- Latest available (Revised)
- Original (As adopted by EU)
Directive 2006/38/EC of the European Parliament and of the Council of 17 May 2006 amending Directive 1999/62/EC on the charging of heavy goods vehicles for the use of certain infrastructures
When the UK left the EU, legislation.gov.uk published EU legislation that had been published by the EU up to IP completion day (31 December 2020 11.00 p.m.). On legislation.gov.uk, these items of legislation are kept up-to-date with any amendments made by the UK since then.
Legislation.gov.uk publishes the UK version. EUR-Lex publishes the EU version. The EU Exit Web Archive holds a snapshot of EUR-Lex’s version from IP completion day (31 December 2020 11.00 p.m.).
EU Directives are published on this site to aid cross referencing from UK legislation. Since IP completion day (31 December 2020 11.00 p.m.) no amendments have been applied to this version.
Mass of carbon monoxide (CO) g/kWh | Mass of hydrocarbons (HC) g/kWh | Mass of nitrogen oxides (NOx) g/kWh |
---|---|---|
12,3 | 2,6 | 15,8 |
a A coefficient of 1,7 is applied to the particulate emission limit value in the case of engines with a power rating of 85 kW or less. | ||||
Mass of carbon monoxide (CO) g/kWh | Mass of hydrocarbons (HC) g/kWh | Mass of nitrogen oxides (NOx) g/kWh | Mass of particulates (PT) g/kWh | |
---|---|---|---|---|
“EURO I” vehicle | 4,9 | 1,23 | 9,0 | 0,4a |
“EURO II” vehicle | 4,0 | 1,1 | 7,0 | 0,15 |
a A test cycle consists of a sequence of test points, each point being defined by a speed and a torque which the engine must respect in steady state (ESC test) or transient operating conditions (ETC and ELR tests). | |||||
b 0,13 for engines whose unit cylinder capacity is less that 0,7 dm3 and the nominal speed is in excess of 3 000 min-1. | |||||
The specific masses of carbon monoxide, total hydrocarbons, nitrogen oxides and particulates, determined by the ESC test and the exhaust gas opacity, determined by the ELR test, must not exceed the following valuesa: | |||||
---|---|---|---|---|---|
Mass of carbon monoxides (CO) g/kWh | Mass of hydrocarbons (HC) g/kWh | Mass of nitrogen oxides (NOx) g/kWh | Mass of particulates (PT) g/kWh | Exhaust gas m-1 | |
“EURO III” vehicle | 2,1 | 0,66 | 5,0 | 0,1b | 0,8 |
“EURO IV” vehicle | 1,5 | 0,46 | 3,5 | 0,02 | 0,5 |
“EURO V” vehicle | 1,5 | 0,46 | 2,0 | 0,02 | 0,5 |
“EEV” vehicle | 1,5 | 0,25 | 2,0 | 0,02 | 0,15 |
This Annex stipulates the core principles for the calculation of weighted average tolls to reflect Article 7(9). The obligation to relate tolls to costs shall be without prejudice to the freedom of Member States to choose, in accordance with Article 7a(1), not to recover the costs in full through toll revenue, or to the freedom, in accordance with Article 7(10), to vary the amounts of specific tolls away from the average(1).
The application of these principles shall be fully consistent with other existing obligations under Community law, in particular the requirement for concession contracts to be awarded in accordance with Directive 2004/18/EC and other Community instruments in the field of public procurement.
Where a Member State engages in negotiations with one or more third parties with a view to establishing a concession contract regarding the construction or operation of a part of its infrastructure, or in view of this purpose engages in a similar arrangement based on national legislation or an agreement entered into by the government of a Member State, compliance with these principles shall be judged on the basis of the outcome of these negotiations.
be apportioned evenly over the amortisation period or weighted to the early, middle or later years, provided that such weighting is carried out in a transparent manner,
provide for indexation of tolls over the amortisation period.
These costs shall include all costs incurred by the infrastructure operator which are not covered under Section 2 and which relate to the implementation, operation and management of the infrastructure and of the tolling system. They shall include in particular:
the costs of constructing, establishing and maintaining toll booths and other payment systems,
the day to day costs of operating, administering and enforcing the toll collection system,
administrative fees and charges relating to concession contracts,
management, administrative and service costs relating to the operation of the infrastructure.
The costs may include a return on capital or profit margin reflecting the degree of risk transferred.
Such costs shall be apportioned on a fair and transparent basis between all vehicle classes that are subject to the tolling system.
a See Annex IV for the determination of the vehicle class. | |||
b The vehicle classes correspond to axle weights of 5,5, 6,5, 7,5 and 8,5 tonnes respectively. | |||
Vehicle classa | Equivalence factors | ||
---|---|---|---|
Structural repairb | Investments | Annual maintenance | |
Between 3,5 t and 7,5 t, Class 0 | 1 | 1 | 1 |
> 7,5 t, Class I | 1,96 | 1 | 1 |
> 7,5 t, Class II | 3,47 | 1 | 1 |
> 7,5 t, Class III | 5,72 | 1 | 1 |
The vehicle classes are defined by the table below.
