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Interoperability of the rail system within the EU

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Interoperability of the rail system within the EU

Outline of the Community (European Union) legislation about Interoperability of the rail system within the EU

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These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Regional policy > Management of regional policy > Trans-european networks

Interoperability of the rail system within the EU

Document or Iniciative

Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community (Text with EEA relevance).

Summary

This directive establishes the conditions to be fulfilled to achieve interoperability * within the EU rail system at the design, construction, placing into service, upgrading, renewal, operation and maintenance stages. Its provisions comply with Directive 2004/45/EC on railway safety and the health and safety of workers.

The gradual implementation of interoperability of the rail system is pursued through the harmonisation of technical standards. Thus this directive covers:

  • essential requirements with regard to safety, reliability, human health, environmental protection, technical compatibility and operation of the system (Annex III);
  • the technical specifications for interoperability (TSIs) adopted for each subsystem or part of subsystem pursuant to this directive;
  • the corresponding European specifications.

The railway network * is broken down into subsystems of a structural nature (energy, control-command and signalling, rolling stock) or functional (operation and traffic management, maintenance and telematics applications). European Union (EU) countries may request that the Commission grant derogations and the Commission may decide to exclude certain measures from the scope of the directive for specific cases and for a set period *.

TSI projects shall be prepared by the European railway agency which will examine the subsystems in consultation with associations and the social partners. Next, the projects shall be submitted to the European Commission which will modify and adopt them, having regard to the right of scrutiny of the Parliament.

Interoperability constituents
* shall be subject to European specifications (such as European standards). They shall be subject to the procedure for “EC” declaration of conformity or suitability for use.

Authorisations for placing in service of vehicles shall be granted by the national safety authorities responsible for each network.

Context

This Directive is a recast of Directive 2001/16/EC applicable to the conventional rail system and Directive 96/48/EC on the trans-European high-speed rail system.

The pursuit of technical harmonisation aims at developing transport services in the EU and with third countries. It facilitates the integration of the market in equipment and services for the construction, renewal and operation of the rail system.

Key terms used in the Act
  • Interoperability: the ability of a rail system to allow the safe and uninterrupted movement of trains which accomplish the required levels of performance for these lines. This ability depends on all the regulatory, technical and operational conditions which must be met in order to satisfy the essential requirements.
  • Network: the lines, stations, terminals, and all kinds of fixed equipment needed to ensure safe and continuous operation of the rail system.
  • Specific case: any part of the rail system which needs special provisions in the TSIs (temporary or definitive) because of geographical, topographical or urban environment constraints or those affecting compatibility with the existing system. This may include in particular railway lines and networks isolated from the rest of the Community, the loading gauge, the track gauge or space between the tracks and vehicles strictly intended for local, regional or historical use, as well as vehicles originating from or destined for third countries.
  • Interoperability constituents: any elementary component, group of components, subassembly or complete assembly of equipment incorporated or intended to be incorporated into a subsystem. The concept covers both tangible objects and intangible objects (such as software).

References

Act Entry into force Transposition in the Member States Official Journal
Directive 2008/57/EC

19.7.2008

19.7.2010

OJ L 191 of 18.7.2008

Subsequent amendments and corrections to Directive 2008/57/EC have been incorporated into the basic text. This consolidated version is for reference purposes only.

Related Acts

Commission Regulation (EU) No 201/2011 of 1 March 2011 on the model of declaration of conformity to an authorised type of railway vehicle [Official Journal L 57 of 2.3.2011].

Commission Decision 2009/107/EC of 23 January 2009 amending Decisions 2006/861/EC and 2006/920/EC concerning technical specifications of interoperability relating to subsystems of the trans-European conventional rail system [notified under number C(2009) 38] (Text with EEA relevance) [Official Journal L 45 of 14.2.2009].

Interoperability of the trans-European rail system

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Interoperability of the trans-European rail system

Outline of the Community (European Union) legislation about Interoperability of the trans-European rail system

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Rail transport

Interoperability of the trans-European rail system

Document or Iniciative

Directive 2004/50/EC of the European Parliament and of the Council of 29 April 2004 amending Council Directive 96/48/EC on the interoperability of the trans-European high-speed rail system and Directive 2001/16/EC of the European Parliament and of the Council on the interoperability of the trans-European conventional rail system [See amending acts].

