For carriers and drivers

What a truck driver needs to work in European road freight.

Three documents do three different jobs, and most confusion about professional driving comes from treating them as one. This guide explains what each proves, what the driving and working-time rules actually require, and the order in which to deal with them.

What this page covers, and what it cannot

This is a general baseline for road freight in the European Union, written for drivers and for the people who plan their work. It is not legal advice and it is not a national handbook.

National rules, exemptions and derogations, the AETR agreement outside the Union, bilateral agreements, the vehicle, the cargo, the journey and the driver's residence and employment status can all change the answer. The driver and the transport undertaking must confirm what applies to a specific movement with the competent authority or the transport manager.

LogisticID arranges freight and independent transport providers perform it. LogisticID does not employ drivers, does not issue driving licences, CPCs, driver qualification cards, tachograph cards, driver attestations or ADR certificates, and does not verify or approve any driver or carrier.

Three documents, three different jobs

Before anything else, it is worth being precise about what each of the three main documents is for. They are issued under different legislation, by different processes, and one of them will not substitute for another at the roadside.

What category CE permits: Category C covers a motor vehicle over 3500 kg designed to carry goods. Category CE is that vehicle coupled to a trailer or semi-trailer with a maximum authorised mass over 750 kg. It is an entitlement to drive the combination — nothing more.
What Code 95 proves: Code 95 records that the driver holds a Certificate of Professional Competence: the initial qualification and the periodic training required to drive professionally. It is a qualification, not an entitlement, and it is governed by different legislation from the licence.
What the tachograph driver card records: The personal driver card identifies the driver to the tachograph and stores their activity — driving, other work, availability, breaks and rest — not only the distance driven. It is a recording instrument, not proof of competence.
Why a driver commonly needs all three: A commercial movement in a heavy goods combination typically engages all three at once: the entitlement to drive it, the qualification to drive it for a living, and the obligation to record how the day was spent. Missing any one of them stops the movement for a different reason.
Which requirements vary: Minimum age, medical examination intervals, licence exchange and recognition, national derogations from the driving-time rules and the exemptions from professional qualification are all decided at Member State level within the EU framework. Every rule below that varies is marked.

Do not confuse these documents

Six documents and one company document are routinely treated as interchangeable. They are not. Read the second and third columns together: what a document proves, and who is responsible for obtaining it, are the two things most often got wrong.

Documents a professional driver is asked to tell apart
Document	What it proves	Obtained or supplied by	Normally required when	Validity and renewal	Checked by	Official source
Category CE driving licence — varies by country or operation	Entitlement to drive a category C vehicle coupled to a trailer or semi-trailer over 750 kg.	The driver, from the licensing authority of the country of normal residence.	Whenever the combination being driven falls in the category.	Administrative validity of 5 years for C and CE; renewal depends on continuing medical fitness.	Roadside enforcement, and the employer before an assignment.	Directive 2006/126/EC
CPC, shown as Code 95 — varies by country or operation	That the initial qualification and periodic training for professional driving have been completed.	The driver, through an approved training centre and the competent authority.	Driving in scope of the professional qualification rules. Exemptions exist and are listed in the Directive.	35 hours of periodic training every 5 years.	Roadside enforcement, and the employer before an assignment.	Directive (EU) 2022/2561
Driver qualification card — varies by country or operation	The same qualification as Code 95, on a separate card where the code cannot be marked on the licence.	The driver, from the competent authority that issued the CPC.	Where the issuing authority cannot mark Code 95 on the driving licence itself.	Follows the periodic training cycle of 5 years.	Roadside enforcement. It is mutually recognised between Member States.	Directive (EU) 2022/2561
Tachograph driver card	Nothing about competence. It identifies the driver and records their activity.	The driver, from the authority of the country of normal residence.	Every day on which a vehicle fitted with a digital tachograph is driven, from taking over the vehicle.	Not more than 5 years. Only one valid card per driver.	Roadside enforcement, which reads the card and the tachograph.	Regulation (EU) No 165/2014
Driver attestation — varies by country or operation	That a driver who is a third-country national is lawfully employed or used by the haulier.	The haulier, from its Member State of establishment. It belongs to the haulier, not the driver.	International carriage under a Community licence by a driver who is a third-country national.	Up to 5 years, and only while the conditions of issue remain met.	Roadside enforcement. The original travels with the driver.	Regulation (EC) No 1072/2009
Tachograph company card	Nothing about the driver. It identifies the transport undertaking to the tachograph.	The transport undertaking, from its Member State authority.	For locking, downloading and printing the data the undertaking is required to keep.	Held and renewed by the undertaking, not by the driver.	Used by the undertaking; not a document the driver produces at the roadside.	Regulation (EU) No 165/2014
ADR driver training certificate — varies by country or operation	That the driver has completed approved training and passed an examination for carrying dangerous goods by road.	The driver, through an approved training body and the competent authority.	Carriage of dangerous goods in scope of ADR, by the classes and in the vehicles the certificate covers.	Set by ADR Chapter 8.2 and administered nationally; confirm the expiry and the refresher requirement with the issuing authority.	Roadside enforcement, and the consignor or carrier before loading.	Directive 2008/68/EC and ADR

