natgillin/translations-raw huggingface dataset:
The estimated fleet of HGVs which is currently in circulation in EU 25 is approximately 5 millions.
The estimated fleet of HGVs which is currently in circulation in EU 25 is approximately 5 millions.
The Commission assumed that the cost of retrofitting of HGVs older than 10 years (between 100 and 150 € per vehicle) will exceed the benefits
The Commission assumed that the cost of retrofitting of HGVs older than 10 years (between 100 and 150 € per vehicle) will exceed the benefits
The benefit of retrofitting on existing track depends on its risks of being involved in relevant accident and decreases with the remaining lifespan of the vehicle (16 years for a HGV).
The benefit of retrofitting on existing tr a uck depends on its risks of being involved in relevant accident and decreases with the remaining lifespan of the vehicle (16 years for a HGV).
See Commission’s "Full impact assessment", SEC(2006)1238 . .
See Commission’s "Full impact assessment", SEC(2006)1238 . .
If the proposed Directive enters into force by 2008, the retrofit should concern HGVs registered after 1998, which is estimated at almost 4 million (Bulgaria and Romania not included).
If the proposed Directive enters into force by 2008, the retrofit should concern HGVs registered after 1998, which is estimated at almost 4 million (Bulgaria and Romania not included).
Exemption for HGVs registered in three Member States (NL, DK, BE) is foreseen, where effective national measures have been already implemented in order to eliminate blind spots.
Exemption for HGVs registered in three Member States (NL, DK, BE) is foreseen, where effective national measures have been already implemented in order to eliminate blind spots.
- Differentiation and accompanying measures
- Differentiation and accompanying measures
It is worth mentioning that the proposal provided a differentiated set of requirements of the Directive 2003/97/EC mainly, in order to accept alternative solutions with low costs and avoid distortions in the market.
It is worth mentioning that the proposal provides a differentiated set of requirements of the Directive 2003/97/EC mainly, in order to accept alternative solutions with low costs and avoid distortions in the market.
Compliance is considered to be achieved for the mirrors, if the field of vision covers no less than 99% of the total field of vision at ground level of Class IV and Class V mirror.
Compliance is considered to be achieved for the mirrors, if the field of vision covers no less than 99% of the total field of vision at ground level of Class IV and Class V mirror.
Member States are allowed to extend the scope of the proposed directive in order to cover more vehicles and even those registered before 1998.
Member States are allowed to extend the scope of the proposed directive in order to cover more vehicles and even those registered before 1998.
Accompanying measures are proposed to be taken by Member States in order to raise awareness of the dangers for road users arising from vehicle blind spots.
Accompanying measures are proposed to be taken by Member States in order to raise awareness of the dangers for road users arising from vehicle blind spots.
- Transposition and implementation periods
- Transposition and implementation periods
The period for transposing the Directive at national law is set at one year after its entry into force.
The period for transposing the Directive at national law is set at one year after its entry into force.
As regards the implementation, it is proposed that compliance has to be fulfilled immediately for vehicles registered after 2004 and for the remaining vehicles, flexibility is foreseen according to their date of registration, i.e. one additional year for those registered between four and seven years before the date of transposition, which is one year, and two years for those registered between seven and ten years before the date of transposition.
As regards the implementation, it is proposed that compliance has to be fulfilled immediately for vehicles registered after 2004 and for the remaining vehicles, flexibility is foreseen according to their date of registration, i.e. one additional year for those registered between four and seven years before the date of transposition, which is one year, and two years for those registered between seven and ten years before the date of transposition.
- Commission's impact assessment
- Commission's impact assessment
Based on a cost-benefit analysis
Based on a cost-benefit analysis
Jacobs Consultancy Cost-benefit analysis of blind spot mirrors, final report, August 2004.
Jacobs Consultancy Cost-benefit analysis of blind spot mirrors, final report, August 2004.
http://ec.europa.eu/transport/roadsafety/publications/projectfiles/mirrors_en.htm , the Commission estimates that an extra 1200 lives could be saved up to 2020, if the implementation were to start from 2008.
http://ec.europa.eu/transport/roadsafety/publications/projectfiles/mirrors_en.htm , the Commission estimates that an extra 1200 lives could be saved up to 2020, if the implementation were to start from 2008.
This corresponds to 2.4 billion € in societal costs calculated on the average of an accident cost per fatality which is estimated at 2 Mio €.
This corresponds to 2.4 billion € in societal costs calculated on the average of an accident cost per fatality which is estimated at 2 Mio €.
The total benefits from the proposed directive are estimated to be around of 1.7 billion €, while the costs would amount to be between 400 and 600 million.
The total benefits from the proposed directive are estimated to be around of 1.7 billion €, while the costs would amount to be between 400 and 600 million.
The cost benefit ratio of the measure is in order of 3,5 : 1.
The cost benefit ratio of the measure is in order of 3,5 : 1.
This means that for 1 € spent, there is societal benefit of 3.5 €.
This means that for 1 € spent, there is societal benefit of 3.5 €.
The general approach of the Council (12/12/06)
The general approach of the Council (12/12/06)
The Council's general approach adopted by the Transport Ministers amends the Commission's proposal with regard to the 10 years approach and introduces a cut-off date of 1 January 2000 for the obligation to retrofit.
The Council's general approach adopted by the Transport Ministers amends the Commission's proposal with regard to the 10 years approach and introduces a cut-off date of 1 January 2000 for the obligation to retrofit.