Summary

DEFINITION OF INTEROPERABILITY

Interoperability is defined as the capability to operate on any stretch of the rail network without any difference. In other words, the focus is on making the different technical systems on the EU’s railways work together.

Today, the competitiveness of the railways is curbed by the differences between Member States in terms of rolling stock, technology, signalling systems, safety regulations, braking systems, traction currents and speed limits. This state of affairs forces international trains crossing several States to stop at “frontiers”.

Historically, these technical differences met the need to protect the Member States’ own interests or those of their rail industry. At the same time, the road transport industry took advantage of its freedom from technical barriers to reinforce its position on the market.

CURRENT LEGISLATION AND THE NEW PROPOSAL

Three directives are currently in force on interoperability:

  • Directive 96/48/EC on the interoperability of the trans-European high-speed rail system;
  • Directive 2001/16/EC on the interoperability of the trans-European conventional rail system;
  • Directive 2004/50/EC amending the two previous directives.

The objective of these three directives is to narrow down the divide so that international trains can provide a better, completely safe service when they change national networks. The complete opening-up of the rail network to international freight services, scheduled for 2008, implies the need to put interoperability into action on the whole network.

The complete opening-up of the rail network to international freight services, scheduled for 2008, implies the need to put interoperability into action on the whole network.

The new Directive 2004/50/EC modernises the existing legislation on high-speed rail and extends the directive on conventional rail to the whole of the European rail system. Nevertheless, it will not imply total, forced technical harmonisation of the railway system. In practice, the interoperability process has several facets:

  • application of a homogeneous legal framework for the procedures for verification of application of the essential requirements on safety, health, technical compatibility, reliability, availability and environmental impact;
  • application of an identical procedure for placing in service trains intended to operate on the same infrastructure;
  • search for the level of technical compatibility that is necessary and adequate to allow operation of heterogeneous rolling stock;
  • search for a level of technical harmonisation contributing to gradual establishment of an internal market in equipment and services for the construction, renewal, upgrading and operation of the rail system.

Directive 96/48/EC: interoperability of the high–speed rail system

The first measure on interoperability was taken with the adoption of Directive 96/48/EC on the interoperability of the trans-European high-speed rail system.
In order to achieve the objectives set, technical specifications for interoperability (TSI) are drawn up by the European Association for Railway Interoperability (AEIF), which acts as the joint representative body bringing together representatives of the infrastructure managers, railway companies and industry.

8. The technical specifications for interoperability (TSI) are technical solutions designed to ensure compliance with the essential requirements for interoperability and to make the railway system operational.

Directive 2001/16/EC: interoperability of the conventional rail system

Directive 2001/16/EC, like the directive on the high-speed system, introduces Community procedures for preparation and adoption of TSI.

This directive requires adoption of a first group of priority TSI within three years, i.e. in 2004, in the following areas:

  • control/command and signalling systems;
  • telematics applications for freight services;
  • traffic operation and management, including staff qualifications for cross-border services;
  • freight wagons;
  • noise problems deriving from rolling stock and infrastructure.

Directive 2004/50/EC

The aim of this Directive is to establish the conditions to be met to achieve the interoperability within Community territory of the trans-European high-speed rail system as described in Annex I. These conditions concern the design, construction, placing in service, upgrading, renewal, operation and maintenance of the parts of this system placed in service when the Directive enters into force, as well as the qualifications and health and safety conditions of the staff who contribute to its operation.

At the same time, the Directive provides that trains should be equipped with a recording device. The data collected by this device and the processing of the information must be harmonised.

CONCLUSIONS

The biggest limitation of modes of transport such as rail is that they cannot provide door-to-door goods services. Time is wasted and competitiveness lost because the systems and networks are not harmonised.

In this context, the White Paper on European transport policy considers interoperability a key component in revitalising the railways and, consequently, shifting the balance between modes. The ultimate objective is to reduce congestion on the EU’s roads and to build a legally and technically integrated European railway area.

This package of legislation will make it possible to form major long-distance European freight corridors. One example is the agreement between the French and German railways (SNCF and Deutsche Bahn) to pool a fleet of locomotives despite the technical differences along this cross-border route.
Today’s technical and regulatory barriers work in favour of the existing companies and are still slowing down the entry of new operators and completion of a more competitive market.

