COMMUNICATION FROM THE COMMISSION Implementation of the European Electronic Toll Service
Date: 2012-08-30
Institutions: European Commission
Subjects: electronic equipment, exchange of information, information network, information technology, road transport, technical standard, toll

EUROPEAN COMMISSION 

Brussels, 30.8.2012  
COM(2012) 474 final 

COMMUNICATION FROM THE COMMISSION 

Implementation of the European Electronic Toll Service  

(Text with EEA relevance) 

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COMMUNICATION FROM THE COMMISSION 

Implementation of the European Electronic Toll Service  

(Text with EEA relevance) 

1. 

INTRODUCTION  

Directive  2004/52/EC  aims  to  achieve  interoperability  of  the  electronic  road  toll  systems  in 
the European Union1. It foresees the setting-up of a European Electronic Toll Service (EETS), 
complementary to the national electronic toll services of the Member States.  

Two main stakeholders are concerned:  

• 

• 

Toll  chargers,  which  operate  either  on  behalf  of  the  Member  State  or  in  the 
framework  of  a  concession  contract  with  the  Member  State,  manage  the 
infrastructure  and  levy  the  tolls  for  the  circulation  of  vehicles  on  the  network  they 
manage.  

European Electronic Toll Service providers (EETS providers), supplying motorists or 
road  hauliers  with  the  necessary  equipment  and  services  to  access  all  EU  tolled 
infrastructures and ensuring the payment to the toll chargers of the fees due for the 
use of their network.  

Article 3(4) of the Directive provides that Member States having electronic road toll systems 
would  ensure  that  operators  offer  the  European  Electronic  Toll  Service  to  heavy  goods 
vehicles at the latest three years after the entry into force of the decision defining EETS and to 
all other categories of vehicle at the latest five years after.  

Commission  Decision  2009/750/EC  defining  the  European  Electronic  Toll  Service  entered 
into force on 8 October 20092 upon its notification to the Member States. This implementing 
decision establishes the essential requirements of this service valid over the entire EU and sets 
the  mandatory  standards,  technical  specifications  and  operational  rules.  The  key  obligations 
include the following:  

(1) 

(2) 

(3) 

Member States have to keep national electronic registers of their tolled networks, toll 
chargers  and  toll  service  providers  they  deemed  eligible  for  registration,  and  make 
them  electronically  accessible  to  the  public.  They  shall  also  set  up  a  Conciliation 
Body in charge of facilitating the contractual negotiations between toll chargers and 
EETS providers.  

Toll  chargers  must  set  their  electronic  road  toll  systems  in  conformity  with  the 
technical  standards  referred  to  in  the  legislation  and  make  public  their  contracting 
conditions; they must accept any registered EETS provider on a non-discriminatory 
basis.  

EETS providers have to be registered in a Member State where they are established. 
They  are  to  reach  full  European  coverage  of  all  the  road  infrastructures  tolled 
electronically  within  24  months  of  their  registration.  EETS  providers  are  in 
competition: every road user is free to contract with the provider of his/her choice. 

1 
2 

OJ L 166, 30.4.2004, p. 124. 
OJ L 268, 13.10.2009, p. 11. 

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Article 21 of Decision 2009/750/EC requires the Commission to draw up a report on the state 
of advancement of EETS deployment. The present communication, after putting the EETS in 
the  broader  context  of  European  transport  policy,  presents  the  progress  achieved  in  its 
implementation  and  gives  the  Commission’s  assessment  of  the  next  steps  to  be  taken  for 
making the EETS operational. 

2. 

EUROPEAN TRANSPORT POLICY CONTEXT  

An  efficient  internal  market  is  necessary  to  economic  growth  and  prosperity,  allowing  for 
smooth,  swift  and  safe  mobility  of  goods  and  persons  across  the  Union.  It  requires  well 
developed, maintained and efficiently managed infrastructures.  

As  a  way  to  facilitate  the  financing  and  management  of  road  infrastructures,  the  European 
Transport  Policy  has  constantly  promoted  the  “user  pays”  and  “polluter  pays”  principles. 
Tolls,  that  is  road  use  charging  based  on  travelled  distance,  the  type  of  vehicles 
(e.g. according to their environmental performance and impact on wear and tear) and/or even 
time  (e.g.  moment  in  the  day)  constitute  a  fair  and  efficient  way  to  implement  these 
principles. They offer an even-handed way to pay for mobility and send the right price signals 
to road users. In other words they can raise the revenue needed to maintain and develop the 
road infrastructure, manage the transport demand (e.g. reduce peak time, traffic or influence 
transport choices) or encourage recourse to cleaner vehicles.  