The two rows issued to the undertaking rather than to the driver are the ones most often misread. A driver does not apply for a driver attestation or a company card; the haulier holds both, and hands the attestation to the driver for the journey.

1. The right driving entitlement

Category C and category CE are not two grades of the same thing. C covers the motor vehicle; CE covers that vehicle coupled to a trailer or semi-trailer with a maximum authorised mass over 750 kg. A driver entitled to C alone may not draw a heavy trailer, however experienced they are.

The minimum age for C and CE in the EU framework is 21, but that figure cannot be read on its own: the professional qualification rules allow a driver to drive earlier in defined cases, and Member States may set additional conditions. Age is the wrong place to start — start with the combination and work back.

Licences for C and CE carry an administrative validity of 5 years, and renewal depends on continuing to meet the minimum standards of physical and mental fitness. Renewal is also tied to normal residence in the issuing country.

Recognition, exchange and the treatment of a licence issued outside the Union are country-sensitive questions with no single European answer. A temporary or provisional document issued while a full licence is produced does not necessarily carry the same recognition across a border, and that should be checked before a vehicle is planned rather than at the frontier.

2. Professional qualification and Code 95

The Certificate of Professional Competence is separate from the driving licence and is granted under different legislation. It has two halves: an initial qualification before professional driving begins, and periodic training that keeps it current.

Periodic training is 35 hours every 5 years, given in blocks of at least 7 hours which may be split over two consecutive days, with at most 12 hours of e-learning and at least one road-safety subject. The first course of periodic training is due within 5 years of the initial CPC, a period a Member State may shorten to 3 or extend to 7 years, often to line it up with the licence expiry.

Once completed, the qualification is shown as the harmonised Union code 95 — either alongside the relevant categories on the driving licence, or on a separate driver qualification card where the issuing authority cannot mark the licence. Both prove the same thing, and the card is recognised between Member States.

Not every holder of category C or CE needs it in every circumstance. The Directive exempts, among others, driving for non-commercial carriage of passengers or goods, vehicles limited to 45 km/h, emergency and rescue use, and vehicles carrying material or equipment the driver uses at work where driving is not their principal activity. The list is not reproduced in full here because a partial list read as complete is worse than none: read Article 2 of the Directive, and confirm the national position.

3. Medical fitness

The Union sets minimum standards of physical and mental fitness for driving, and the examination itself, its intervals, its cost and the conditions attached to a licence are national matters. The Commission's own guidance states that a lorry or bus driver has a medical check-up every 5 years; the detail of who performs it and what it covers is decided where the licence is issued.

A medical restriction is recorded on the licence as a code, and a driver should know which codes their own licence carries and what each requires. A condition that develops between examinations is reportable in most Member States, and a licence renewal for C or CE is conditional on still meeting the standards.

This guide does not describe a national examination process, a price or a processing time, because there is no European one. The issuing authority is the only reliable answer to when the next examination is due and what it will involve.

4. Identity, residence and the right to work

A driver card is issued by the country of the driver's normal residence, which for this purpose means the place where they usually live for at least 185 days in a calendar year because of personal and occupational ties. A driving licence follows the same normal-residence principle. Residence is therefore not an administrative detail on these applications; it decides which authority can issue the document at all.