Vehicles are classed in subcategories 0, I, II and III according to the damage they cause to the road surface, in ascending order (Class III is thus the category causing most damage to road infrastructure). The damage increases exponentially with the increase in axle weight.
All motor vehicles and vehicle combinations of a maximum permissible laden weight below 7,5 tonnes belong to damage class 0.
a Suspension recognised as equivalent according to the definition in Annex II to Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorised dimensions in national and international traffic and the maximum authorised weights in international traffic (OJ L 235, 17.9.1996, p. 59). Directive as last amended by Directive 2002/7/EC of the European Parliament and of the Council (OJ L 67, 9.3.2002, p. 47). | ||||
Driving axles with air suspension or recognised equivalenta | Other driving axle suspension systems | Damage class | ||
---|---|---|---|---|
Number of axles and maximum permissible gross laden weight (in tonnes) | Number of axles and maximum permissible gross laden weight (in tonnes) | |||
Not less than | Less than | Not less than | Less than | |
Two axles | ||||
7,5 12 13 14 15 | 12 13 14 15 18 | 7,5 12 13 14 15 | 12 13 14 15 18 | I |
Three axles | ||||
15 17 19 21 23 25 | 17 19 21 23 25 26 | 15 17 19 21 | 17 19 21 23 | |
23 25 | 25 26 | II | ||
Four axles | ||||
23 25 27 | 25 27 29 | 23 25 | 25 27 | I |
27 29 31 | 29 31 32 | II | ||
29 31 | 31 32 |
Driving axles with air suspension or recognised as equivalent | Other driving axle suspension systems | Damage class | ||
---|---|---|---|---|
Number of axles and maximum permissible gross laden weight (in tonnes) | Number of axles and maximum permissible gross laden weight (in tonnes) | |||
Not less than | Less than | Not less than | Less than | |
2 + 1 axles | ||||
7,5 12 14 16 18 20 22 23 25 | 12 14 16 18 20 22 23 25 28 | 7,5 12 14 16 18 20 22 23 25 | 12 14 16 18 20 22 23 25 28 | I |
2 + 2 axles | ||||
23 25 26 28 | 25 26 28 29 | 23 25 26 28 | 25 26 28 29 | |
29 | 31 | 29 | 31 | II |
31 | 33 | 31 | 33 | |
33 36 | 36 38 | 33 | 36 | III |
2 + 3 axles | II | |||
36 38 | 38 40 | 36 | 38 | |
38 | 40 | III | ||
3 + 2 axles | II | |||
36 38 | 38 40 | 36 | 38 | |
38 40 | 40 44 | III | ||
40 | 44 | |||
3 + 3 axles | ||||
36 38 | 38 40 | 36 | 38 | I |
38 | 40 | II | ||
40 | 44 | 40 | 44” |
These provisions, together with the flexibility offered in the way costs are recovered over time (see the third indent of point 2.1), give considerable margin to fix tolls at levels which are acceptable to users and adapted to the specific transport policy objectives of the Member State.
The application of equivalence factors by Member States may take account of road construction developed on a phased basis or using a long life cycle approach.
Latest Available (revised):The latest available updated version of the legislation incorporating changes made by subsequent legislation and applied by our editorial team. Changes we have not yet applied to the text, can be found in the ‘Changes to Legislation’ area.
Original (As adopted by EU): The original version of the legislation as it stood when it was first adopted in the EU. No changes have been applied to the text.
Geographical Extent: Indicates the geographical area that this provision applies to. For further information see ‘Frequently Asked Questions’.
Show Timeline of Changes: See how this legislation has or could change over time. Turning this feature on will show extra navigation options to go to these specific points in time. Return to the latest available version by using the controls above in the What Version box.
Access essential accompanying documents and information for this legislation item from this tab. Dependent on the legislation item being viewed this may include:
This timeline shows the different versions taken from EUR-Lex before exit day and during the implementation period as well as any subsequent versions created after the implementation period as a result of changes made by UK legislation.
The dates for the EU versions are taken from the document dates on EUR-Lex and may not always coincide with when the changes came into force for the document.
For any versions created after the implementation period as a result of changes made by UK legislation the date will coincide with the earliest date on which the change (e.g an insertion, a repeal or a substitution) that was applied came into force. For further information see our guide to revised legislation on Understanding Legislation.
Use this menu to access essential accompanying documents and information for this legislation item. Dependent on the legislation item being viewed this may include:
Click 'View More' or select 'More Resources' tab for additional information including: