Tag Archives: Technical standard

Transfer of cargo and passenger ships between registers within the EU

Outline of the Community (European Union) legislation about Transfer of cargo and passenger ships between registers 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.

Transport > Waterborne transport

Transfer of cargo and passenger ships between registers within the EU

Document or Iniciative

Regulation (EC) No 789/2004 of the European Parliament and of the Council of 21 April 2004 on the transfer of cargo and passenger ships between registers within the Community and repealing Council Regulation (EEC) No 613/91 [See amending act(s)].

Summary

The purpose of the regulation is to eliminate the technical barriers to the transfer of cargo and passenger ships flying the flag of a European Union (EU) country between the registers of EU countries while ensuring a high level of ship safety and environmental protection, in compliance with international conventions.

Scope

The regulation applies to passenger ships built on or after 1 July 1998 and cargo ships built on or after 25 May 1980 or ships that were built before those dates but have been certified as complying with the relevant European and the International Maritime Organization (IMO) regulations.

However, the regulation does not apply to:

ships delivered after completion of their construction that do not carry valid full-term certificates from the EU country of the losing register;
ships that have been refused access to EU countries’ ports in accordance with Directive 95/21/EC during the three years preceding application for registration following inspection in the port of a State signatory of the Paris Memorandum of Understanding of 1982 on Port State Control;
ships of war or troopships, or other ships owned or operated by an EU country and used only for government non-commercial purposes;
ships not propelled by mechanical means, wooden ships of primitive build, pleasure yachts not engaged in trade or fishing vessels;
cargo ships of less than 500 gross tonnage.

Transfer between registers

EU countries will not withhold from registration, for technical reasons arising from the conventions, a ship registered in another EU country which complies with the requirements and carries valid certificates and marine equipment in accordance with Council Directive 96/98/EC.

Upon receiving the request for transfer, the EU country of the losing register will provide the EU country of the receiving register with all relevant information on the ship, in particular on her condition and equipment. This information contains the history file of the vessel, a list of the improvements required by the losing register for registering the ship or renewing her certificates and a list of overdue surveys.

Before registering a ship, the EU country of the receiving register will subject the ship to an inspection to confirm that the actual condition of the ship and her equipment correspond to the certificates.

Certificates

Upon the transfer, the EU country of the receiving register, or the recognised organisation acting on its behalf, will issue certificates to the ship under the same conditions as those issued under the flag of the EU country of the losing register.

At the time of renewal, extension or revision of the certificates, the EU country of the receiving register, or the recognised organisation acting on its behalf, will not impose requirements other than those initially prescribed for the full-term certificates.

Refusal of transfer and interpretation

The EU country of the receiving register will immediately notify the Commission of any refusal to issue, or to authorise the issuing of, new certificates to a ship.

Where an EU country considers that a ship cannot be registered for reasons relating to serious danger to security, safety or to the environment, registration may be suspended.

Reporting

EU countries will submit to the Commission a succinct yearly report on the implementation of the regulation. By 20 May 2008 the Commission will submit a report to the European Parliament and the Council on the implementation of this regulation.

References

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EC) No 789/2004	20.05.2004	–	OJ L 138, 30.04.2004

Amending act(s)	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EC) No 219/2009	20.4.2009	–	OJ L 87 of 31.3.2009

Successive amendments and corrections to Regulation (EC) No 789/2004 have been incorporated into the basic text. This consolidated versionis for information only.

General safety of motor vehicles

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General safety of motor vehicles

Outline of the Community (European Union) legislation about General safety of motor vehicles

Topics

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

Internal market > Motor vehicles > Technical implications of road safety

General safety of motor vehicles

2 emissions.

Document or Iniciative

Regulation (EC) No 661/2009 of the European Parliament and of the Council of 13 July 2009 concerning type-approval requirements for the general safety of motor vehicles, their trailers and systems, components and separate technical units intended therefor (Text with EEA relevance).

Summary

This Regulation establishes requirements for the type-approval of:

the safety of motor vehicles and their trailers;
the energy efficiency of motor vehicles by introducing the mandatory installation of tyre pressure monitoring systems and gear shift indicators;
the safety and energy efficiency of tyres and their levels of noise emissions.

Types of vehicles concerned

This Regulation applies to:

motor vehicles used for the carriage of passengers having at least four wheels (category M);
motor vehicles intended for the transportation of goods having at least four wheels (category N);
trailers (category O).

