natgillin/translations-raw huggingface dataset:
– като взе предвид резолюцията си към „Програма за действие за безопасност по пътищата - оценка в средносрочен план" от 18 януари 2007 г.
– having regard to its resolution of 18 January 2007 on the European Road Safety Action Programme – Mid-Term Review
Приети текстове, Р6 – ТА(2007)0009. ,
Texts adopted, P6­_TA(2007)0009 .
– като взе предвид член 251, параграф 2 и член 71, параграф 1, буква в) от Договора за ЕО, съгласно които предложението му е представено от Комисията ( C6‑0331/2006 ),
– having regard to Article 251(2) and Article 71(1)(c) of the EC Treaty, pursuant to which the Commission submitted the proposal to Parliament ( C6‑0331/2006 ),
– като взе предвид доклада на Комисията по транспорт и туризъм и становището на Комисията по промишленост, изследвания и енергетика (А6-0221/2007),
– having regard to the report of the Committee on Transport and Tourism and the opinion of the Committee on Industry, Research and Energy ( A6‑0221/2007 ),
The proposal for this Directive follows on from the European road safety action programme which the Commission announced in 2003, as part of the programme set up by the 2001 White Paper
The proposal for this Directive follows on from the European road safety action programme which the Commission announced in 2003, as part of the programme set up by the 2001 White Paper
Commission White Paper 'European transport policy for 2010: time to decide', COM (2001)0370 to seek ways of improving the safety of road infrastructure.
Commission White Paper 'European transport policy for 2010: time to decide', COM (2001)0370 to seek ways of improving the safety of road infrastructure.
In 2001 the EU set itself the ambitious goal of halving by 2010 the number of deaths on the EU's roads, from 50 000 to 25 000.
In 2001 the EU set itself the ambitious goal of halving by 2010 the number of deaths on the EU's roads, from 50 000 to 25 000.
However, in 2005 the number of road deaths was still 41 500.
However, in 2005 the number of road deaths was still 41 500.
In 2001 Parliament had called on the Commission to draw up guidelines for dealing with accident black spots and for road building projects to include safety audits
In 2001 Parliament had called on the Commission to draw up guidelines for dealing with accident black spots and for road building projects to include safety audits
European Parliament resolution A5-0381/2000 of 18 January 2001 .
European Parliament resolution A5-0381/2000 of 18 January 2001 .
Although much has been achieved in past decades in the areas of vehicle safety and driver training, in the area of infrastructure, the third pillar of an integrated road safety concept, there are still no unified European rules.
Although much has been achieved in past decades in the areas of vehicle safety and driver training, in the area of infrastructure, the third pillar of an integrated road safety concept, there are still no unified European rules.
Safety standards for road infrastructure in the various Member States differ significantly in their structure and scope.
Safety standards for road infrastructure in the various Member States differ significantly in their structure and scope.
Safety concerns play a subsidiary role when roads are designed.
Safety concerns play a subsidiary role when roads are designed.
There are also problems with road maintenance: the existing road network in many cases does not meet modern safety standards and was often built to carry less traffic than is currently the case.
There are also problems with road maintenance: the existing road network in many cases does not meet modern safety standards and was often built to carry less traffic than is currently the case.
Data from investigations of accident black spots take a long time to reach the relevant authorities.
Data from investigations of accident black spots take a long time to reach the relevant authorities.
In many Member States the authorities responsible for road building have to tackle the problem of more exacting safety requirements while road networks are overloaded and financial resources diminishing.
In many Member States the authorities responsible for road building have to tackle the problem of more exacting safety requirements while road networks are overloaded and financial resources diminishing.
It is because of reasons such as this that the Community's intended objectives are still very far from being achieved.
It is because of reasons such as this that the Community's intended objectives are still very far from being achieved.
The Directive therefore aims to establish infrastructure safety as an objective in its own right, in parallel with economic and environmental protection factors, at all stages of the planning, design and use of roads.
The Directive therefore aims to establish infrastructure safety as an objective in its own right, in parallel with economic and environmental protection factors, at all stages of the planning, design and use of roads.
A uniformly high level of safety should prevail on the roads of all the EU Member States, and infrastructure planners must be made aware of safety issues.
A uniformly high level of safety should prevail on the roads of all the EU Member States, and infrastructure planners must be made aware of safety issues.
Road infrastructure administrators should receive the guidelines, training and information they need to ensure that they can maintain a road network that meets modern safety requirements.
Road infrastructure administrators should receive the guidelines, training and information they need to ensure that they can maintain a road network that meets modern safety requirements.
And care must be taken to ensure that the limited resources are targeted to improving road safety.
