In recent years, the European Parliament and the Council of the European Union have adopted several directives aimed at eliminating distortions in competition between the transport undertakings of the Member States, with the result that a certain degree of harmonisation has been achieved and steps are being taken towards the ultimate goal of total elimination of such distortions.

In order to achieve this, the harmonisation of charging systems and the establishment of equitable mechanisms for charging the cost of infrastructure to carriers is required at the same time.

To that end, the European Union has drawn up Directive 2006 /38/EC of the European Parliament and of the Council of 17 May 2006 amending Directive 1999 /62/EC of the European Parliament and of the Council of 17 June 2006 1999, on the application of charges to heavy goods vehicles for the use of certain infrastructures.

The transposition of this European standard into the Spanish legal order requires changes to the operating conditions of the toll motorways of the State Road Network, which are included in the Trans-European Road Network, what is legally regulated by this royal decree.

The main purpose of Directive 2006 /38/EC is to amend the aspects covered by Directive 1999 /62/EC on tolls and charges for the use of infrastructure. The present royal decree only contemplates tolls.

Of the different possibilities provided for in the Directive, this royal decree has chosen to maintain the current situation, in which only motorways operated under concession are subject to the payment of tolls, and not to introduce tolls on the whole Trans-European Road Network included in the State Road Network.

Moreover, in this royal decree, it has been chosen to apply tolls to heavy vehicles with a maximum authorized mass of more than 3.5 tons, as well as to introduce reductions in toll rates and to maintain current rates. exemptions in payment. In addition, the modulation of tolls is permitted for reasons such as the fight against environmental damage, traffic congestion, the limitation of damage to the infrastructure, the optimal use of the same or the improvement of road safety. Finally, in exceptional cases, the royal decree makes it possible to add surcharges to the tolls related to the infrastructure of the mountain regions.

As a result, the rates to be applied to the heavy vehicles specified in the royal decree for the tolls of the freeways in regime of concession of the Network of State Roads included in the Trans-European Network are regulated. Roads, as well as their conditions of application. This royal decree contains 3 annexes which regulate the fundamental principles for the imputation of costs and the calculation of tolls, the classification of vehicles according to the limits of emission of pollutants and the classification of vehicles according to the damage they cause to the pavement.

It is to be noted that, during its processing, the royal decree was submitted to the audience of the association representing the societies affected by the content of the same, the National Council of Land Transports and the Committee National of Road Transport. In addition, a request was made to the Technical Secretariats of the Ministries of the Environment, and the Rural and Marine Environment, Economy and Finance, Industry, Tourism and Commerce and the Interior.

This royal decree is dictated by the jurisdiction attributed to the State by Article 149.1.24. of the Constitution.

In its virtue, on the proposal of the Minister of Public Works, in agreement with the Council of State and after deliberation of the Council of Ministers at its meeting of April 24, 2009.

DISPONGO:

CHAPTER I

General provisions

Article 1. Object.

1. The purpose of this Royal Decree is to lay down the criteria to be used for the determination of the tolls to be applied to heavy goods vehicles, as defined in the following Article, on the journeys made by the Motorways under the concession scheme of the State Road Network included in the Trans-European Road Network.

2. The simultaneous payment of tolls and charges for the use of the same stretch of road may not be required for any category of heavy vehicles.

3. On those motorways under concession whose administrative contract has been awarded prior to the entry into force of this royal decree, or the contracting file has been initiated, understanding the file where the relevant call for the contract award procedure has been published, this royal decree shall apply only when the contract is extended or a substantial modification of the contract is made.

Article 2. Definitions.

For the purposes of this royal decree:

(a) Trans-European Road Network: the road network defined in Section 2 of Annex I to 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 and illustrated by maps. The maps refer to the relevant sections referred to in the operative part or in Annex II to that Decision.

(b) Self-track on a concession scheme: that motorway governed by Law 8/1972 of 10 May on the construction, conservation and exploitation of motorways under concession.