Obligations of manufacturers

Manufacturers shall guarantee that new vehicles that are sold, registered or put into service within the European Union (EU) are type-approved in accordance with the provisions of this Regulation.

The Regulation aims at making several UNECE regulations obligatory. Type-approval in accordance with these UNECE regulations shall be considered as EC type-approval.

In order to improve road safety, all vehicles must be equipped with an electronic stability control system. Furthermore, vehicles in categories M2, M3, N2 and N3 must be equipped with an advanced emergency braking system and a lane departure warning system.

Tyres shall satisfy requirements relating to:

wet grip;
rolling resistance;
rolling noise.

In addition, vehicles in category M1 must be equipped with a tyre pressure monitoring system and gear shift indicators.

Obligations of the Member States

Member States shall not grant EC type-approval or national type-approval to vehicles which do not meet the requirements laid down in this Regulation.

Transitional provisions

This Regulation contributes to the simplification of legislation insofar as it repeals a considerable number of basic directives and their amending acts.

This Regulation repeals Directives 70/221/EEC, 70/222/EEC, 70/311/EEC, 70/387/EEC, 70/388/EEC, 71/320/EEC, 72/245/EEC, 74/60/EEC, 74/61/EEC, 74/297/EEC, 74/408/EEC, 74/483/EEC, 75/443/EEC, 76/114/EEC, 76/115/EEC, 76/756/EEC, 76/757/EEC, 76/758/EEC, 76/759/EEC, 76/760/EEC, 76/761/EEC, 76/762/EEC, 77/389/EEC, 77/538/EEC, 77/539/EEC, 77/540/EEC, 77/541/EEC, 77/649/EEC, 78/316/EEC, 78/317/EEC, 78/318/EEC, 78/549/EEC, 78/932/EEC, 89/297/EEC, 91/226/EEC, 92/21/EEC, 92/22/EEC, 92/24/EEC, 92/114/EEC, 94/20/EC, 95/28/EC, 96/27/EC, 96/79/EC, 97/27/EC, 98/91/EC, 2000/40/EC, 2001/56/EC, 2001/85/EC, and 2003/97/EC from 1 November 2014.

It repeals Directive 92/23/EC from 1 November 2017.

REFERENCES

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EC) No 661/2009	20.8.2009	–	OJ L 200 of 31.7.2009

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.

Road safety: Driving licences

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Road safety: Driving licences

Outline of the Community (European Union) legislation about Road safety: Driving licences

Topics

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

Transport > Road transport

Road safety: Driving licences

Document or Iniciative

Directive 2006/126/EC of the European Parliament and of the Council of 20 December 2006 on driving licences.

Summary

This Directive recasts Directive 91/439/EEC – which it repeals – and incorporates into it the amendments previously introduced by Directives 94/72/EC, 96/47/EC, 97/26/EC, 2000/56/EC and 2003/59/EC.

The Directive also introduces substantive changes with the aim of:

reducing the scope for fraud: the Directive replaces the paper driving licence with a model in the form of a plastic card. Existing paper licences do not need to be exchanged, but will no longer be issued once the new legislation applies. European Union (EU) countries which so wish may equip the new licence with a microchip incorporating the information printed on the card;
ensuring the free movement of citizens: driving licence holders will retain their acquired rights, but regular renewal of the document will limit the scope for fraud by allowing the protection features of all licences, and the holder’s photograph, to be updated. All licences will have a given period of validity and will be unconditionally valid in all EU countries.
All new category A (motorcycles) and category B (cars) licences issued after the Directive enters into force will in principle be valid for 10 years (EU countries may opt for an administrative validity of up to 15 years). All new category C (lorries) and category D (buses/coaches) licences are valid for 5 years;
helping to improve road safety: the Directive introduces a new category of licence for mopeds and harmonises the frequency of medical checks for professional drivers. It also introduces minimum requirements for the initial qualification and the training of driving examiners.

The Directive also takes over the substance of the existing legislation: EU countries’ national driving licences must be based on the EU model. Licences issued by EU countries must be mutually recognised. Page 1 of the licence must contain the distinguishing sign of each country.

The driving licence may authorise the holder to drive vehicles in the following categories:

category A – motorcycles weighing less than 750 kg;
category B – vehicles weighing less than 3 500 kg or caravans weighing less than 4 250 kg;
category B+E – combinations consisting of a category B vehicle and trailer;
category C – vehicles weighing more than 3 500 kg;
category C+E – combinations consisting of a category C vehicle and trailer;
category D – vehicles having more than 8 seats;
category D+E – combinations consisting of a category D vehicle and trailer.