And care must be taken to ensure that the limited resources are targeted to improving road safety.
To achieve these aims, the Directive proposes four procedures:
To achieve these aims, the Directive proposes four procedures:
· impact assessment of the effect of road building on safety: for all variants of an infrastructure project the impact of new roads or major changes to existing roads must be examined;
· impact assessment of the effect of road building on safety: for all variants of an infrastructure project the impact of new roads or major changes to existing roads must be examined;
· safety audits: an independent auditor must evaluate the design specifications of all infrastructure projects to be implemented in the Member States with regard to their accident potential;
· safety audits: an independent auditor must evaluate the design specifications of all infrastructure projects to be implemented in the Member States with regard to their accident potential;
· improving safety in the existing road network: sections of roads with a high accident rate and with a high potential for accident prevention must be investigated more intensively and when necessary appropriate measures taken;
· improving safety in the existing road network: sections of roads with a high accident rate and with a high potential for accident prevention must be investigated more intensively and when necessary appropriate measures taken;
· safety inspections: regular inspections of road infrastructure by trained staff are a binding requirement.
· safety inspections: regular inspections of road infrastructure by trained staff are a binding requirement.
Some Member States already have provisions of this kind.
Some Member States already have provisions of this kind.
The Directive aims to introduce such measures throughout the EU.
The Directive aims to introduce such measures throughout the EU.
However, it does not lay down any binding technical arrangements, so that the Member States have the option of maintaining their existing rules and procedures.
However, it does not lay down any binding technical arrangements, so that the Member States have the option of maintaining their existing rules and procedures.
The costs arising from implementing this Directive are therefore estimated to be low and are far below the expected economic benefits of preventing welfare costs through saving lives.
The costs arising from implementing this Directive are therefore estimated to be low and are far below the expected economic benefits of preventing welfare costs through saving lives.
An impact assessment that the Commission ordered when drawing up this proposal estimates that implementation of this Directive on the Trans-European road network will save more than 600 lives a year and prevent about 7000 accidents resulting in injury.
An impact assessment that the Commission ordered when drawing up this proposal estimates that implementation of this Directive on the Trans-European road network will save more than 600 lives a year and prevent about 7000 accidents resulting in injury.
In addition when drawing up this directive, the Commission based its work on hearings with many experts and interest groups and a high level group of national road safety authorities.
In addition when drawing up this directive, the Commission based its work on hearings with many experts and interest groups and a high level group of national road safety authorities.
Although the proposal aims to achieve a unified safety level on all roads in the Member States, the Commission proposal refers only to the Trans-European road network.
Although the proposal aims to achieve a unified safety level on all roads in the Member States, the Commission proposal refers only to the Trans-European road network.
To achieve valid, universal, high safety standards for the Trans European road network, a binding methodology is needed and a basis for introducing safety procedures must be created.
To achieve valid, universal, high safety standards for the Trans European road network, a binding methodology is needed and a basis for introducing safety procedures must be created.
An exchange of good practice is not enough.
An exchange of good practice is not enough.
However, this Directive also aims to improve the exchange of good practice between the Member States.
However, this Directive also aims to improve the exchange of good practice between the Member States.
Rapporteur's proposed amendments
Rapporteur's proposed amendments
Your rapporteur substantially supports the Commission proposal.
Your rapporteur substantially supports the Commission proposal.
He considers, however, that some parts of it should be deepened and strengthened.
He considers, however, that some parts of it should be deepened and strengthened.
He therefore proposes amendments as follows.
He therefore proposes amendments as follows.
· The Directive should apply not only to the current Trans-European road network but to all motorways and main roads in the Member States.
· The Directive should apply not only to the current Trans-European road network but to all motorways and main roads in the Member States.
Roads in the Trans-European network already have a high safety standard and the accident rate on these roads is relatively low.
Roads in the Trans-European network already have a high safety standard and the accident rate on these roads is relatively low.
Applying the Directive only to this part of the European road network would bring only a small advantage.
Applying the Directive only to this part of the European road network would bring only a small advantage.
The impact assessment that was ordered by the Commission when drawing up this proposal stated that another 400 lives a year could be saved if safety management for the whole motorway network was introduced, and a further 900 could be saved if it was applied to the whole main road network.
The impact assessment that was ordered by the Commission when drawing up this proposal stated that another 400 lives a year could be saved if safety management for the whole motorway network was introduced, and a further 900 could be saved if it was applied to the whole main road network.
· Article 2(2) of the Commission proposal defines ‘competent entity’ as a public or private organisation.
