  Official 
Journal in order to facilitate public access, notably to details of prohibited articles. 

5. 

New framework and implementing package 

This  represents  by  far  the  greatest  commitment  of  time  and  effort  in  respect  of  legislative 
developments,  on  the  part  of  Member  States,  industry  and  the  Commission.  The  new 
framework Regulation, (EC) No 300/2008, which will repeal and replace Regulation (EC) No 
2320/2002 in April 2010, was published in March 2008. Work on the second and third levels 
of implementing rules and new inspection texts had reached an advanced stage by the end of 
the year. 
The  second  level12  elaborates  the  framework  by,  inter  alia,  listing  screening  techniques  that 
may be used for passengers, baggage or cargo, categories of prohibited articles and criteria for 
making agreements with third countries. Based on positive results from trials (see Part 3) the 
Commission  originally  proposed  including  provisions  to  allow  the  use  of  body  scanning 

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Now  Commission  Regualtion  (EC)  No  272/2009  of  2  April  2009  supplementing  the  common  basic 
standards  on  civil  aviation  security  laid  down  in  the  Annex  to  Regulation  (EC)  No  300/2008  of  the 
European Parliament and of the Council OJ L 91, 3.4.2009, p. 7. 
ECJ Case, C-345/06, the so-called Heinrich case. 
See footnote 10. 

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equipment, within parameters yet to be defined. The European Parliament, however, felt that a 
number  of  questions  regarding  human  rights,  health  and  data  protection  would  have  to  be 
answered  before  this  could  be  accepted.  The  Commission  accordingly  amended  the  draft 
legislation to remove this possibility, pending further study. 

The third level will provide the detailed implementation requirements and address the issues 
of  overly  onerous  provisions  in  some  areas  of  the  current  legislation  and  security  gaps  in 
others.  Amongst  the  issues  discussed  were  possible  modifications  in  the  aircraft  search  and 
check requirements, lifting the requirement for all airlines to submit security programmes to 
Member  States  for  approval,  providing  an  updated,  internationally  agreed  prohibited  article 
list, developing more detailed rules for catering and cleaning supplies and elaborating policies 
for staff recruitment and training. 

PART THREE 

TRIALS, STUDIES, PILOTS 

1. 

Trials 

Member States may conduct trials of new equipment and methodologies at any time, if these 
are  used  in  conjunction  with  existing  legislative  requirements.  Where  trials  involve  the 
replacement of these requirements by new technical methods or processes, approval must first 
be sought from the Commission and the trial must be restricted to a maximum of 30 months. 

A limited number of trials were conducted during 2008. These involved the use of millimetre 
wave  and  backscatter  body  scanners  for  staff  and  passenger  screening  and  dogs  for  hold 
baggage and cargo screening. Studies were also conducted on the effectiveness of screening 
laptop computers inside hand luggage, as distinct from the current requirement to take it out. 

The results of the dog trials led the Commission and Member States to agree that legislation 
should be developed on conditions for their use. The laptop trials were temporarily halted as 
the results proved inconclusive. 

2. 

Studies 

Two  studies  conducted  on  behalf  of  the  Commission  were  concluded  during  this  time, 
respectively on the use of dogs for passenger and cargo screening and human factors affecting 
security  screening  performance.  Recommendations  from  these  studies  led  to  a  number  of 
provisions  being  added  to  the  training  Chapter  of  the  new  draft  legislation  and  fed  in  to 
working group discussions on future provisions governing the use of dogs. 

3. 

Pilots 

In addition, the Commission concluded the work on its pilot cargo database study, intended to 
support secure movements of airfreight. This was considered successful and a project to build 
a mandatory usage database, to be hosted and managed by the Commission, was initiated. 

PART FOUR 

DIALOGUE WITH INTERNATIONAL BODIES AND THIRD COUNTRIES 

1. 

General 

The  Commission  is  regularly  involved  in  aviation  security  discussions  with  international 
bodies and third countries on a bilateral and multilateral basis. This provides opportunities to 
share best practice, pool expertise and find global solutions to security problems. 

2. 

International bodies 

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The  Commission  regularly  takes  part  in  meetings  of  the  International  Civil  Aviation 
Organisation  (ICAO)  AvSec  panel,  presenting  papers  and  working  closely  with  other 
members  to  develop  strategies,  with  current  focus  strongly  on  the  liquids  problem.  The 
Commission  has  also  worked  with  some  third  countries  –  principally  the  US,  Canada  and 
Australia – to agree a joint position, or present joint papers at ICAO. On a bilateral basis, the 
Community  has  reached  agreement  with  ICAO  on  a  Memorandum  of  Co-operation  on 
inspections, with a view to reducing ICAO inspections in Europe, already covered by national 
and the Commission's own inspection programmes. 

Co-operation  with  the  European  Civil  Aviation  Conference  (ECAC)  is  also  good,  with  the 
Commission  taking  part  in  meetings  of  the  ECAC  Technical  Task  Force  and  Training  Task 
Force.  Conclusions  reached  in  these  groups  have,  after  further  discussion  in  the  Regulatory 
Committee, been incorporated into the draft implementing legislation and liquids roadmap. 