Tolls  are  increasingly  used.  Twenty-two  Member  States  levy  road  use  charges  on  heavy 
goods  vehicles  on  certain  part  of  their  network  and  twelve  Member  States  on  private  light 
vehicles. The charged roads in the EU represent a total length of about 72.000 kilometres of 
which 60 % is equipped with electronic toll systems and 40 % is covered by vignette systems. 
Today  more  than  20  million  road  users,  motorists  or  road  hauliers,  are  subscribers  to 
electronic road toll systems.  

Ensuring the full European interoperability of electronic road tolling technologies will create 
economies of scale and reduce the costs of toll collection equipment. The European Electronic 
Toll Service will ease the payment of road use charges by cross-border users, including the 
occasional users3. Users will more readily accept to pay for using roads if the payment means 
are interoperable at European level.  

In its 2011 White Paper “Roadmap to a Single European Transport Area” the Commission has 
outlined possible measures to accelerate the development and the harmonisation of road use 
charging.  It  stressed  that  the  European  Electronic  Toll  Service  can  be  instrumental  in  the 
promotion of road charging strategies that contribute to a sustainable transport system and in 
facilitating road charging acceptance by users.  

Similarly  on  the  occasion  of  the  recent  amendment  of  the  “Eurovignette”  Directive  on  the 
charging of heavy goods vehicles4, the European Parliament and the Council have asked the 
Commission  to  "monitor  progress  made  [in  the  framework  of  the  Directive]  to  implement 
within  the  agreed  dates  a  genuine  European  Electronic  Toll  Service"  and  "to  promote 
cooperation between Member States that may prove necessary to ensure the interoperability 
of electronic toll collection systems at European level."  

In particular, "where a Member State collects tolls or user charges exclusively by means of a 
system  that  requires  the  use  of  a  vehicle  on-board  unit,  it  shall  ensure  that  appropriate  on-

3 

4 

Today’s road use charging schemes have to put in place costly and cumbersome solutions to deal with 
occasional users, which are usually not treated on a par with regular users.  
Directive 1999/62/EC of the European parliament and of the Council on the charging of heavy goods 
vehicles for the use of certain infrastructures, OJ L 187, 20.7.1999, p. 42-50. 

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board units compliant with the requirements of Directive 2004/52/EC […] can be obtained by 
all users under reasonable administrative and economic arrangements"5.  

3. 

PROGRESS ACHIEVED  

The progress achieved in the advancement of EETS deployment is disappointing. Despite the 
adoption of Decision 2009/750/EC which sets out the necessary technical specifications and 
requirements as well as contractual rules relating to EETS provision, efforts of the European 
Commission6 and the maturity of tolling technologies, the European Electronic Toll Service is 
not yet a reality in everyday life of road users. Not all Member States and stakeholders have 
demonstrated the full commitment necessary to finalise the regulatory and operational context 
of  the  service  at  their  level.  Until  2009,  most  Member  States  having  introduced  national  or 
local  electronic  toll  systems  did  so  without  paying  due  attention  to  the  future  European 
dimension  of  this  service  with  a  view  to  respect  the  timetable  set  out  in  the  Directive.  This 
failure  to  implement  EETS  and  to  do  it  in  the  foreseen  timescale  is  not  due  to  technical 
reasons. It is not more complicated technically to implement pan-European interoperability of 
electronic  road  toll  systems  than  pan-European  roaming  of  mobile  phones  or  worldwide 
interoperability of credit cards. 

Some  stakeholders  have  put  forward  a  number  of  possible  explanations  for  the  above-
mentioned delays but most of them are not justified anymore or relate to problems for which 
solutions exist:  

– 

– 

It is suggested that one problem would be that the European legislation defines only 
a framework for EETS. This argument does not entirely hold true as the legislation 
sets  up  a  clear  set  of  the  necessary  rules  and  obligations.  In  conformity  with  its 
policy  of  keeping  the  service  markets  opened  to  competition  where  possible,  the 
Commission  Decision  leaves  the  delivery  of  the  service  to  market  decisions, 
essentially the emergence of EETS Providers.  