(c) Construction costs: The costs relating to the construction, including the costs of financing, of:

1. New infrastructure or new infrastructure improvements, including significant structural repairs.

2. Infrastructure or infrastructure improvements, including significant structural repairs, which have been completed no more than 30 years before 10 June 2008, if the toll systems were already in operation on 10 June 2008; or that it has been completed no more than 30 years before the establishment of any new toll systems established after 10 June 2008. The costs of infrastructure or infrastructure improvements that have been completed before these dates may also be considered as construction costs if the administration has established a toll system providing for the recovery of infrastructure. such costs through a contract with a toll system operator, or through other legal acts having equivalent effect, which enter into force before 10 June 2008, or the State may prove that the convenience of constructing the the infrastructure in question depended on the fact that it had a predetermined lifetime of more than 30 years.

In all circumstances, the proportion of the construction costs to be taken into account may not exceed the proportion of the predetermined lifetime of the components of the infrastructure that is left by elapse on 10 June 2008, or on the date on which the new toll systems are established, whichever is later.

Infrastructure costs or infrastructure improvements may include the specific costs of infrastructure designed to reduce noise pollution or to improve road safety and the effective payments made by the Commission. the operator of the infrastructure corresponding to objective environmental elements, such as protection against soil contamination.

(d) Financing costs: interest on loans and the return on equity of any kind provided by shareholders.

(e) Significant structural repairs: All structural repairs in general, except those which, at the time in question, have ceased to benefit road users, such as when the repair work has been replaced by a renewal of the firm or other construction work.

(f) Peage: the payment of an amount determined to cover a heavy vehicle, as defined in point (h) of this Article, a distance determined in the infrastructure referred to in Article 3. This amount shall be based on the distance travelled and on the vehicle type.

g) Weighted average Peaje: is the result of dividing the total revenue obtained by way of tolls during a given period by the number of vehicle-kilometres that have been circulated on a given toll-road network during that period, both revenue and vehicle-kilometres for heavy goods vehicles to which the toll is applied are calculated.

(h) Heavy vehicle: for the purposes of this royal decree, a motor vehicle or a set of articulated vehicles, intended or used exclusively for the carriage of goods by road and with a mass, is regarded as such maximum authorised maximum of 3,5 tonnes.

(i) Vehicle of the category "EURO OR", "EURO I", "EURO II", "EURO III", "EURO IV", "EURO V", "VEM": are the vehicle types defined in accordance with the emission limits set out in Annex II.

j) Vehicle type: is the category in which a vehicle is included according to the number of axles, dimensions or weight, or other vehicle classification elements in relation to the damage they cause to the roads (such as the The system of classification for damage to the roads listed in Annex III), provided that the classification system used is based on characteristics of the vehicle which, or are found in the vehicle documentation used in all the Member States, or are clearly visible.

k) Contract of concession: those contracts for the concession of public works, the object of which is that laid down in Article 7 of Law 30/2007 of 30 October, of Public Sector Contracts.

l) Grant Peage: it is a toll charged by a concessionaire under a concession contract.

m) Rate: unit price of the service provided by the concessionaire.

n) Substantial modification of the contract: that modification that represents an increase of more than 20 percent on the total investment volume planned for the construction of the highway.

Article 3. Scope of application.

This royal decree applies to the calculation of the amount of tolls to be paid by heavy vehicles on their routes through the highways under the concession of the Network of State Roads belonging to the Network. Trans-European Highway.

CHAPTER II

Calculating tolls

Article 4. Amount of tolls.

The amount of the tolls will be based solely on the principle of recovery of the infrastructure costs. In particular, the amount of weighted average tolls shall be in relation to the construction costs and the operating, maintenance and development costs of the infrastructure network concerned. The amount of weighted average tolls may also include a performance component of the capital or a profit margin based on market conditions.

Article 5. Method of calculation.

1. The tolls shall be determined in accordance with the provisions of Article 4 and this Article.

2. In determining the level of weighted average tolls to be collected on the part of the road network of the State concerned, account shall be taken of the different costs set out in Article 4. The costs to be taken into account shall relate to the part of the network for which tolls are collected and to heavy vehicles which are subject to the toll. Exceptionally, and supporting it in the procurement file, the Administration may decide not to recover those costs by means of revenue from tolls or to recover only a percentage of such costs.

3. Without prejudice to the provisions of point 3 of the first article, in the new concessions following the entry into force of this royal decree, the maximum amount of the tolls referred to in this Regulation shall be equal to or less than the amount of the the amount to be obtained using a method based on the fundamental principles of calculation set out in Annex I. The assessment of such equivalence shall be carried out on the basis of a reference period of one year.

4. The toll systems based on forecasts of the volumes of traffic shall have a correction mechanism by which the tolls will be adjusted periodically, in order to adapt any excess or defect in the recovery of the costs that are due to forecast errors. The Special Administrative Clauses shall establish such mechanisms in accordance with the provisions of this royal decree and the other current regulations.

CHAPTER III

Application Conditions

Article 6. Equitable application.

Tolls shall be applied without direct or indirect discrimination on the grounds of the nationality of the carrier or the country or place of establishment of the carrier or registration of the vehicle or of the origin or destination of the vehicle. transport.

Article 7. Discounts, reductions and exemptions.

1. Given that tariff structures involving discounts or reductions in tolls for regular users may generate for the infrastructure operator real savings in administrative costs, discounts may be provided for or reductions in toll rates, provided that the following conditions are met:

a) That they comply with the provisions of Article 8.1.

(b) The provisions of the Treaty establishing the European Community, in particular Articles 12, 49, 86 and 87 thereof, shall be complied with.

(c) Do not cause distortions of competition in the internal market.

d) The resulting tariff structure is linear and proportionate, is available to all users under the same conditions and does not entail additional costs that are passed on to other users in the form of more tolls high.

Discounts or reductions shall in no case exceed 13% of the toll paid by equivalent vehicles which are not eligible for the discount or reduction in question.

2. No exemptions shall be granted in respect of the payment of the toll except in the cases listed in clause 44 of the specification for general clauses for the construction, conservation and operation of motorways under concession approved by Decree 215/1973, of 25 January.

Article 8. Modulation of tolls.

1. Without prejudice to Article 4 in respect of the weighted average tolls, the Ministry of Public Works shall, upon justification in the procurement file, modulate the amounts of the tolls for reasons such as the fight against environmental damage, the fight against traffic congestion, the limitation of damage to the infrastructure, the optimal use of the infrastructure in question or the improvement of road safety and where such modulation:

a) Be in proportion to the goal that is to be achieved.

(b) Be transparent and non-discriminatory, in particular with regard to the nationality of the carrier, the country or place of establishment of the carrier or registration of the vehicle and the origin or destination of the transport.

(c) Do not aim to generate higher revenue by way of tolls, so any non-planned increase in revenue, which results in weighted average tolls which do not comply with Article 4, shall be counteracted by changes in the modulation structure to be applied within the following two years, at the end of the accounting year in which the additional revenue has been produced.

d) Respect the maximum flexibility thresholds set out in paragraph 2.

2. Where the conditions of paragraph 1 are met, toll charges may be varied according to:

(a) The EURO class of emissions set out in Annex II, including the level of PM and NOx, provided that no toll exceeds 100% of the toll charged on vehicles of the same type that meet the emission standards plus strict, and/or

b) The time of day, type of day, or station, as long as:

1. No toll exceeds 100% the toll charged during the cheapest period of the day or during the cheapest type of day or season, or

2. In case a zero tariff is applied during the cheapest period, the penalty for the most expensive period of the day or the most expensive type of day or season does not exceed more than 50% of the toll that, if not apply to the vehicle in question.

3. Whenever the conditions of paragraph 1 are met, toll charges may, in exceptional cases for specific projects of high European interest and duly justified in the procurement file, be subject to other conditions. forms of modulation in order to ensure the commercial viability of such projects, where they are exposed to direct competition with other modes of transport for vehicles. The resulting tariff structure must be linear and proportionate, made public and available to all users under the same conditions, and should not entail additional costs which are passed on to other users in the form of more tolls. high.

4. Where, in any section of the motorway under the concession scheme, the rates of application for vehicles affected by this Regulation are to be determined in accordance with the emission of pollutants or the time of day, the type of day or station, the amounts of the day or season, the amounts of the day, the rate of the day, the rate of the day, the rate of the day,

rate of the day, the rate of the day or the day of the day

Article 9. Charges for tolls.

Without prejudice to Article 4, in exceptional cases a surcharge may be added to the tolls of certain sections of motorways under the concession of the Network of State Roads belonging to the Network. Trans-European roads situated in mountainous regions if there are serious problems of congestion affecting the free movement of vehicles, or if the use of such vehicles gives rise to environmental damage significant. The surcharge may be established once acceptance by the Commission has been received or the amendments established by the Commission have been made effective. Any surcharge which is established in accordance with this Article shall comply with the following conditions:

(a) The revenue generated by it shall be invested in priority projects of European interest specified in Annex III to Decision No 884 /2004/EC, which directly contribute to the alleviation of congestion or damage the environmental concerned and that they are located in the same corridor as the stretch of road where the surcharge is applied.

(b) The surcharge, which may be applied to tolls which vary according to the provisions of Article 8, shall not exceed 15% of the weighted average toll calculated in accordance with Article 4. Exceptionally, this surcharge can be reached at 25% if the revenue generated is invested in cross-border sections of priority projects of European interest which involve infrastructure in mountain regions.

(c) The application of the surcharge shall not result in unfair discrimination of commercial traffic in respect of other road users.

(d) Prior to the application of the surcharge, the Ministry of Public Works will submit to the Commission the financial plans for the infrastructure to which it applies and an analysis of costs and benefits for the new project. of infrastructure.

e) The period to which the surcharge applies will be previously defined and delimited. The revenue forecast during that period as a result of the application of the surcharge should be in line with the content of the financial plans and the cost and benefit analysis presented to the European Commission.

The application of this provision to new cross-border projects will be subject to the agreement of the Member States concerned.

Article 10. Payment of tolls.

1. The tolls shall be applied, collected and paid in such a way as to prevent the flow of traffic as much as possible. The stations for the payment of tolls shall have the appropriate facilities in order to maintain adequate road safety levels.

2. The system for collecting tolls must not be put at an unjustified, economic or other disadvantage, to the non-standard users of the road network. In particular, if the obligation to collect tolls exclusively by means of a system for which the use of devices fitted on board vehicles is required, the devices on board shall be provided. in reasonable administrative and economic conditions.

Article 11. Vehicle type documentation.

If a driver is unable to provide the vehicle documents necessary to determine the information referred to in Article 8.2 (a) or the type of vehicle during a check, the highest toll charges may be applied. intended for vehicles of the relevant category.

Article 12. Monitoring of the Peages System.

Without prejudice to the communications to the Commission set out in the additional provision, the Ministry of Public Works will monitor the road toll system affected by Directive 2006 /38/EC to ensure that operates in a transparent and non-discriminatory manner and shall inform the European Commission thereof.

Additional disposition first. Communications to the European Commission.

The Ministry of Development shall forward to the European Commission all the information required by Directive 2006 /38/EC of the European Parliament and of the Council of 17 May 2006 amending Directive 1999 /62/EC The European Parliament and the Council of 17 June 1999 on the charging of heavy goods vehicles for the use of certain infrastructures.

The information on the roads which, as part of the Trans-European Network, are not of State ownership, will be provided by their Administrations to the General Administration of the State, with a view to that the latter complies with the obligations of the European Commission with information imposed on the Kingdom of Spain by the Directive referred to in the preceding paragraph.

Additional provision second. Application of clause 43 of the General Clauses of Clauses for the construction, conservation and exploitation of motorways under concession.

The possibility of a toll subsidy provided for in clause 43 of the General Agreement for the construction, conservation and exploitation of motorways under concession, approved by Decree 215/1973, of 25 June 1973. January, shall be adjusted, as regards the state toll motorways which are part of the Trans-European Road Network to the determinations of this royal decree.

Final disposition first. Competence title.

This royal decree is issued in accordance with the provisions of Article 149.1.24. of the Constitution which attributes to the State the competence over public works of general interest.

Final disposition second. Incorporation of European Union law.

This royal decree incorporates into Spanish law Directive 2006 /38/EC of the European Parliament and of the Council of 17 May 2006 amending Directive 1999 /62/EC of the European Parliament and of the Council of 17 June 1999, on the application of charges to heavy goods vehicles for the use of certain infrastructures.

Final disposition third. Enabling regulatory development.

The Minister of Public Works is empowered to make the necessary provisions for the application of the provisions of this royal decree.

Final disposition fourth. Entry into force.

This royal decree will enter into force on the day following its publication in the "Official State Gazette".

Given in Madrid, 24 April 2009.

JOHN CARLOS R.

The Minister of Development,

JOSE BLANCO LOPEZ

ANNEX I

Fundamental principles for cost imputation and toll calculation

This Annex defines the fundamental principles for the calculation of weighted average tolls in order to comply with the provisions of Article 4.

Notwithstanding the obligation for tolls to be related to costs, the Administration may decide, in accordance with Article 5.2, not to recover all costs by means of toll revenue, or in accordance with Article 8, do not adjust the amount of certain tolls to the average. The application of these principles must be in full compliance with the rules in force, in particular with the requirement that concession contracts be awarded in accordance with Law 30/2007 of 30 October of Contracts of the Sector Public.

When the Administration enters into negotiations with one or more third parties with a view to the conclusion of a concession contract for the construction or operation of a part of its infrastructure, or when, for that purpose, (a) assume a similar commitment on the basis of national legislation or an agreement concluded by the Administration as laid down in Law 30/2007 of 30 October of Contracts of the Public Sector, compliance with these principles will be assessed depending on the outcome of those negotiations.

1. Infrastructure cost.

1.1 Investment costs.

Investment costs will include construction costs, including financing costs, and infrastructure development costs, increased, if any, with a performance component of the investment of the capital or profit margin. The costs of expropriation will also be included for the acquisition of the necessary land, planning, design, supervision of contracts for construction and project management and the corresponding to archaeological excavations and studies of the soil as well as other relevant ancillary costs.

The recovery of construction costs will be in function either of the infrastructure's predetermined lifetime, or of another repayment period, of not less than 20 years, which can be considered appropriate for the purpose of the financing by means of a concession contract or other contract. The duration of the amortisation period may be a key factor in the negotiations for the award of concession contracts, in particular if the Administration wishes to set a maximum level for the weighted average toll within the contract applicable.

Without prejudice to the calculation of investment costs, cost recovery may be:

Distribute evenly over the amortisation period or in a weighted manner during the first years, the intervening years or the last years of that period, provided that such weighting is made in a manner transparent.

Set the indexing of the tolls over the amortization period.

All historical costs will be based on the amounts paid. The remaining costs will be based on reasonable forecasts.

It may be assumed that the investments will be financed by borrowing. The interest rate to be applied to the historical costs shall be that which has been applied to the borrowings during the corresponding period.

Costs will be allocated to HGVs in an objective and transparent manner, taking into account the proportion of heavy vehicle traffic to be borne by the network and the associated costs. For this purpose, vehicle-kilometres travelled by heavy goods vehicles may be adjusted by objectively justified 'equivalence factors', such as those set out in point 3

The estimated amount of the estimated return on capital or profit margin should be reasonable, depending on market conditions, and may be modified in order to grant a third party (a) contracted incentives in relation to the quality requirements of the services provided. The return on capital may be assessed using economic indicators such as the internal rate of return on investment or the weighted average cost of capital.

1.2 Annual maintenance costs and cost of structural repairs.

These costs will include both annual network maintenance costs and periodic costs for repairs, reinforcement and renewal of the firm, in order to ensure the maintenance of the level of functionality network operational over time.

Costs will be distributed between heavy duty vehicles and other vehicles on the basis of the actual and planned percentages of vehicles-kilometres travelled, and may be adjusted by objectively equivalence factors justified as those referred to in point 3.

2. Operating, management and toll costs.

This type of cost shall include all the costs incurred by the infrastructure operator which are not covered by paragraph 1 and relate to the implementation, operation and management of the infrastructure and the infrastructure. toll system. In particular, it shall include:

The costs of construction, installation and maintenance of toll booths and other payment systems.

The daily costs arising from the exploitation, administration and application of toll collection systems.

The administrative charges and charges relating to concession contracts.

The management, administrative and service costs related to the operation of the infrastructure.

Costs may include a performance component of capital or profit margin that must be in line with the degree of risk transferred.

Such costs shall be distributed in a fair and transparent manner between all classes of vehicles subject to the toll system.

3. Percentage of traffic corresponding to the goods transport vehicles, equivalence factors and correction mechanism.

The calculation of tolls shall be carried out on the basis of the actual and planned percentages of vehicle-kilometres travelled by heavy vehicles, adjusted, if desired, by means of equivalence factors, in order to have adequate the higher construction and repair costs of the infrastructure for the use of the goods vehicles. Equivalence factors shall be based on objectively justifiable criteria and shall be made public.

A set of indicative equivalence factors is shown in the table below.