Whether a driver may work in a given Member State, and on what basis, is immigration and employment law rather than transport law, and it depends on nationality, residence status and the employer. Nothing in the transport rules grants a right to work, and a driver attestation is not a work permit.

A licence, a CPC or a tachograph card issued outside the Union is not automatically accepted inside it, and neither is it automatically refused. What applies depends on the issuing country, any agreement in force, and the Member State concerned. Equally, not every non-EU driver needs the same set of documents: a driver attestation, for instance, is required for a third-country national driving under a Community licence, and is irrelevant to a driver who is a national of a Member State.

5. The tachograph driver card

The card identifies the driver to the tachograph and stores their activity. That is a wider record than driving: the tachograph distinguishes driving, other work, availability, and breaks and rest, and the driver operates the switch so that each is recorded separately. A day with four hours at the wheel and five hours loading is not a four-hour day on the record.

The card must be used every day on which the driver drives, from the moment they take over the vehicle, and must not be withdrawn before the end of the daily working period. With two drivers on board, each card goes in its own slot — the driving driver in the first, the co-driver in the second. Where the driver has been away from the vehicle and activity could not be recorded automatically, it is entered manually using the tachograph's manual entry facility.

A driver may hold only one valid card, and Member States exchange data through TACHOnet specifically to ensure that. A card is valid for no more than 5 years, is issued within 1 month of a complete application, and should be renewed in good time rather than at expiry.

At the roadside a driver must be able to produce the card together with any manual records and printouts for the current day and the preceding 56 days. The Commission states that a smart tachograph driver card stores at least 56 days of activity — but different generations of tachograph and card are in circulation, and the Commission's own guidance acknowledges that the combination may limit which of the last 56 days can actually be shown, and that such technological constraints are outside the driver's control. Where the card cannot show a period, printouts and manual records are what fills the gap.

Two responsibilities run in parallel. The driver records activity correctly, protects the card, and produces the records. The transport undertaking holds its own company card, downloads and keeps the data, and organises the work so that the rules can be complied with. Neither can discharge the other's obligation.

Insert the card before the vehicle moves, not after the first leg.
Use the correct slot, and check it when changing over with a co-driver.
Record other work and availability as themselves, not as rest.
Enter the country symbol at the start and end of the daily working period, and after crossing a border at the first possible stop.
Never drive on another person's card, and never hold a second valid card.
Tachograph models differ, so follow the instructions for the unit in the vehicle rather than a generic sequence of buttons.

6. Driving time and rest time

These are the rules in Regulation (EC) No 561/2006. They govern how long a driver may drive and when they must rest. They are not the same as the working-time rules in the next section, and the two are frequently confused because both are counted in hours.

Driving and rest — Regulation (EC) No 561/2006
Rule	What it requires
Daily driving	Not more than 9 hours.
Extended daily driving	May be extended to 10 hours, not more than 2 times a week.
Weekly driving	Not more than 56 hours.
Driving in any two consecutive weeks	Not more than 90 hours in total.
Break	After 4.5 hours of driving, an uninterrupted break of at least 45 minutes, unless a rest period is taken.
Split break	The break may be taken as 15 minutes followed by 30 minutes, in that order, within the driving period.
Regular daily rest	At least 11 hours, or split as 3 hours followed by 9 hours.
Reduced daily rest	At least 9 hours but less than 11, at most 3 times between two weekly rests.
Regular weekly rest	At least 45 hours.
Reduced weekly rest	Less than 45 hours, and not shorter than 24 consecutive hours.
When weekly rest must start	No later than the end of 6 periods of 24 hours from the end of the previous weekly rest.
In any two consecutive weeks	Two regular weekly rests, or one regular and one reduced weekly rest of at least 24 hours.
Two reduced weekly rests in a row	Permitted in international carriage of goods outside the Member State of establishment, provided that in any four consecutive weeks the driver takes at least 4 weekly rests, of which at least 2 are regular.
Compensation	A reduction in weekly rest is compensated by an equivalent rest taken en bloc before the end of the 3rd week following the week in question, attached to a rest of at least 9 hours.
Where regular weekly rest is taken	Not in the vehicle. Regular weekly rests, and any weekly rest over 45 hours taken as compensation, are taken in suitable accommodation with sleeping and sanitary facilities, at the employer's cost.
Exceptional extension to reach home or base	Daily and weekly driving may be exceeded by up to 1 hour to reach the operational centre or the driver's residence for a weekly rest, or by up to 2 hours for a regular weekly rest if an uninterrupted break of 30 minutes was taken immediately before. The reason is recorded manually, and the extension is compensated.