3. 

Third countries 

Other bilateral efforts with third countries essentially fall into two categories: work towards 
future one-stop agreements and preparations for liquids exemptions. The one-stop element is 
by far the most advanced with the US, which has similar high standards of security as the EU. 
An EU-US transport co-operation group was set up in 2008 to discuss the related issues and a 
detailed comparison between the measures implemented on each side of the Atlantic has been 
drawn  up.  Significant  differences  are  few  and  Member  States  have  indicated  considerable 
interest  in  reaching  an  agreement.  A  protocol  providing  for  reciprocal  airport  inspections  is 
already  in  force:  12  national  auditors  from  EU  Member  States  have  been  trained  by  the 
Transport  Security  Administration  (TSA)  to  act  as  observers  in  their  inspections  and  TSA 
inspectors have taken part on the same terms in Commission inspections. 

The  Commission  also  continued  to  progress  duty  free  liquids  agreements  and  was  able  to 
recommend an exemption for duty free items bought at Croatian airports, as referred to above. 
Some advance has been made with other third countries, but no others met all requirements in 
time to schedule an inspection visit before the end of 2008. 

PART FIVE 

FINANCING AVIATION SECURITY 

The  issue  of  financing  aviation  security  has  been  raised  regularly  during  discussions  on 
aviation  security  measures.  Member  States  generally  take  the  view  that  the  industry  should 
meet the costs, with the freedom to pass them on to passengers, while the industry and some 
MEPs  argue  for  a  greater  State  contribution.  In  the  context  of  adopting  the  new  framework 
Regulation  (EC)  No  300/2008,  the  Commission  undertook  to  produce  a  report13  on  the 
subject.  This  is  intended  to  identify  principles  which  could  form  the  basis  for  a  future 
legislative initiative. 

PART SIX 

FUTURE WORK 

The Commission's work programme for 2009 will include: 

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– 

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finalising the new implementing legislation; 

finding better ways of addressing the threat from liquid explosives; 

advancing one stop security agreements with third countries; 

COM(2009) 30 final of 2.2.2009. 

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– 

– 

– 

continuing  the  inspection  programme  (including  involvement  as  observers  in  some 
inspections in the US); 

assisting  Member  States  to  improve  and  harmonise  national  quality  control 
programmes; 

analysing the results of studies; and 

considering the most appropriate approach to the funding of aviation security. 

CONCLUSION 

Although  there  was  much  legislative  development  during  2008,  there  were  few  legislative 
changes. This gave Member States the opportunity to consolidate progress made in previous 
years, especially in respect of newer provisions, such as those relating to cargo. At the same 
time, the consistency of the inspection results enabled the Commission to identify weaknesses 
and analyse the causes. It could then propose the necessary new legislation, or identify areas 
for  future  study  or  research.  At  the  same  time,  legal  challenges  resulted  in  a  much  greater 
focus on transparency, communicating with the public and providing opportunities for debate. 
The agenda was fortunately uninterrupted by any major new terrorist attempts directed against 
European airports or the discovery of any new terrorist techniques likely to pose a threat to 
civil aviation. 

At  the  same  time,  dealing  with  the  potential  threat  from  liquid  explosives  has  strengthened 
international co-operation and links with manufacturers. This should pave the way towards a 
more seamless aviation security environment for travellers moving between continents, while 
raising the awareness of legislators concerning future technological possibilities. 

In all, 2008 was a year of much hard work and much progress. It was the year in which the 
foundations were laid for the aviation security regime in the new decade. 

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ANNEX 
Commission Inspections by Member State as at 31.12.2008 

Member State 

Number of inspections 
01/2008 - 12/2008 (including 
follow-ups) 

Total number of inspections 
2004 - 2008 (including follow-
ups) 

Austria 

Belgium 

Bulgaria 

Cyprus 

Czech Republic 

Denmark 

Estonia 

Finland 

France 

Germany 

Greece 

Hungary 

Ireland 

Italy 

Latvia 

Lithuania 

Luxembourg 

Malta 

Netherlands 

Poland 

Portugal 

Romania 

Slovakia 

Slovenia 

EN 

0 

2 

1 

0 

1 

1 

0 

2 

1 

2 

1 

1 

0 

2 

0 

0 

0 

0 

2 

1 

2 

1 

0 

1 

10 

6 

6 

2 

4 

4 

6 

3 

6 

8 

10 

9 

3 

5 

9 

3 

3 

4 

2 

6 

6 

5 

2 

3 

7 

   EN 

 
 
 
 
 
 
 
Spain 

Sweden 

United Kingdom 

Switzerland14 

TOTAL 

1 

1 

3 

1 

27 

4 

6 

10 

2 

144 

EFTA Surveillance Authority inspections as at 31.12.2008 

EEA EFTA state 

Number of inspections 
01/2008 - 12/2008 (including 
follow-ups) 

Total number of inspections 
2004 - 2008 (including follow-
ups) 

Iceland 

Norway 

TOTAL 

1 

4 

5 

5 

23 

28 

14 

The  Commission  has  powers  to  conduct  inspections  in  Switzerland  under  a  bilateral  EU-Switzerland 
agreement. 

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