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General safety of vehicles and protection of vulnerable road users

11-04-2019

As part of the third 'Europe on the move' package of measures, on 27 May 2018, the European Commission presented a proposal for a regulation on type-approval requirements for motor vehicles and their trailers, as regards their general safety and the protection of vehicle occupants and vulnerable road users. The regulation is part of the EU's efforts to halve the number of fatal and serious injuries in road crashes between 2020 and 2030. It would introduce a number of advanced vehicle safety features ...

As part of the third 'Europe on the move' package of measures, on 27 May 2018, the European Commission presented a proposal for a regulation on type-approval requirements for motor vehicles and their trailers, as regards their general safety and the protection of vehicle occupants and vulnerable road users. The regulation is part of the EU's efforts to halve the number of fatal and serious injuries in road crashes between 2020 and 2030. It would introduce a number of advanced vehicle safety features that passenger cars, vans, buses and trucks would have to have as standard equipment in order to be sold on the internal market. It would replace three current type-approval regulations: the General Vehicle Safety Regulation, the Pedestrian Protection Regulation and the Hydrogen-Powered Motor Vehicles Regulation. In March 2019, the European Parliament and the Council reached a provisional agreement on the proposal, that clarifies exact requirements for different safety features and brings forward the deadlines for their mandatory instalment in vehicles. Parliament is expected to vote on it during the April II plenary session.

Road infrastructure safety management

02-04-2019

On 17 May 2018, the Commission adopted the proposal for a directive amending Directive 2008/96/EC on road infrastructure safety management. The revision was presented together with another legislative proposal on vehicle and pedestrian safety, and with non-legislative initiatives to promote safe mobility. The general objective of the proposal, which seeks to address the shortcomings of the existing legislation, is to reduce both road fatalities and serious injuries by improving the safety performance ...

On 17 May 2018, the Commission adopted the proposal for a directive amending Directive 2008/96/EC on road infrastructure safety management. The revision was presented together with another legislative proposal on vehicle and pedestrian safety, and with non-legislative initiatives to promote safe mobility. The general objective of the proposal, which seeks to address the shortcomings of the existing legislation, is to reduce both road fatalities and serious injuries by improving the safety performance of road infrastructure. It proposes key changes to strengthen road infrastructure safety management procedures and extends the scope of the directive beyond the trans-European transport network (TEN-T). Interinstitutional negogiations (trilogues) concluded on 21 February 2019. The agreed text, endorsed by Coreper and by the Parliament’s TRAN committee, is scheduled for a vote in Parliament’s plenary during April. Second edition. The 'EU Legislation in Progress' briefings are updated at key stages throughout the legislative procedure.

Discontinuing seasonal changes of time

22-03-2019

To end the biannual change of clocks that currently takes place in every Member State at the end of March and the end of October, on 12 September 2018 the European Commission adopted a proposal to discontinue the seasonal changes of time in the Union. The President of the European Commission, Jean-Claude Juncker, presented the initiative in his State of the Union address as an issue of subsidiarity, underlining that 'Member States should themselves decide whether their citizens live in summer or ...

To end the biannual change of clocks that currently takes place in every Member State at the end of March and the end of October, on 12 September 2018 the European Commission adopted a proposal to discontinue the seasonal changes of time in the Union. The President of the European Commission, Jean-Claude Juncker, presented the initiative in his State of the Union address as an issue of subsidiarity, underlining that 'Member States should themselves decide whether their citizens live in summer or winter time'. The initiative, which would repeal existing provisions governed by Directive 2000/84/EC, proposes a timetable to end seasonal clock-changing arrangements in a coordinated way, in order to safeguard the proper functioning of the internal market and avoid the disruptions that this may cause, for instance, to the transport or communications sectors. As the Council has decided that a proper impact assessment should be conducted before it can reach a political agreement, the file is due to be closed at first reading, with a vote in Parliament’s plenary in March 2019 on the TRAN committee’s report. Second edition. The 'EU Legislation in Progress' briefings are updated at key stages throughout the legislative procedure.