Specific driving licences can be obtained for certain categories depending on the maximum cubic capacity and the maximum power in kW (kilowatts).

Driving licences must state the conditions subject to which the driver is authorised to drive. If, because of a physical disability, driving is authorised only for certain types of vehicle or for adapted vehicles, then this should be reflected through a specific code in the driving licence.

The issuing of driving licences is also subject to the following conditions: licences for categories C and D may be issued only to drivers already entitled to drive vehicles in category B, and licences for categories B+E, C+E and D+E may be issued only to drivers already entitled to drive vehicles in categories B, C and D respectively.

The minimum age for the issuing of driving licences is as follows: 16 years for categories A1 (light motorcycles) and B1 (motor-powered tricycles and quadricycles), 18 years for categories A, B, B+E, C and C+E and 21 years for categories D and D+E. EU countries may, however, raise or lower the minimum age, within given limits, for certain categories.

EU countries must ensure that applicants for driving licences possess the knowledge and skills and exhibit the behaviour required for driving a motor vehicle. In general, the tests introduced to this effect must consist of:

a theory test;
a test of skills and behaviour.

References

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Directive 2006/126/EC	19.1.2007	19.1.2011	OJ L 403 of 30.12.2006

Successive amendments and corrections to Directive 2006/126/EC have been incorporated in the basic text. This consolidated versionis for reference purposes only.

Related Acts

Commission Regulation (EU) No 383/2012 of 4 May 2012 laying down technical requirements with regard to driving licences which include a storage medium (microchip).

The Regulation establishes the technical rules regarding driving licences which include a microchip. All data stored on the microchip must comply with the provisions of Annex I to this Regulation. The Regulation also covers procedure for EU type-approval certificates, which are issued to the manufacturer or its representative when all relevant provisions of this Regulation are met.

Community programme to support financial services, financial reporting and auditing

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Community programme to support financial services, financial reporting and auditing

Outline of the Community (European Union) legislation about Community programme to support financial services, financial reporting and auditing

Topics

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

Internal market > Financial services: general framework

Community programme to support financial services, financial reporting and auditing (2010-2013)

Document or Iniciative

Decision No 716/2009/EC of the European Parliament and of the Council of 16 September 2009 establishing a Community programme to support specific activities in the field of financial services, financial reporting and auditing.

Summary

The aim of the Programme is to support the activities or actions of certain bodies in the fields of financial services, financial reporting and auditing. It applies to two types of activity:

activities supporting the implementation of Community policies aimed at the convergence of supervisory practices;
activities developing or providing input to the development of standards.

Beneficiaries of the Programme

The following bodies may benefit from the Programme:

the European Financial Reporting Advisory Group (EFRAG);
the International Accounting Standards Board (IASB);
the Public Interest Oversight Board (PIOB);
CEBS Secretariat Limited, based in London, which supports the Committee of European Banking Supervisors (CEBS);
a French not-for-profit organisation, based in Paris, which supports the Committee of European Securities Regulators (CESR);
a German not-for-profit organisation, based in Frankfurt, which supports the Committee of European Insurance and Occupational Pensions Supervisors (CEIOPS).

Other bodies may also benefit from the Programme provided they meet the following criteria:

they must be non-profit-making legal persons which carry out activities connected with public interest and pursue an aim of general European interest;
they must not be in the situation described in Articles 93(1), 94 and 96(2)(a) of the Financial Regulation.

Award of grants

The European Commission awards grants to the EFRAG, the IASCF and the PIOB in the form of operating grants, to cover expenses such as the running of secretariats and the remuneration of employees.

The support structures of the European supervisory committees receive funding in the form of action grants covering the following activities:

information technology projects;
training programmes and staff secondment schemes for staff from national supervisors;
hosting conferences, seminars, training sessions and meetings of experts;
preparing and issuing publications, preparation and execution of other information activities;
carrying out research and preparing studies;
other specific supporting activities in the field of accounting, auditing and supervisory convergence or cooperation.

The Commission awards funding in the form of grants to other bodies which have submitted an appropriate work programme and estimated overall budget.

Grant beneficiaries are obliged to indicate, on a website or in the annual report, that they have received funding from the budget of the European Union.

The financial reference amount is EUR 38.7 million for the period 2010-2013.