It has also been suggested that the EETS is not interesting from a commercial point 
of view. However, it is premature to jump to conclusions and there is no doubt that 
demand exists:  

• 

• 

Currently  25%  of  road  freight  transport  is  cross-border,  and  the  figure  is 
expected to rise to 30% by 2030. The interest of the EETS for service providers 
will  therefore  get  even  stronger.  In  addition,  professional  associations  of 
transporters,  at  national  and  European  levels,  have  repeatedly  expressed  their 
strong demand for a pan-European interoperable electronic toll system, clearly 
a call for an EETS.  

About  ten  organisations  have  clearly  expressed  their  intention  to  seek 
registration  as  EETS  Providers  and  recently  established  a  European 
professional  association7  (AETIS).  Although  as  of  today,  no  EETS  Provider 
has  been  officially  registered,  according  to  information  received,  at  least  one 
prospective  EETS Provider  has  approached  its  national  authorities  to  seek 
registration  and  was  turned  down  because  the  legal  and  administrative 
framework was not ready. 

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Recital 31 and Article 7 j introduced by Directive 2011/76/EU.  
For instance extensive studies by Expert Groups and the CESARE projects.  
AETIS: Association of Electronic Toll and Interoperable Services established 22 December 2011. 

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• 

The  on-going  development  or  extension  of  road  charging  schemes  in  the  EU 
will create new market opportunities for EETS providers. Four Member States8 
have  planned  to  implement  new  nation-wide  tolling  scheme  in  the  next  three 
years  and  extension  of  existing  tolling  arrangements  are  underway  in  several 
Member  States.  In  this  respect,  the  White  Paper  on  the  Single  European 
Transport Area sets forth a number of  actions which will  further  promote the 
deployment of road use charging9.  

EETS  introduction  would  also  be  hampered  by  the  long  life  cycles  of  the  existing 
national  systems  for  which  adapting  to  EETS  before  obsolescence  is  an  additional 
cost.  However  this  argument  does  not  seem  to  hold  true  any  longer.  Most  systems 
currently  in  place  date  from  the  mid-1990s  and  are  nearing  technological 
obsolescence.  Moreover  the  legislator  when  adopting  Directive  2004/52/EC  took  a 
clear  view  that  the  investments  needed  to  migrate  towards  fully  interoperable 
systems  should  be  done,  even  if  a  certain  degree  of  flexibility  was  left  as  to  the 
sharing  of  the  burden  between  the  stakeholders  of  the  expenditures  necessary  to 
finance  the  investments  required.  For  instance  costs  or  part  of  the  costs  of 
investments can be financed by the introduction of new toll rates. In other words all 
the  road  users  subject  to  toll,  and  not  only  the  EETS  users,  could  participate 
financially  in  these  investments  since  the  costs  related  to  EETS  can  qualify  as 
infrastructure  costs  under  Directive 1999/62/EC  (the 
permissible  chargeable 
Eurovignette Directive). 

In spite of the delays, a number of developments have taken place:  

– 

– 

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Member  States  have  set  up  their  national  electronic  register  listing  the  tolled  road 
infrastructures falling under the scope of Directive 2004/52/EC within their territory. 
The  Toll  Chargers  have  published  their  EETS Domain  Statements  which  set  the 
general  conditions  for  delivering  EETS  on  their  infrastructures  and  constitute  the 
basis for the contractual relationships between toll chargers and EETS providers. 

A number of national authorities responsible for road electronic fee collection have 
set  up  an  informal  group,  the  so-called  Stockholm  Group10,  where  they  actively 
cooperate with a view to the deployment of the European Electronic Toll Service and 
the exchange of best practices. This group also cooperates with AETIS7. 

European  Standards  Organisations  have  decisively  progressed  in  the  fields  of 
Electronic  Fee  Collection  and  EETS  standardisation,  also  for  satellite-based  toll 
systems.  Test  procedures  for  mobile  and  fixed  equipment11  and  an  important 
standard12 relative to the exchange of information between service providers and toll 

FR, BE, HU and DK.  
Goal  #10:  Move  towards  full  application  of  “user  pays”  and  “polluter  pays”  principles  …to  generate 
revenues and ensure financing for future transport investments. 