Article 13 of the Regulation lets each Member State grant national derogations for defined categories of carriage, and Article 14 allows temporary exceptions in urgent cases. Whether any of them applies to a movement is a national question, so a plan built only on the table above should be confirmed for the countries it crosses.

Read on: 11/09/2026 — Regulation (EC) No 561/2006 on the harmonisation of certain social legislation relating to road transport

7. Working time is a separate clock

Working time is a different instrument with a different purpose. Driving time is one component of working time, and time that is not driving is very often not rest either: loading, unloading, waiting where the duration is known in advance, cleaning, checks and border formalities are all work.

Working time — Directive 2002/15/EC
Rule	What it requires
Average weekly working time	Not more than 48 hours on average.
Maximum in a single week	Up to 60 hours, only if the average of 48 hours a week is not exceeded over 4 months.
Working without a break	Never more than 6 consecutive hours.
Break length	At least 30 minutes where working hours total between 6 and 9 hours, and at least 45 minutes above 9 hours.
Splitting a break	Into periods of at least 15 minutes each.
Night work	Where night work is performed, daily working time does not exceed 10 hours in each 24-hour period.
More than one employer	Working time for different employers is added together, and the worker states it in writing when asked.
What is excluded	Breaks, rest periods and periods of availability are not working time — but a period only counts as availability if its foreseeable duration was known in advance.

The two sets of rules run at once. A driver can be inside the driving limit and outside the working-time limit on the same day, which is why they are monitored separately rather than as one running total.

8. Additional documents depend on the assignment

The requirements above are the base. What else is needed depends on the cargo, the route, the operation and the driver's own status — and presenting any of these as universal would be as wrong as leaving them out.

ADR training certificate: Required for carrying dangerous goods by road in scope of ADR, for the classes and vehicle types the certificate covers. It follows approved training and an examination, and its validity and refresher requirement are administered nationally — confirm both with the issuing authority.
Driver attestation: Required where a haulier operating under a Community licence uses a driver who is a third-country national — neither a national of a Member State nor a long-term resident. The haulier obtains it and puts it at the driver's disposal for the journey; the driver does not apply for it.
Posting declaration and supporting evidence: Where the posting rules apply, the operator submits a declaration through the IMI public interface at the latest when the posting begins, and the driver must be able to produce a copy of it, evidence of the transport operations in the host Member State, and the tachograph records including country symbols.
Identity, visa, residence or work authorisation: Depends on nationality, the countries on the route and the employment relationship. This is immigration law and it is confirmed with the competent authorities, not inferred from the transport rules.
Cargo or equipment training: Temperature-controlled carriage, livestock, abnormal loads, tankers, cranes and tail lifts each bring their own training or certification requirements, set by the cargo, the equipment or the customer rather than by the driving rules.
National or journey-specific permits: Abnormal-load permits, restricted-zone access, tunnel category restrictions and seasonal or weekend driving bans are decided by the countries crossed and by the specific route.

Personal qualifications are not the carrier's documents

Four different sets of documents travel on the same movement, and only the first belongs to the driver. The driver's own qualifications are the licence, the CPC or Code 95 proof, the driver card and any conditional certificate such as ADR.

The carrier's documents are the Community licence and its certified true copy, the operating authority, insurance, and the driver attestation where one applies. A Community licence copy is valid for up to 10 years and is kept in the vehicle — it is the operator's document, not the driver's qualification.

The vehicle's documents are registration, roadworthiness, insurance and any permit. The consignment's documents are the consignment note, packing and dangerous-goods documentation, and the customs documents belong to the movement rather than to anyone on it.