Establishment of an open market free of technical barriers will guarantee higher quality and greater demand and allow the railways to go ahead with new investments.

References

Act Entry into force Deadline for transposition in the Member States Official Journal
Directive 2004/50/EC [adoption: codecision COD/2002/0023] 30.04.2004 30.04.2006 OJ L 164 of 30.04.2004
Amending act(s) Entry into force Deadline for transposition in the Member States Official Journal
Directive 96/48/EC 08.10.1996 – OJ L 110 of 20.04.2001
Directive 2001/16/EC 20.04.2001 20.04.2003 OJ L 235 of 17.09.1996

Related Acts

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 [Official Journal L 75 of 15.03.2001].

Directive 2001/13/EC of the European Parliament and of the Council of 26 February 2001 amending Council Directive 95/18/EC on the licensing of railway undertakings [Official Journal L 75 of 15.03.2001].

Directive 98/48/EC of the European Parliament and of the Council of 20 July 1998 amending Directive 98/34/EC laying down a procedure for the provision of information in the field of technical standards and regulations [Official Journal L 217 of 05.08.1998].

Decision No 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 [Official Journal L 228 of 09.09.1996].

Proposal for a Council Directive on the agreement between the European Rail Community (ERC) and the European Transport Workers’ Federation (ETF) on certain aspects of the working conditions of mobile workers assigned to interoperable cross-border services [COM(2005) 32 final – Not published in the Official Journal].
This proposal gives effect to certain aspects of the working conditions of mobile workers assigned to interoperable cross-border services concluded on 27 January 2004 between the European Rail Community (ERC) and the European Transport Workers’ Federation (ETF).

Memorandum of Understanding (MoU) between the European Commission and the European railway associations (ERC – UIC – UNIFE – EIM) establishing the basic principles for the definition of an EU deployment strategy for ERTMS [Not published in the Official Journal].
The European Commission and representatives of the European rail sector (manufacturers, infrastructure managers and companies) have signed a Memorandum of Understanding on the deployment of the European Rail Traffic Management System (ERTMS) to create an interoperable European rail network. ERTMS is a radio system used to send information to trains from the ground. A computer on board uses the information to calculate the maximum permitted speed and automatically slows the train down if necessary. ERTMS deployment means there will be one system for European trains, instead of the twenty different ones used at present; it will reduce infrastructure and maintenance costs and make the European rail network safer.

To implement it, EUR 4 billion euros need to be invested over the next ten years for the main priority routes. At first, ERTMS will coexist with the national signalling systems in use now.

Development of the Community's railways

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Development of the Community’s railways

Outline of the Community (European Union) legislation about Development of the Community’s railways

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Rail transport

Development of the Community’s railways

Document or Iniciative

Council Directive 91/440/EEC of 29 July 1991 on the development of the Community’s railways [See amending act(s)].

Summary

The directive applies to the management of railway infrastructure and to the rail transport activities of the railway undertakings established or to be established in the Community, with the exception of railway undertakings whose activity is limited to the provision of solely urban, suburban or regional services.

Management independence

European Union (EU) countries must take the appropriate measures to ensure that railway undertakings are independent with regards management, administration and internal control over administrative, economic and accounting matters, thereby holding assets, budgets and accounts separate from those belonging to the State.

EU countries must also take the necessary action to enable railway undertakings to adapt their activities to the market and allow their own management bodies to be responsible for the management of their activities, thereby efficiently providing the required quality of service at the lowest possible cost.

Separation between infrastructure management and transport operations

EU countries must ensure the separation of infrastructure management and transport operations by keeping separate profit and loss accounts and balance sheets and publishing them individually for business relating to the provision of transport services by railways undertakings and for business relating to the management of railway infrastructure. Public funds must also reflect this separation and those paid to one activity must not be transferred to the other.

Individual EU countries will be responsible for the development of their national railway infrastructure but they must bear in mind, where necessary, the general needs of the Community.

Access to railway infrastructure

The railway undertakings concerned by this directive will be accorded access to the infrastructure in all other EU countries for the operation of all rail freight services and international passenger services.

Monitoring tasks of the Commission

The Commission will monitor the technical and economic conditions and market developments of the European rail transport, working closely with representatives both from EU countries and from the relevant sectors to better assess the efficiency and impact of the adopted measures.