Monitoring procedures

The Commission shall ensure that a technical and financial report, and an activity and financial report are submitted annually by the beneficiary of the grant. It may exercise supervision and financial control, as may the Court of Auditors.

Context

This Programme is introduced as part of the period of reflection which followed the financial crisis of October 2008. This period has been marked by a range of initiatives such as the adoption of the Communication from the Commission of 29 October 2008 – From financial crisis to recovery: A European framework for action, and the establishment of the De Larosière Group of experts responsible for considering the future supervisory architecture in Europe.

At the same time, the G20 summit held in Washington on 15 November 2008 also highlighted the need to improve international coordination between financial supervisory bodies.

References

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Decision 716/2009/EC	15.10.2009	1.7.2010	OJ L 253 of 25.9.2009

Related Acts

Communication from the Commission of 29 October 2008 – From financial crisis to recovery: A European framework for action [COM(2008) 706 final – Not published in the Official Journal].

This Communication emphasises the need to redefine the regulatory and supervisory model of the European Union financial sector.

Electrical equipment designed for use within certain voltage limits

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Electrical equipment designed for use within certain voltage limits

Outline of the Community (European Union) legislation about Electrical equipment designed for use within certain voltage limits

Topics

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

Internal market > Single Market for Goods > Construction

Electrical equipment designed for use within certain voltage limits

Document or Iniciative

Directive 2006/95/EC of the European Parliament and of the Council of 12 December 2006 on the harmonisation of the laws of Member States relating to electrical equipment designed for use within certain voltage limits (codified version) (Text with EEA relevance).

Summary

This Directive aims at ensuring that electrical equipment may be placed on the market only if it does not, when installed and maintained, endanger the safety of persons, domestic animals or property, and at promoting the free movement of this equipment in the European Union.

Scope

This Directive applies to electrical equipment designed for use with a voltage rating of between 50 and 1000 Volts for alternating current and between 75 and 1500 Volts for direct current.

It does not apply to:

electrical equipment for use in an explosive atmosphere;
equipment for radiology and medical purposes;
electrical parts for goods and passenger lifts;
electricity meters;
plugs and socket outlets for domestic use;
electric fence controllers;
radio-electrical interference;
electrical equipment for use on ships, aircraft or railways;
electrical equipment intended for export to third countries.

Safety objectives

Electrical equipment may be placed on the market if it complies with the safety objectives laid down in Annex I to this Directive concerning:

general safety conditions applying to equipment;
hazards arising from electrical equipment;
hazards caused by external influences on electrical equipment.

The free movement of electrical equipment must not be hindered if it meets the safety objectives defined in the Directive. Manufacturers may choose how they comply with safety objectives.

Presumption of conformity

Electrical equipment which complies with the provisions of the harmonised standards should be subject to a presumption of conformity with the safety objectives established by this Directive and be able to move freely.

Standards shall be regarded as harmonised if they are drawn up by common agreement between the bodies notified by the Member States and published under national procedures. Their references shall be published in the Official Journal of the European Union.

If standards have not yet been harmonised, Member States should take measures to ensure that their competent administrative authorities regard electrical equipment as complying with the safety objectives of the Directive if the electrical equipment complies with the safety provisions of the International Commission on the Rules for the Approval of Electrical Equipment (CEEel) or of the International Electrotechnical Commission (IEC).

If harmonised standards or safety provisions do not yet exist, Member States shall take measures to ensure that their competent administrative authorities regard electrical equipment as complying with the safety objectives of the Directive if the electrical equipment is in accordance with the safety standards in force in the Member State of manufacture.

Placing on the market

Before placing electrical equipment on the market:

the manufacturer or his authorised representative established in the European Union must affix the “CE” marking to each product and draw up a written “EC” declaration of conformity;
the manufacturer must establish the technical documentation.

The “EC” declaration of conformity must contain:

the name and address of the manufacturer or his authorised representative established in the European Union;
a description of the electrical equipment;
a reference to the harmonised standards;
if required, references to the specifications with which conformity is declared;
identification of the signatory who has been empowered to enter into commitments on behalf of the manufacturer or his authorised representative established in the European Union;
the last two digits of the year in which the “CE” marking was affixed.

Safeguard

If, for safety reasons, a Member State prohibits the placing on the market of any electrical equipment or impedes its free movement, it shall inform the Commission and the other Member States concerned.

The Directive codifies and repeals Directive 73/23/EEC.

Reference

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Directive 2006/95/EC	16.1.2007	–	OJ L374 of 27.12.2006