A CMR consignment note, a Community licence copy, a registration document or an insurance certificate is not a personal driver qualification and never becomes one. The driver may still need to produce them at an inspection, which is why they should be in the vehicle and findable before departure — but they are supplied by the carrier or the shipper.

9. The practical order of actions

The sequence matters more than the list. Each step below depends on the one before it, and the most common expensive mistake is starting with the training course and discovering the licence category or the residence position afterwards.

Before the first professional assignment

Identify the exact vehicle and combination: the motor vehicle, the trailer or semi-trailer, and the maximum authorised mass of each.
Determine from that whether category C is enough or category CE is required.
Verify the licence: that it covers the category, that it is in date, and which restriction codes it carries. Establish when the next medical examination is due.
Complete or verify the professional qualification, and check that Code 95 appears on the licence or on a driver qualification card.
Apply for the tachograph driver card from the authority of the country of normal residence, and check on arrival that the details are correct.
Establish the residence, employment and work-authorisation position with the employer, in writing where it is not obvious.
Determine whether ADR, a driver attestation, posting documents or another conditional requirement applies to the work being taken on.
Put every expiry date — licence, Code 95, driver card, medical, ADR — into one renewal calendar, with a reminder well before each.
Ask the carrier or the transport manager to confirm which journey documents they supply and where they will be in the vehicle.
Do not accept a movement when a required entitlement or document is missing or expired.

Before every departure

Check that the licence, the Code 95 proof and the driver card are all still valid for today.
Confirm that the vehicle, the trailer, the load and the route match what the entitlements actually cover.
Confirm any conditional requirement for this specific job: dangerous goods, posting, a restricted zone, an abnormal load.
Check the driving, working and rest time already used before planning the movement, not after it.
Insert the driver card in the correct slot before the vehicle moves.
Make the required manual and country entries, following the instructions for the tachograph fitted to this vehicle.
Verify that the vehicle, carrier and consignment documents are on board and findable.
Report any discrepancy before departure rather than at the first check.

During the shift

Keep the activity mode correct as the work changes — driving, other work, availability, break or rest.
Make the entries the tachograph asks for, including the country symbol after crossing a border at the first possible stop.
Monitor driving time and working time separately. Staying inside one does not mean staying inside the other.
Take the breaks and rest the rules require, in the form they require, rather than the form the schedule would prefer.
Keep the records that must be produced at an inspection accessible in the cab.
Never use another person's card, and never let another person use yours.
Report a malfunction, a card failure or a damaged card immediately, and start the printout procedure.

At the end of the shift

Complete any entry the tachograph still needs, including the country where the daily working period ended.
Confirm that other work, availability and rest have been recorded as themselves and not as each other.
Follow the undertaking's lawful download and retention process for the data.
Report missing or incorrect data at once — a gap is far easier to explain on the day than a month later.
Check the next assignment against the driving, working and rest time actually left.

10. Lost, stolen, damaged or malfunctioning card

A lost, stolen, damaged or malfunctioning card is a defined procedure, not an emergency to improvise through. The sequence below is the one set out in Articles 29 and 35 of Regulation (EU) No 165/2014.

Report it. A theft is declared formally to the competent authorities of the country where it happened. A loss is declared to the issuing authority, and also to the authority of the country of normal residence where that is different. A damaged or malfunctioning card is returned to the authority of the country of normal residence.
Apply for a replacement within 7 calendar days to the authority of the country of normal residence. The authority supplies a replacement within 8 working days of receiving a detailed request.
At the start of each journey, print out the details of the vehicle and write on the printout the details identifying you — name and driver card or driving licence number — together with your signature, and the periods of other work, availability and break or rest.
At the end of each journey, print out the periods recorded by the tachograph, add by hand any other work, availability and rest since the first printout, and identify and sign it in the same way.
Driving without the card is permitted for at most 15 calendar days, or longer only where that is necessary for the vehicle to return to its base, and only if you can prove that producing or using the card was impossible during that period.
Tell the transport undertaking immediately, so that the work can be reorganised and the records kept correctly at their end too.

This is a narrow exception for a card that has failed, not permission to drive without one. An expired card is a different situation: expiry is foreseeable, it is the driver's responsibility to renew in time, and it does not open the same window.