Improving road infrastructure safety management

13-07-2018

In order to improve the EU road safety and substantially reduce road deaths, several measures were taken at the EU level. A general policy document was adopted in 2010, when the European Commission published the Road Safety Programme 2011-2020. The current revision of the road safety management procedures was triggered by the fact that the progress in the reduction of road fatalities stalled and that the existing road security measures needed to be adapted to changes in mobility resulting from societal ...

In order to improve the EU road safety and substantially reduce road deaths, several measures were taken at the EU level. A general policy document was adopted in 2010, when the European Commission published the Road Safety Programme 2011-2020. The current revision of the road safety management procedures was triggered by the fact that the progress in the reduction of road fatalities stalled and that the existing road security measures needed to be adapted to changes in mobility resulting from societal trends and technological developments. The impact assessment accompanying this proposal clearly explains the problems currently encountered, and proposes adequate solutions. The Commission used different sources to substantiate the impact assessment and also undertook several stakeholder consultation activities. However, some parts of the IA do not entirely follow the requirements of the Better Regulation Guidelines in that it does not set sufficiently specific and time-bound objectives. More detailed information on proportionality and publication of the support study would have also been desirable.

Training of professional drivers

08-03-2018

The revision of existing provisions regarding the training of professional drivers was announced in the 2017 Commission Work Programme (in annex II covering REFIT initiatives). The initiative fits within the general framework regarding professional drivers of trucks and buses, and is closely related to road safety. It is also in line with the Commission’s 2011 Transport white paper and the 2010 communication ‘Towards a European road safety area: policy orientations on road safety 2011-2020’, which ...

The revision of existing provisions regarding the training of professional drivers was announced in the 2017 Commission Work Programme (in annex II covering REFIT initiatives). The initiative fits within the general framework regarding professional drivers of trucks and buses, and is closely related to road safety. It is also in line with the Commission’s 2011 Transport white paper and the 2010 communication ‘Towards a European road safety area: policy orientations on road safety 2011-2020’, which notably sought to improve road safety through the education, training and post licence training of road users. On 1 February 2017, the Commission adopted a legislative proposal to amend Directive 2003/59/EC and Directive 2006/126/EC, with the objective of tackling the main shortcomings identified in the implementation of the existing legislation. Third edition. The ‘EU Legislation in Progress’ briefings are updated at key stages throughout the legislative procedure. Please note this document has been designed for on-line viewing.

Training of professional drivers

06-03-2018

On 1 February 2017, the European Commission adopted a proposal to revise existing provisions concerning the training of professional drivers (lorry and bus drivers). The proposal amends Directive 2003/59/EC on the initial qualification and periodic training of drivers of certain road vehicles for the carriage of goods or passengers and Directive 2006/126/EC on driving licences, with the objective of tackling the main shortcomings identified in the implementation of the existing legislation. Parliament ...

On 1 February 2017, the European Commission adopted a proposal to revise existing provisions concerning the training of professional drivers (lorry and bus drivers). The proposal amends Directive 2003/59/EC on the initial qualification and periodic training of drivers of certain road vehicles for the carriage of goods or passengers and Directive 2006/126/EC on driving licences, with the objective of tackling the main shortcomings identified in the implementation of the existing legislation. Parliament is due to vote on the proposal during its March plenary session.

Retrofitting smart tachographs by 2020: Costs and benefits

02-02-2018

The scope of this study is to assess the costs and benefits of retrofitting smart tachographs in heavy-duty vehicles operating in international transport by January 2020. Specifically, it addresses economic consequences of a technological upgrade of these vehicles. Moreover, it considers the related economic impacts incurred on national enforcement authorities. It also assesses the costs, which Member States’ national enforcement bodies risk to incur, among others, due to retrieving and processing ...