· Article 2(2) of the Commission proposal defines ‘competent entity’ as a public or private organisation.
Article 2(8) gives the competent entity the power to adopt guidelines on safety principles to be applied when roads are built or renovated in a Member State.
Article 2(8) gives the competent entity the power to adopt guidelines on safety principles to be applied when roads are built or renovated in a Member State .
Your rapporteur considers that the responsibility for establishing and monitoring the guidelines required by the Directive should be the express preserve of the public authorities.
Your rapporteur considers that the responsibility for establishing and monitoring the guidelines required by the Directive should be the express preserve of the public authorities.
· The cost-benefit analysis (Article 3(3)) should be subject to harmonised criteria in all Member States and therefore harmonised forms should be used to transmit this information.
· The cost-benefit analysis (Article 3(3)) should be subject to harmonised criteria in all Member States and therefore harmonised forms should be used to transmit this information.
· The timing of regular routine checks should be laid down more exactly (Article 6(3)), and they should be carried out at least once in winter and once in summer.
· The timing of regular routine checks should be laid down more exactly (Article 6(3)), and they should be carried out at least once in winter and once in summer.
As weather conditions have a large influence on the quality of infrastructure a seasonal connection is appropriate.
As weather conditions have a large influence on the quality of infrastructure a seasonal connection is appropriate.
· The time-lapse before the Directive enters into force should be reduced, and the periods before initial training and between retraining periods for safety auditors should be shortened (Articles 8 and 9).
· The time-lapse before the Directive enters into force should be reduced, and the periods before initial training and between retraining periods for safety auditors should be shortened (Articles 8 and 9).
· To avoid any conflict between the aims of freedom of movement of workers in the internal market and road infrastructure safety, your rapporteur proposes that minimum criteria be laid down for training and retraining of auditors and therefore that certificates gained in one Member State should be recognised in all Member States (Article 9).
· To avoid any conflict between the aims of freedom of movement of workers in the internal market and road infrastructure safety, your rapporteur proposes that minimum criteria be laid down for training and retraining of auditors and therefore that certificates gained in one Member State should be recognised in all Member States (Article 9).
· To take account of rapid developments in traffic and traffic infrastructure in the EU, the Commission should regularly analyse and evaluate the measures taken in the Member States and the data collected.
· To take account of rapid developments in traffic and traffic infrastructure in the EU, the Commission should regularly analyse and evaluate the measures taken in the Member States and the data collected.
Your rapporteur considers that a standard format for the report form would be useful.
Your rapporteur considers that a standard format for the report form would be useful.
The Commission has to report to Parliament on the outcome of the analyses (Article 10).
The Commission has to report to Parliament on the outcome of the analyses (Article 10).
Depending on the outcomes, the arrangements in the Directive's annexes should be adapted if necessary to take account of technical progress, by means of the comitology procedure with parliamentary scrutiny.
Depending on the outcomes, the arrangements in the Directive's annexes should be adapted if necessary to take account of technical progress, by means of the comitology procedure with parliamentary scrutiny.
· The new comitology regulatory procedure with scrutiny should be applied in this directive to two articles: Article 10 (5) laying down guidelines for competent entities and Article 10a (new) adapting the annexes to technical progress.
· The new comitology regulatory procedure with scrutiny should be applied in this directive to two articles: Article 10 (5) laying down guidelines for competent entities and Article 10a (new) adapting the annexes to technical progress.
The new procedure enables Parliament to object to a measure adopted in the comitology procedure within three months.
The new procedure enables Parliament to object to a measure adopted in the comitology procedure within three months.
· Your rapporteur considers that the annexes should include additional references, e.g. to climatic conditions, parking areas and lay-bys, safety barriers and signposting of roadworks, to improve the quality of the safety measures.
· Your rapporteur considers that the annexes should include additional references, e.g. to climatic conditions, parking areas and lay-bys, safety barriers and signposting of roadworks, to improve the quality of the safety measures.
on the proposal for a directive of the European Parliament and of the Council on road infrastructure safety management
on the proposal for a directive of the European Parliament and of the Council on road infrastructure safety management
In 2001 the EU set itself the ambitious objective of halving the number of fatalities on European roads by 2010.
In 2001 the EU set itself the ambitious objective of halving the number of fatalities on European roads by 2010.
While progress is being made, EU road accidents still cause at present around 40.000 victims and 1.7 million injuries per year.
While progress is being made, EU road accidents still cause at present around 40.000 victims and 1.7 million injuries per year.
This is the equivalent of a jumbo jet crashing every day on our roads.
This is the equivalent of a jumbo jet crashing every day on our roads.