References

Act Entry into force Deadline for transposition in the Member States Official Journal
Directive 91/440/EEC

13.9.1991

30.12.1992

OJ L 237 of 24.8.1991
Amending act(s) Entry into force Deadline for transposition in the Member States Official Journal
Directive 2001/12/EC

15.3.2001

15.3.2003

OJ L 75 of 15.3.2001
Directive 2004/51/EC

30.4.2004

31.12.2005

OJ L 164 of 30.4.2004
Directive 2006/103/EC

1.1.2007

1.1.2007

OJ L 363 of 20.12.2006
Directive 2007/58/EC

4.12.2007

4.6.2009

OJ L 315 of 3.12.2007

Successive amendments and corrections to Directive 91/440/EEC have been incorporated into the basic text. This consolidated versionis for reference only.

Related Acts

Commission Communication of 17 September 2010 concerning the development of a Single European Railway Area [COM (2010) 474 final – Not published in the Official Journal].

Regulation (EC) No 1370/2007 of the European Parliament and of the Council of 23 October 2007 on public passenger transport services by rail and by road and repealing Council Regulations (EEC) No 1191/69 and 1107/70 [Official Journal L 315 of 3.12.2007].

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 [Official Journal L 75 of 15.3.2001].

Council Directive 95/18/EC of 19 June 1995 on the licensing of railway undertakings [Official Journal L 143 of 27.06.1995].

Railway safety

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Railway safety

Outline of the Community (European Union) legislation about Railway safety

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Rail transport

Railway safety

Document or Iniciative

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 Directive 95/18/EC on the licensing of railway undertakings and 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 [See amending act(s)].

Summary

The Directive applies to the railway system of the Member States and covers safety requirements for the system as a whole, including infrastructure and traffic management, and the interaction between railway undertakings and infrastructure managers.

In this connection, the Directive focuses on four major aspects:

  • the setting up, in each Member State, of an authority responsible for supervising safety;
  • the mutual recognition of safety certificates delivered in the Member States;
  • the establishment of common safety indicators (CSIs) in order to assess that the system complies with the common safety targets (CSTs) and facilitate the monitoring of railway safety performance;
  • the definition of common rules for safety investigations.

Development and management of safety

Safety rules and standards, such as operating rules, signalling rules, requirements on staff and technical requirements applicable to rolling stock have been devised mainly nationally.

These national safety rules, should gradually be replaced by rules based on common standards, established by technical specifications for interoperability (TSIs). The Commission has the power to suspend the implementation of a national safety rule for a maximum of six months.

In this connection, the Member States will ensure that:

  • railway safety is generally maintained and continuously improved, taking into consideration the development of European legislation;
  • safety rules are laid down, applied and enforced in an open and non-discriminatory manner;
  • responsibility for the safe operation of the railway system and the control of risks associated with it is borne by the infrastructure managers and railway undertakings;
  • information is collected on common safety indicators through annual reports in order to assess the achievement of the CSTs and monitor the general development of railway safety.

In order to coordinate the different rules, a distinction must be drawn between two sets of actors:

  • infrastructure managers, which are bodies or companies responsible, in particular for establishing, building and maintaining infrastructure or a part of it, and safety. In some Member States, however, safety may be delegated to railway undertakings.
  • Railway undertakings, which are public or private undertakings engaged in the supply of goods and/or passenger transport services by rail.

Safety certification

In order to be granted access to the railway infrastructure, a railway undertaking must hold a safety certificate. This safety certificate may cover the whole railway network of a Member State or only a defined part thereof.

For international transport services it should be enough to approve the safety management system in one Member State and give the approval European validity.

Adherence to national laws on the other hands should be subject to additional certification in each Member State.

The safety certificate must be renewed upon application by the railway undertaking at intervals not exceeding five years. It must be wholly or partly updated whenever the type or extent of the operation is substantially altered.

A railway undertaking applying for authorisation to place rolling stock in service in another Member State will submit a technical file concerning the rolling stock or type of rolling stock to the relevant safety authority, indicating its intended use on the network.

In addition to the safety requirements laid down in the certificate, licensed railway undertakings must comply with national requirements, compatible with European law and applied in a non-discriminatory manner, relating to health, safety and social conditions, including legal provisions relating to driving time, and the rights of workers and consumers.

An essential aspect of safety is the training and certification of staff, particularly of train drivers. The training covers operating rules, the signalling system, the knowledge of routes and emergency procedures.