Page  15:  Externalities  (noise,  pollution...)  could  be  internalised  by  RUC:  1 Proposal  for  Euro-vignette 
amendment,  2. Further  action  will  examine  the  gradual  phasing  in  of  a  mandatory  harmonised 
internalisation system for commercial vehicles on the entire inter-urban network… 

Action #32: An EU framework for urban road user charging. 
Action  #39:  Smart  pricing  and  taxation  /  Evaluate  existing  car  road  charging  schemes…/  Proceed  with  the 

10 

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internalisation of external costs… 
Members of the Stockholm Group are ministries or national authorities from AT, DE, DK, FI, FR, HU, 
IE, NL, PL, SE, SI, UK as well as CH, NO.  
Standards CEN EN 15509, EN 15876, CEN/ISO EN 14906, TS 14907 and TS 25110.  
Standard CEN/ISO EN 12855.  

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chargers  in  satellite-based  tolling  systems,  including  enforcement,  have  been 
adopted. 

The  Commission  has  published  in  2010  the  “Guide  for  the  application  of 
Directive 2004/52/EC  of  the  European  Parliament  and  of  the  Council  and  of 
Commission  Decision  2009/750/EC”  13  as  a  reference  manual  for  professional 
stakeholders directly or indirectly concerned by the implementation of the European 
Electronic Toll Service.  

The  Commission,  after  a  consultation  of  all  the  stakeholders  involved,  is  currently 
preparing a Guidance Note on the interpretation of concepts referred to in Annex I of 
Decision 2009/750/EC.  This  note,  to  be  issued  shortly,  provides  guidance  on  how 
conciliation  bodies  should  ensure  that  the  contractual  conditions  to  access  the 
network  of  toll  chargers  remain  fair,  reasonable  and  non-discriminatory.  It  also 
clarifies possible models for sharing charges and remunerations between professional 
stakeholders. Lastly it addresses EETS implementation issues, such as the costs for 
assessing interoperability and carrying out “suitability for use” tests.  

A  Coordination  Group  of  the  bodies  entitled  to  certify  the  “conformity  to 
specifications”  or  “suitability  for  use”  of  EETS  equipment  has  been  set  up  in 
compliance  with  Article  18  of  Decision  2009/750/EC.  This  Group  will  develop 
guidance documents to be submitted for approval to the Toll Committee which will 
set common procedures for carrying "suitability for use" tests. Fourteen certification 
bodies  from  six  Member  States  are  interested  in  being  formally  notified  to  the 
Commission.  

Professional stakeholders are becoming increasingly aware of their respective rights 
and obligations14. They generally agree that momentum has been gained to put into 
place  EETS  and  many  elements  essential  to  EETS  have  already  been  established. 
Manufacturers  are  increasingly  contacting  the  Commission  services  for  additional 
information  or  clarifications.  Contractual  negotiations  between  potential  EETS 
providers and toll chargers have started. 

To  gain  experience  in  technical  as  well  as  contractual  interoperability,  some  toll 
chargers have established joint ventures offering to customers on-board units that can 
be  used  on  all  the  networks  under  their  responsibility  ("EasyGo+",  a  contractual 
interoperability  service  currently  in  implementation,  combining  the  various  DSRC 
technologies  used  in  Denmark,  Sweden,  Norway  and  Austria  and  "TOLL2GO",  a 
technical  interoperability  service  already  in  operation,  ensuring  DSRC/satellite 
interoperability  between  Austria  and  Germany).  Other  toll  chargers  went  even 
further:  an  agreement  was  found  on  both  technical  and  contractual  interoperability 
between  TIS-PL  and  VIA-T,  which  allows  regional  service  providers  to  offer 
electronic toll services covering toll domains in Spain and France.  

However, a number of problems subsist:  

– 

13 
14 

EETS  implementation  is  still  hampered  by  a  lack  of  cooperation  between  the 
different stakeholders groups, most of whom have shown too little commitment for 
resolving problems of common interest. Efforts by Member States have been limited 
so far at the level of separate national interoperability, which is now implemented in 
most  countries  with  electronic  tolling  systems.  A  step  change  in  the  sense  of  pan-

http://ec.europa.eu/transport/publications/doc/2011-eets-european-electronic-toll-service_en.pdf  
Professional stakeholders were consulted in 2011 by a questionnaire survey and a conference.  

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European  interoperability  is  required  for  a  timely  delivery  of  EETS  at  fair, 
reasonable and non-discriminatory access conditions.  