Class (1)	Equivalency
	Structural Repairs (2)	Investments	Annual Maintenance
Purchased between 3.5 t and 7.5 t, class 0	1	1	1
1.96	1	1
3.47	1
	> 7.5 t, class III	5.72	1	1

(1) For the determination of the vehicle class, see Annex III.

(2) Vehicle classes correspond to axle loads of 5,5; 6,5; 7,5 and 8,5 tonnes, respectively.

In order not to affect the economic-financial balance of the concession in accordance with the current regulations, the toll systems based on forecasts of the traffic volumes will have to have a correction mechanism by which the tolls will be adjusted periodically in order to adapt any excess or defect in the cost recovery which is due to forecast errors.

ANNEX II

Vehicle classification according to emission limits

1. Vehicle "EURO 0".

	monoxide (CO) g/kWh	Hydrocarbon Mass (HC) g/kWh	Nitrogen oxides (NOx) g/kWh
	2.6	15.8

2. "EURO I"/"EURO II" vehicles.

		Carbon monoxide (CO) g/kWg	Hydrocarbon Masa (HC) g/kWh	Nitrogen Oxide Mass (NOx) g/kWh	Particle Mass (PM) g/kWh
I Vehicle I	4.9	1.23	9.0	0.4 (1)
II Vehicle	4.0	1.1	7.0	0.15

(1) In the case of engines of power less than or equal to 85kW a coefficient of 1,7 shall be applied to the limit value of particulate emissions.

3. Vehicles "EURO III"/"EURO IV"/"EURO V"/"VEM".

Specific masses of carbon monoxide, total hydrocarbons, nitrogen oxides and particulates, determined by the ESC test, and the opacity of the fumes determined by the ERL test shall not exceed the (1)

	Carbon monoxide (CO) Mass g/kWh	Hydrocarbon Mass (HC) g/kWh	Oxide Masa Nitrogen (NOx) g/kWh	Particulate Matter (MP) g/kWh	Humos m-1
III Vehicle	2.1	0.66	5.0	0.10 (2)	0.8
IV Vehicle	1.5	0.46	3.5	0.02	0.5
		0.46	2.0	1.5	2.0		0.02	0.5
Vehicle VEM	1.5	0.25	2.0	0.02	0.15

(1) A test cycle consists of a sequence of test points in which each point is defined by a speed and a torque which the engine must respect in stabilized modes (ESC test) or operating conditions transient (ETC and ELR tests).

(2) 0,13 for engines with a unit cylinder capacity of less than 0,7 dm3 and whose normal origin is greater than 3,000 min-1.

ANNEX III

Classification of vehicles based on the damage they cause to the pavement

Vehicles are classified in types 0, I, II and III depending on the damage they cause to the pavement, in increasing order (class III is the one that damages the infrastructure of the roads). Damage increases exponentially with increased axle load. The category to which each type of heavy vehicle belongs is defined below.

engines with pneumatic suspension or suspension recognized as equivalent (1)

				vehicles				Damage
Other engine axle suspension systems
Number of axles and total maximum weight in load authorized (in tons)		Number of axes and total maximum weight in authorized load (in tons)
Equal to or greater than	Bottom to	Equal to or higher than	Bottom to
Two axes:
7.5 12 13 14 15	12 13 14 15 18	7.5 12 13 14 15	12 13 14 15 18	I
Three axes:
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 axes:
23 25 27	25 27 29	23 25	25 27	I
		27 29 31	29 31 32	II
29 31	31 32

(1) Suspension recognised as equivalent in accordance with the definition in Annex II to Council Directive 96 /53/EC of 25 July 1996 laying down for certain road vehicles circulating in 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).

Vehicle assembly (articulated vehicles and road trains)

engines with pneumatic suspension or suspension recognized as equivalent		Other engine axle suspension systems		Damage
Number of axles and total maximum weight in authorized load (in tons)		Number of axles and total maximum weight in authorized load (in tons)
to or greater than	Bottom to	Equal or higher than	Bottom to
2 + 1 axes:
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 axes:
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 axes:				II
36 38	38 40	36	38
		38	40	III
3 + 2 axes:				II
36 38	38 40	36	38
		38 40	40 44	III
40	44
3 + 3 axes:
36 38	38 40	36	38	I
		38	40	II
40	44	40	44