Maintenance of vehicles

Before it is placed in service or used on the network, each vehicle is assigned a maintenance entity (which may be, in particular, a railway undertaking or an infrastructure manager). The entity ensures the working order of vehicles by introducing a system of maintenance in accordance with the vehicle’s maintenance book and the applicable safety requirements.

National safety authority

Each Member State must establish a safety authority which is independent from railway undertakings, infrastructure managers, applicants for certificates and procurement entities. It will respond promptly to requests and applications, communicate its requests for information without delay and adopt all its decisions within four months after all requested information has been provided.

The safety authority will carry out all inspections and investigations that are needed for the accomplishment of its tasks and be granted access to all relevant documents and to premises, installations and equipment of infrastructure managers and railway undertakings.

Accident and incident investigations

Serious train accidents, such as derailments and collisions with fatal consequences, occur rarely, but when they do they attract public interest and the interest of safety professionals all over Europe.

Criteria governing the independence of the investigating body are strictly defined so that this body has no link with the various actors of the sector. This body decides whether or not an investigation of such an accident or incident should be undertaken, and determines the extent of investigations and the procedure to be followed.

Each Member State must ensure that investigations of accidents and incidents are conducted by a permanent body, which comprises at least one investigator able to perform the function of investigator–in–charge in the event of an accident or incident.

References

Act Entry into force Deadline for transposition in the Member States Official Journal
Directive 2004/49/EC

30.4.2004

30.4.2006

OJ L 164 of 30.4.2004
Amending act(s) Entry into force Deadline for transposition in the Member States Official Journal
Directive 2008/110/EC

24.12.2008

24.12.2010

OJ L 345 of 23.12.2008

The successive amendments and corrigenda to Directive 2004/49/CE been incorporated into the original text. This consolidated versionis of mere documentary value.

RELATED ACTS

Directive 2008/57/EC of 17 June 2008 of the European Parliament and of the Council on the interoperability of the rail system within the Community (Text with EEA relevance).
This Directive lays down the provisions relating to authorisations for placing in service of railway vehicles. This text recasts Directive 2001/16/EC on the interoperability of the trans-European conventional rail system and Directive 96/48/EC on the interoperability of the trans-European high speed rail system.
The procedures for authorisations for placing in service were previously regulated by Directive 96/48/EC (for the new or renewed parts of the rail system) and by Directive 2004/49/EC (concerning vehicles already in service).

Commission Regulation (EC) 653/2007 of 13 June 2007 on the use of a common European format for safety certificates and application documents in accordance 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 (Text with EEA relevance).

Directive 2008/68/EC of the European Parliament and of the Council of 24 September 2008 on the inland transport of dangerous goods (Text with EEA relevance).

Certification of train drivers operating locomotives and trains

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Certification of train drivers operating locomotives and trains

Outline of the Community (European Union) legislation about Certification of train drivers operating locomotives and trains

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Rail transport

Certification of train drivers operating locomotives and trains

Document or Iniciative

Directive 2007/59/EC of the European Parliament and of the Council of 23 October 2007 on the certification of train drivers operating locomotives and trains on the Community’s rail network.

Summary

This directive helps to revitalise the rail sector by establishing a certification system for locomotive and train drivers on the European Union (EU) rail network.

It is mainly aimed at drivers. EU countries may exclude the following from the measures they adopt in implementation of the directive:

  • metros, trams and other light rail systems;
  • networks that are functionally separate from the rest of the rail system and are intended only for the operation of local and urban services, etc.;
  • privately owned railway infrastructure.

Certification of drivers

All train drivers must have the necessary fitness and qualifications to drive trains and hold the following documents:

  • a licence identifying the driver and the authority issuing the certificate and stating the duration of its validity. The licence will be the property of the driver and will be issued, on application, to drivers meeting the minimum requirements as regards medical and psychological fitness, basic education and general professional skills;
  • a harmonised complementary certificate as evidence that the holder has received additional training under the railway undertaking’s safety management system. The certificate should state the specific requirements of the authorised service (rolling stock and infrastructure) for each driver and its validity will therefore be restricted.

The harmonised complementary certificate authorises the holder to drive in one or more of the following categories:

  • category A: shunting locomotives and work trains;
  • category B: carriage of passengers and/or goods.