Most Member States still have to complete the national framework so that potential 
EETS providers know how to register in practice and where to complain in case of 
obstructive behaviour of Toll Chargers. As of now, only two of the Member States 
having  electronic  road  toll  systems  have  setup  a  Conciliation  Body  where  such 
complaints can be addressed15. Discussions are still on-going in all the other Member 
States  with  a  view  to  finalising  the  corresponding  legal  and  regulatory  framework 
before October 2012.  

Some Toll Chargers are proposing a contractual clause which automatically ends the 
contract  if  the  EETS  provider  has  not  reached  full  European  coverage  within 
24 months16.  Such  a  clause  sets  a  considerable  business  risk  and  discourages 
potential  EETS  providers.  This  was  not  the  legislator's  intention,  which  was  to 
prevent  that  an  EETS  Provider  would  concentrate  only  on  the  most  profitable 
markets  and  unduly  delay  its  coverage  of  the  others.  The  loss  of  the  status  of 
EETS provider depends on public authorities and should be decided only if there is 
no  genuine  intention  from  the  part  of  the  concerned  organisation  to  reach  full 
European coverage. 

The  aggregated  costs  for  assessing  interoperability  and  carrying  out  “suitability  for 
use” tests required by certain Toll Chargers from an EETS Provider may constitute a 
barrier  to  business  entry.  But  as  explained  before,  professional  stakeholders  should 
use  the  options  offered  in  the  Eurovignette  legislation  to  mitigate  the  possible 
financial risks of Toll Chargers and EETS Providers.  

A  number  of  running  concession  contracts  may  need  to  be  amended.  For  instance 
Toll  Chargers  may  need  to  adjust  the  toll  rates  to  be  able  to  finance  the  necessary 
investments  they  must  do  to  adapt  their  infrastructure.  In  the  case  of  road  tolling, 
concession  contracts  for  levying  tolls  are  between  a  Toll  Charger  and  the  Member 
State or an agency working under direct control of public authorities. Therefore the 
responsibility for making possible the implementation of EETS on their territory lies 
primarily with the Member State concerned who can amend the existing concession 
contracts if necessary.  

4. 

NEXT STEPS  

In order to facilitate the timely introduction of EETS by Member States and the industry and 
to  promote  the  necessary  cooperation  as  requested  by  the  European  Parliament  and  the 
Council, the following actions are necessary:  

(1) 

– 

15 

16 

Accelerate a uniform implementation of the decision  

The  Commission  and  the  Member  States  will  intensify  the  works  of  the  Toll 
Committee set up by Directive 2004/52/EC. Member States should fulfil as a matter 
of  urgency  their  obligations  provided  for  by  Decision 2009/750/EC  regarding  in 

The  national  Conciliation  Body’s  main  mission  is  to  verify,  upon  request,  that  fair  and  non-
discriminatory contractual conditions are granted to all the EETS Providers on any EETS toll domain 
on  the  Member  State’s  territory,  i.e.  that  the  contractual  conditions  required  by  a  Toll  Chargers  on 
different  EETS  Providers  are  non-discriminatory  and  a  fair  reflection  of  the  costs  and  risks  of  the 
parties to the contract.  
Article  4(1)  of  Decision  2009/750/EC  on  the  rights  and  obligations  of  EETS  Providers  provides  that 
EETS Providers shall cover all the EETS domains in the Community within 24 months following their 
registration.  

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particular  the  designation  of  their  national  Conciliation  Body  (Article  10).  The 
Commission will launch infringement procedures where appropriate. 

The  Commission  will  monitor  the  implementation  of  EETS  by  the  Member  States 
also in the light of its Guidance Note on the interpretation of concepts referred to in 
Annex I  of  Decision 2009/750/EC.  The  Member  States  and  national  conciliation 
bodies should use the note in their contacts with Toll Chargers and potential EETS 
providers. The latter should also use it in their contractual negotiations. Furthermore 
the  Commission  will  create  a  European  network  of  national  Conciliation  Bodies 
which  would  contribute  to  securing  an  EU-wide  level  playing  field  for  the  EETS 
professional stakeholders.  

Members  States  shall  see  to  it  that  contractual  clauses  automatically  ending  the 
contract  if  an  EETS  Provider  does  not  reach  full  European  coverage  within 
24 months  are  not  allowed.  Such  clauses  go  against  the  intended  useful  effect  of 
Decision 2009/750/EC.  If  such  practice  is  kept,  the  Commission  will  launch 
infringement proceedings.  