11. Inspection-ready checklist

A short list to run before a movement and to keep to hand at an inspection. It prints from the browser as it stands.

Always verify

Driving licence: right category for this combination, in date, restriction codes understood.
Code 95 on the licence, or the driver qualification card, in date.
Tachograph driver card: yours, valid, undamaged, in the correct slot.
Records for the current day and the preceding 56 days available — card, printouts, manual records.
Driving, working and rest time so far, checked before accepting the movement.

Verify when it applies

ADR certificate, for the classes and vehicle this load needs.
Driver attestation, supplied by the haulier, where you are a third-country national under a Community licence.
Posting declaration copy and evidence of the operations, where the posting rules apply.
Identity, visa, residence or work authorisation for the countries on the route.
Permits for an abnormal load, a restricted zone or a tunnel category.

Carrier-supplied journey documents

Certified true copy of the Community licence in the vehicle.
Vehicle registration, roadworthiness and insurance documents.
Consignment note and any cargo, dangerous-goods or customs documentation.
Contact details for the transport manager or duty office.

Expiry dates in one place

Licence, Code 95, driver card, medical certificate, ADR certificate.
Renewal started well before expiry, not on the day.

When something is unclear

Ask the transport manager before departure, not after an inspection.
Confirm the national position with the competent authority of the country concerned.
Do not drive on an assumption about a document you cannot produce.

Questions drivers actually ask

Is category CE the same as Code 95?: No. Category CE is the entitlement to drive a heavy goods combination, granted under the driving-licence rules. Code 95 records a professional qualification granted under separate legislation. A driver can hold one without the other, and at the roadside each is checked on its own terms.
Is the tachograph driver card the same as the driver qualification card?: No, and the names invite the confusion. The driver qualification card is proof of the CPC, issued where Code 95 cannot be marked on the licence. The tachograph driver card is a recording instrument that identifies the driver to the tachograph and stores their activity. It proves nothing about competence.
Does every driver of a C or CE vehicle always need Code 95?: No. The professional qualification rules have a defined scope and a list of exemptions — non-commercial carriage, vehicles limited to 45 km/h, emergency and rescue use and others. Whether an exemption applies to a particular job is a question for the Directive and the national authority, not a general rule, and a driver should not assume either way.
Does the driver card only record driving?: No. It records driving, other work, availability, and breaks and rest as separate activities, and the driver operates the switch that distinguishes them. Recording loading as rest is a misrecording, not a shortcut.
Can a driver hold two valid tachograph cards?: No. A driver may hold only one valid card. Member States exchange data through TACHOnet specifically to ensure that a second one is not issued.
What records may be required at a roadside inspection?: The driver card, and any manual records and printouts for the current day and the preceding 56 days. Where an analogue tachograph was driven in the same period, its record sheets as well.
What should a driver do if the card is lost or damaged?: Report it, apply for a replacement within 7 calendar days, and make a printout at the start and the end of each journey with the identifying details and a signature. Driving without the card is permitted for at most 15 calendar days, and only if the impossibility of producing or using it can be proved.
Who is responsible for the posting declaration?: The operator submits it through the IMI public interface, at the latest when the posting begins. The driver's obligation is to keep a copy available and to produce it, with the evidence of the transport operations and the tachograph records, when asked at the roadside.
When is an ADR certificate needed?: When the carriage is of dangerous goods within the scope of ADR, for the classes and vehicle types concerned. Whether a specific consignment is in scope depends on the substance, the quantity, the packaging and the exemptions in ADR itself, and it is established before loading rather than at the roadside.
Where should a driver apply for licences and cards?: To the competent authority of the country of normal residence, and to an approved training centre for the professional qualification. LogisticID is not a licensing authority, a driving school, a CPC training centre or a tachograph authority, and cannot issue or arrange any of these documents.

Next steps

Two different readers arrive at this page, and the useful next step is not the same for both.

If you are a driver

Start with the competent authority in the country where you normally live: it issues the licence and the tachograph card, and it can tell you which training centres are approved for the professional qualification.

This page is a guide to the requirements. It is not a job advertisement, and there is no application to make here.