Drivers holding the licence and the harmonised complementary certificate can drive trains provided that the railway undertaking or the infrastructure manager in charge of the transport operation in question holds a safety certificate.

Conditions and procedure for obtaining the licence and the certificate

With regard to the basic training and fitness required of drivers, applicants must meet the following requirements:

  • they must be at least 20 years of age. However, EU countries may issue licences from the age of 18 years, the validity of such a licence then being limited to the territory of the issuing EU country;
  • they must have received basic training equivalent to level 3 (level of 9 years of education: primary and secondary) as referred to in Council Decision 85/368/EEC and satisfy the medical requirements laid down in Annex II of this directive;
  • they must provide evidence of their physical and mental fitness by passing a medical examination conducted by a medical doctor recognised by the competent authority;
  • they must demonstrate their psychological fitness by passing an examination conducted by a psychologist recognised by the competent authority;
  • they must provide evidence of their professional and, if applicable, linguistic abilities.

Professional abilities are proven by means of adequate training (in operational regulations, engineering, communications, acquiring driving skills, etc.) and passing the relevant examinations.

The competent authority will issue the licence not later than one month after receiving all the necessary documents. The licence will be in the official language(s) of the EU country issuing it and is valid for 10 years.

In order to keep the licence and the harmonised certificate, holders must agree to undergo periodic checks such as medical examinations and tests of their professional abilities.

When a driver ceases to be employed by a railway undertaking, the undertaking must inform the competent authority without delay. The harmonised complementary certificate will become invalid on cessation of employment. However the holder will receive a certified copy of it. If there is any change in a driver’s state of health that could call into question his fitness for the job and give grounds for withdrawal of his licence or harmonised complementary certificate, the employer or the driver himself must inform the competent authority without delay.

Some tasks and decisions of the competent authority

The competent authority, i.e. the authority appointed by the EU country to issue the driver’s licence after establishing that the applicant meets the necessary requirements, must carry out the following tasks, in a transparent and non-discriminatory fashion:

  • issue and update licences, provide replacements and suspend and withdraw licences if necessary;
  • ensure periodic examinations and checks;
  • ensure the publication and updating of a register of accredited or recognised persons and bodies, and update a register of licences which have been issued, expired, modified, suspended, cancelled or declared lost or destroyed;
  • supervise the process of certifying drivers and carry out the necessary checks on board trains travelling within the EU;

EU countries shall take the necessary steps to ensure judicial review of the decisions taken by a competent authority.

Railway undertakings are required to:

  • keep a register of all harmonised complementary certificates issued, expiring, modified, suspended, cancelled or declared lost or destroyed;
  • cooperate with the competent authority of the country where they are domiciled in order to interconnect their register with that of the competent authority so as to give it immediate access to the particulars required;
  • supply information on the status of such certificates to the competent authorities of the other EU countries.

Phasing-in

EU countries will bring into force the necessary laws, regulations and administrative provisions by 4 December 2009.

At the latest on 29 October 2011, which corresponds to two years after the adoption (29 October 2009) of the basic parameters, registers will be drawn up.

At the latest on 29 October 2011, the certificates or licences to drivers performing cross-borders services, cabotage services or freight services in another EU country or working in at least two EU countries shall be issued in accordance with this directive.

At the latest on 29 October 2013, all new licences and certificates shall be issued.

At the latest on 29 October 2018, all drivers shall hold licences and certificates in conformity with this directive.

References

Act Entry into force Deadline for transposition in the Member States Official Journal
Directive 2007/59/EC

4.12.2007

3.12.2009

OJ L 315 of 3.12.2007

Related Acts

Commission Regulation (EU) No 36/2010 of 3 December 2009 on Community models for train driving licences, complementary certificates, certified copies of complementary certificates and application forms for train driving licences, under Directive 2007/59/EC of the European Parliament and the Council [Official Journal L 13 of 19.1.2010]
The annexes to this regulation set out the Community models for the train driving licences, complementary certificates, certified copies of complementary certificates, and application forms for the train driving licences as referred to in Directive 2007/59/EC.

Commission Decision 2010/17/EC of 29 October 2009 on the adoption of basic parameters for registers of train driving licences and complementary certificates provided for under Directive 2007/59/EC of the European Parliament and of the Council (notified under document C(2009) 8278) [Official Journal L 8 of 13.1.2010]