The Commission will take an initiative using the structure established by the current 
EETS legislation to develop a uniform set of protocols for “suitability for use” tests, 
including on the security aspects, in order to limit the discrepancy of these protocols 
between toll Chargers, which would in turn contribute to reducing the costs charged 
to EETS Providers.  

The  Commission  will  set-up  with  the  stakeholders  a  comprehensive  information 
sharing  resource  platform,  providing  up-to-date  information  on  EETS  through  a 
single  point  of  access  on  the  Internet.  This  platform  will  also  contribute  to  the 
exchange  of  best  practice  and  dissemination  of  up-to-date  information  on  EETS 
among professional stakeholders. 

(2) 

A stepwise approach 

As a first step towards full European interoperability, Member States with significant 
volume  of  traffic  on  the  trans-European  network  should  encourage  the  cross-border 
interoperability  of  their  electronic  road  toll  systems.  These  early  deployment 
project(s), on a regional basis, will be promoted in a way so that they can be extended 
to cover all the electronically tolled road infrastructures in the EU as soon as possible 
at a later stage and can provide concrete experiences in solving practical EETS issues.  

Attention should be paid to the involvement of a sufficiently wide set of Toll Chargers 
and  Member  States  to  ensure  these  projects  are  scalable  to  the  entire  Union.  The 
knowledge  gained  in  implementing  these  regional  projects  fully  complying  with  the 
single  contract/single  on-board  unit  principle  should  be  shared  effectively  across  all 
the stakeholders.  

The  Commission  is  willing  to  provide  a  technical  assistance  to  such  regional 
initiatives and is ready to examine the provision of possible financial support to large 
scale regional projects in the context of the TEN-T programme. Electronic toll systems 
are  an 
trans-European-network  (Article  9(3)  of 
Decision 661/2010/EU of the European Parliament and of the Council of 7 July 2010 
on Union Guidelines for the development of the trans-European transport network17) 
and  therefore  eligible  to  EU  financial  support.  The  Commission  will  consider 
including in the  next TEN-T work programme  a section on  EETS and such regional 

integral  component  of 

the 

17 

OJ L 204 of 5.8.2010, p. 1. 

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projects.  Depending  on  the  adoption  of  the  work  programme,  a  call  for  proposals 
could be published by the end of the year. 

(3) 

Closely monitor development and take new initiatives if need be  

Member  States  when  starting  new  projects  or  renewing  concessions  should 
systematically check and ensure compliance with EETS requirements. When adopting 
its opinion on new tolling arrangements which are notified in the framework of Article 
7h  of  Directive  1999/62/EC  (Eurovignette),  the  Commission  will  issue  a  negative 
opinion if they do not include a fully EETS compatible system.  

If  disputes  between  toll  chargers  and  EETS  Providers  cannot  be  solved  by  the 
Conciliation Body, the Commission will examine the points of contention and whether 
the  arrangements  between  toll  chargers  and  their  existing  local/national  service 
providers are discriminatory in comparison with those proposed to EETS providers. 

Lastly, it can be noted that the White Paper on transport has indicated that if, despite 
all these efforts, its assessment shows that no substantial progress has been achieved 
by  mid-2013,  with  no  availability  of  an  interoperable  electronic  toll  service  on  a 
substantial scale, the Commission reserves its right to present a new initiative to the 
European Parliament and the Council.  

The Commission reaffirms its commitment to take all the necessary measures to facilitate the 
establishment  of  full  technical  and  operational  interoperability  of  European  electronic  road 
tolling systems. Together with stakeholders, it will redouble efforts to achieve availability to 
all interested road users of a genuine European-wide electronic toll service18.  

The  European  industry  is  at  present  a  global  front-runner  in  road  charging  and  tolling 
equipment. European companies keep winning tolling contracts over the world  19. EETS can 
facilitate the introduction and roll-out on a global scale of new products such as interoperable 
on-board  units,  combining  the  digital  tachograph  and  tolling  with  other  intelligent  transport 
systems applications. This in turn may give rise to completely new services and applications, 
again  with  a  potentially  global  market,  which  will  contribute  to  the  creation  of  growth  and 
jobs in the European economy. 

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The EETS legislation ensures that road users' fundamental rights, in particular the protection of personal 
data, are fully respected.  
E.g. recently Australia, Belarus, Canada, Israel  

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