Road accidents are the leading cause of death for people under 45 years.
Road accidents are the leading cause of death for people under 45 years.
Road safety requires action on the level of the vehicle, the driver and the infrastructure.
Road safety requires action on the level of the vehicle, the driver and the infrastructure.
Significant progress has been made in the past decades in terms of vehicle safety and traffic rules.
Significant progress has been made in the past decades in terms of vehicle safety and traffic rules.
However, f or road safety infrastructure, no such joint effort has yet been carried out at European level.
However, for road safety infrastructure, no such joint effort has yet been carried out at European level.
This Directive aims at filling this gap by ensuring that safety is integrated in all phases of planning, design and operation of road infrastructure in the Trans-European Network.
This Directive aims at filling this gap by ensuring that safety is integrated in all phases of planning, design and operation of road infrastructure in the Trans-European Network.
All Member States are required to carry out road safety impact assessments, road safety audits, safety inspections and network safety management.
All Member States are required to carry out road safety impact assessments, road safety audits, safety inspections and network safety management.
The setting and defining of technical standards or requirements is left to the Member States.
The setting and defining of technical standards or requirements is left to the Member States.
Your draftsman welcomes this proposal, which is estimated to reduce the number of fatalities by more than 600 per year, creating an annual welfare benefit of more than € 2.4 billions.
Your draftsman welcomes this proposal, which is estimated to reduce the number of fatalities by more than 600 per year, creating an annual welfare benefit of more than € 2.4 billions.
Our economy and society depend heavily on a safe and efficient road transport.
Our economy and society depend heavily on a safe and efficient road transport.
The unnecessary loss of life and the huge socio-economic cost of road accidents (estimated at € 200 billion a year) are both unacceptable.
The unnecessary loss of life and the huge socio-economic cost of road accidents (estimated at € 200 billion a year) are both unacceptable.
Safety is and should be one of the major issues for all stakeholders in the area of road transport.
Safety is and should be one of the major issues for all stakeholders in the area of road transport.
Your draftsman sees this Directive, therefore, as part of a new "safety deal", linking in a realistic way all the actors of the safety chain - the drivers, the vehicles, the roads, the policy makers and the citizens - in their common effort to save thousands of needless casualties and billions of euros every year.
Your draftsman sees this Directive, therefore, as part of a new "safety deal", linking in a realistic way all the actors of the safety chain - the drivers, the vehicles, the roads, the policy makers and the citizens - in their common effort to save thousands of needless casualties and billions of euros every year.
Attention to safety during road design, construction and maintenance can make a significant contribution in reducing the frequency and severity of road traffic accidents by influencing driver behaviour and by eliminating defects in road design.
Attention to safety during road design, construction and maintenance can make a significant contribution in reducing the frequency and severity of road traffic accidents by influencing driver behaviour and by eliminating defects in road design.
The importance and relevance of improved infrastructure (e.g. quality of motorways and road networks, traffic lanes, traffic signs) was also highlighted recently in Parliament's Resolution on the mid-term review of the European Road Safety Action Programme (18th of January 2007).
The importance and relevance of improved infrastructure (e.g. quality of motorways and road networks, traffic lanes, traffic signs) was also highlighted recently in Parliament's Resolution on the mid-term review of the European Road Safety Action Programme (18th of January 2007).
Your draftsman would like to highlight two points.
Your draftsman would like to highlight two points.
The first one concerns the scope of the Directive, which is limited to the Trans-European road Network.
The first one concerns the scope of the Directive, which is limited to the Trans-European road Network.
This network consists of almost 90.000 km of roads, but is almost entirely made up of motorway or similar grade roads.
This network consists of almost 90.000 km of roads, but is almost entirely made up of motorway or similar grade roads.
These roads are not where the majority of fatalities occur.
These roads are not where the majority of fatalities occur.
Most of the casualties are produced on single carriageway roads outside of urban areas.
Most of the casualties are produced on single carriageway roads outside of urban areas.
According to research many of those accidents could be avoided if the existing road infrastructure was managed according to the best available know-how of safety engineering.
According to research many of those accidents could be avoided if the existing road infrastructure was managed according to the best available know-how of safety engineering.
From a subsidiarity point of view, a limitation of the scope of the Directive to trans-European roads is understandable.
From a subsidiarity point of view, a limitation of the scope of the Directive to trans-European roads is understandable.
However, in order to increase the safety of all other roads in the EU, your draftsman would recommend to improve the use of existing, but fragmented exchanges of best practices.
However, in order to increase the safety of all other roads in the EU, your draftsman would recommend to improve the use of existing, but fragmented exchanges of best practices.