If you are a transport company

The carrier standards page sets out what LogisticID looks at before working with a transport provider, and how much of it depends on the market and the movement.

A provider who wants to be considered can share an operating profile. Sending one starts a commercial conversation; it does not create an agreement, put a provider on a list, or guarantee freight.

Carrier standards · Share an operating profile · For carriers

Official sources

Every quantity on this page comes from one of the sources below. Where a Commission question-and-answer document is cited it is marked as guidance: those documents carry their own disclaimer that they do not commit the Commission, and only the Court of Justice of the European Union can authoritatively interpret Union law.

Legislation

Directive (EU) 2022/2561 on the initial qualification and periodic training of drivers of certain road vehicles for the carriage of goods or passengers — Articles 1, 2, 8 and 10; Annex I, Sections 3 and 4 · European Union · Read on 11/09/2026
Directive 2006/126/EC on driving licences — Articles 4 and 7 · European Union · Read on 11/09/2026
Directive (EU) 2025/2205 on driving licences, repealing Directive 2006/126/EC — Articles 29, 30 and 31 · European Union · Read on 11/09/2026
Regulation (EU) No 165/2014 on tachographs in road transport — Articles 2, 26, 29, 34, 35 and 36 · European Union · Read on 11/09/2026
Regulation (EU) 2020/1054 amending Regulation (EC) No 561/2006 and Regulation (EU) No 165/2014 — Article 2(12) and Article 3 · European Union · Read on 11/09/2026
Regulation (EC) No 561/2006 on the harmonisation of certain social legislation relating to road transport — Articles 4, 6, 7, 8, 12 and 13 · European Union · Read on 11/09/2026
Directive 2002/15/EC on the organisation of the working time of persons performing mobile road transport activities — Articles 3, 4, 5 and 7 · European Union · Read on 11/09/2026
Regulation (EC) No 1072/2009 on common rules for access to the international road haulage market — Articles 3, 4 and 5 · European Union · Read on 11/09/2026
Directive (EU) 2020/1057 laying down specific rules with respect to Directive 96/71/EC and Directive 2014/67/EU for posting drivers in the road transport sector — Article 1(3), 1(5), 1(7) and 1(11) · European Union · Read on 11/09/2026
Directive 2008/68/EC on the inland transport of dangerous goods, which applies ADR within the Union — Annex I, Section I.1 — ADR Chapter 8.2 · European Union · Read on 11/09/2026
ADR — European Agreement concerning the International Carriage of Dangerous Goods by Road — Chapter 8.2 — training of vehicle crews · UNECE · Read on 11/09/2026 · Could not be opened from this build environment on the review date; cited as the authoritative instrument, with the requirement itself taken from the EU legislation that applies it.

Official guidance

Getting a driving licence in the EU — Minimum age requirements; Minimum medical requirements · European Commission — Your Europe · Read on 11/09/2026
Tachograph · European Commission — DG MOVE · Read on 11/09/2026
Questions and answers on tachograph provisions of Mobility Package 1 — Smart tachograph retrofit process · European Commission — DG MOVE · Read on 11/09/2026
TACHOnet · European Commission — DG MOVE · Read on 11/09/2026
Driving time and rest periods · European Commission — DG MOVE · Read on 11/09/2026
Working time · European Commission — DG MOVE · Read on 11/09/2026
Access to the road haulage market · European Commission — DG MOVE · Read on 11/09/2026
Questions and Answers on posting of drivers under Directive (EU) 2020/1057 · European Commission — DG MOVE · Read on 11/09/2026
ADR training certificates for drivers · UNECE · Read on 11/09/2026 · Could not be opened from this build environment on the review date; cited as the authoritative instrument, with the requirement itself taken from the EU legislation that applies it.

Applies from 31/12/2024: Records for the current day and the preceding 56 days must be available at the roadside.

Applies from 26/11/2029: Directive (EU) 2025/2205 on driving licences, repealing Directive 2006/126/EC. The Directive is in force, but Member States transpose it by 26/11/2028 and apply it only from the date above. Until then Directive 2006/126/EC is what applies to a driver, and nothing in the new Directive is a present obligation.

For carriers

Read what LogisticID asks of transport providers.

Carrier standards