The scope of this study is to assess the costs and benefits of retrofitting smart tachographs in heavy-duty vehicles operating in international transport by January 2020. Specifically, it addresses economic consequences of a technological upgrade of these vehicles. Moreover, it considers the related economic impacts incurred on national enforcement authorities. It also assesses the costs, which Member States’ national enforcement bodies risk to incur, among others, due to retrieving and processing data from smart tachometers. In assessing both the costs and benefits, the study focuses on the EU-level analysis with consideration of the European Added Value aspect in particular.

Údar seachtarach

This study has been written by Dr Michał Suchanek of the University of Gdańsk, at the request of the European Added Value Unit of the Directorate for Impact Assessment and European Added Value, within the Directorate General for Parliamentary Research Services (DG EPRS) of the General Secretariat of the European Parliament. The preface has been written by Aleksandra Heflich, European Added Value Unit.

Forálacha maidir le trácht agus sábháilteacht ar bhóithre

01-02-2018

Tá sprioc dó féin leagtha síos ag an Aontas, is é sin limistéar Eorpach sábháilteachta ar bhóithre a chruthú sna deich mbliana ó 2010 go 2020. Is ar bhonn náisiúnta go príomha atá inniúlacht sa réimse sin. Dá bhrí sin, tá a bhearta á ndíriú ag AE ar riocht feithiclí, ar iompar earraí contúirteacha agus ar shábháilteacht na ngréasán bóithre.

Tá sprioc dó féin leagtha síos ag an Aontas, is é sin limistéar Eorpach sábháilteachta ar bhóithre a chruthú sna deich mbliana ó 2010 go 2020. Is ar bhonn náisiúnta go príomha atá inniúlacht sa réimse sin. Dá bhrí sin, tá a bhearta á ndíriú ag AE ar riocht feithiclí, ar iompar earraí contúirteacha agus ar shábháilteacht na ngréasán bóithre.

Road infrastructure and tunnel safety

25-01-2018

In 2010, the European Commission adopted the road safety programme, aimed at reducing road deaths in Europe by half in the following decade. Through its strategic objectives, the programme focuses on three main issues: vehicle safety, the infrastructure safety, and road users' behaviour. The initiatives undertaken within the road safety programme refer to both EU and national level. In its efforts to improve road safety, the European Union is considering new measures and activities, as well as reviewing ...

In 2010, the European Commission adopted the road safety programme, aimed at reducing road deaths in Europe by half in the following decade. Through its strategic objectives, the programme focuses on three main issues: vehicle safety, the infrastructure safety, and road users' behaviour. The initiatives undertaken within the road safety programme refer to both EU and national level. In its efforts to improve road safety, the European Union is considering new measures and activities, as well as reviewing existing legislation. In this context, the European Commission decided to assess two pieces of legislation dealing with road infrastructure and tunnel safety issues: Directive 2008/96/EC and Directive 2004/54/EC, with a view to analysing whether they are still fit for current realities and needs. Directive 2008/96/EC requests Member States to put in place and implement 'procedures relating to road safety impact assessments, road safety audits, the management of road network safety and safety inspections' (Article 1), while Directive 2004/54/EC aims at ensuring 'a minimum level of safety for road users in tunnels in the trans-European road network' (Article 1). This implementation appraisal focuses on the evaluation of the two directives, a process that precedes the European Commission's new proposal, expected early this year.

Odometer manipulation in motor vehicles

09-01-2018

Second-hand cars traded across the EU have their odometer readings manipulated more frequently than those traded on national markets. Odometer fraud is difficult to track and leaves no trace. This incurs costs and creates challenges on the EU internal market. It can also impact EU road safety. Against this background, this European added value assessment identifies weaknesses in the existing EU legal system. Moreover, it outlines potential policy measures that could be taken at the EU level, and ...

Second-hand cars traded across the EU have their odometer readings manipulated more frequently than those traded on national markets. Odometer fraud is difficult to track and leaves no trace. This incurs costs and creates challenges on the EU internal market. It can also impact EU road safety. Against this background, this European added value assessment identifies weaknesses in the existing EU legal system. Moreover, it outlines potential policy measures that could be taken at the EU level, and that could generate European added value through coordinated approaches and more harmonisation in this area.

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