It is proposed that Member States should implement these new requirements in 3 years (1 for transposition + 2 for implementation) following the entry into force of the directive (14 days after publication).
It is proposed that Member States should implement these new requirements in 3 years (1 for transposition + 2 for implementation) following the entry into force of the directive (14 days after publication).
Regarding flexibility and compliance to the requirements of the field of vision of Class IV and V mirrors provided under Directive 2003/97/EC, the total field of vision is fixed at 95% for IV and 85% for V instead of the 99% (Commission proposal).
Regarding flexibility to the requirements of the field of vision of Class IV and V mirrors provided under Directive 2003/97/EC, the total field of vision is fixed at 95% for IV and 85% for V instead of the 99% (Commission proposal).
While Council's text made progress on extending the retrofitting of Class IV mirror, certification and controls (roadworthiness tests) and exemption on historical vehicles, it deletes awareness campaigns.
While Council's text made progress on extending the retrofitting of Class IV mirror, certification and controls (roadworthiness tests) and exemption on historical vehicles, it deletes awareness campaigns.
Additional periods
Additional periods
Lorries not older than 10 years (1998)
Lorries not older than 10 years (1998)
Immediately after transposition (HGV registered after 2004)
Immediately after transposition (HGVs registered after 2004)
- One additional year for HGV registered 4-7 years before the date of transposition
- One additional year for HGV registered 4-7 years before the date of transposition
- Two additional years for HGV registered 7-10 years before the date of transposition
- Two additional years for HGV registered 7-10 years before the date of transposition
Council's general approach
Council's general approach
Lorries registered after 01/01/2000
Lorries registered after 01/01/2000
Two years for all HGV
Two years for all HGVs
No additional periods
No additional periods
Assessment of Commission’s proposal
Assessment of Commission’s proposal
The measure improves safety by reducing blind spots to the right passenger side (left in the UK) and creates a level playing field on equipment of indirect vision between new and existing lorries.
The measure improves safety by reducing blind spots to the right passenger side (left in the UK) and creates a level playing field on equipment of indirect vision between new and existing lorries.
- Phasing-in date and progressive implementation
- Phasing-in date and progressive implementation
The timid approach through progressive implementation and various steps may compromise the overall objective, which is to save lives.
The timid approach through progressive implementation and various steps may compromise the overall objective, which is to save lives.
The references made to difficulties of the market in coping with high demand for mirrors in a very short period are not shared between producers of such devices.
The references made to difficulties of the market in coping with high demand for mirrors in a very short period are not shared between producers of such devices.
In addition, the total number of HGVs that has to be retrofitted is likely to be less than the Commission's estimates.
In addition, the total number of HGVs that has to be retrofitted is likely to be less than the Commission's estimates.
- The limitation to the retrofitting of Class IV mirrors and exclusion of LGVs
- The limitation to the retrofitting of Class IV mirrors and exclusion of LGVs
The limitation of the retrofitting of Class IV seems not to be correct as in most situations the Class IV mirror is fitted on height lower than 2 m.
The limitation of the retrofitting of Class IV seems not to be correct as in most situations the Class IV mirror is fitted on height lower than 2 m.
Therefore, rectification is need.
Therefore, rectification is needed.
The scope of the proposal does not cover LGV (22.5 million) and coaches/buses (700,000) due to low cost-benefit ratio.
The scope of the proposal does not cover LGVs (22.5 million) and coaches/buses (700,000) due to low cost-benefit ratio.
- Flexibility for compliance
- Flexibility for compliance
The differentiated approach to the requirements of Dir.
The differentiated approach to the requirements of Dir.
The main proposals of the Rapporteur
The main proposals of the Rapporteur
As progressive implementation and delays for its application alters the principal objective (save lives), rapid adoption and immediate implementation after the period given to the Member States for transposing the measure into national law, but not later than 30 June 2008, is proposed.
As progressive implementation and delays for its application alters the principal objective (save lives), rapid adoption and immediate implementation after the period given to the Member States for transposing the measure into national law, but not later than 30 June 2008, is proposed.
A clear cut-off date is included for the retrofitting phasing-in.
A clear cut-off date is included for the retrofitting phasing-in.
More flexible approach is proposed on the percentage of the field of vision set out in Dir.
More flexible approach is proposed on the percentage of the field of vision set out in Dir.
2003/97/EC for the wide angle mirror (Class IV, 95% instead of 99% of the Commission's) and for the close proximity mirror (Class V, 85% instead of 99% of the Commission's) in order to avoid restrictions in the market.
2003/97/EC for the wide angle mirror (Class IV, 95% instead of 99% of the Commission's) and for the close proximity mirror (Class V, 85% instead of 99% of the Commission's) in order to avoid restrictions in the market.
In addition, the separation of the field of vision of wide angle mirror from that of the close proximity mirror is made in order to ensure better visibility in terms of safety and provide legal certainty.
In addition, the separation of the field of vision of wide angle mirror from that of the close proximity mirror is made in order to ensure better visibility in terms of safety and provide legal certainty.
Where no available solutions exist for the fitting of Class IV and V, in terms of technical and economical affordability, the same flexible approach is proposed for the devices, which are different from the type of mirrors Class IV and V.
Where no available solutions exist for the fitting of Class IV and V, in terms of technical and economical affordability, the same flexible approach is proposed for the devices, which are different from the type of mirrors Class IV and V.
Accompanying measures, including awareness campaigns for all road users, by Member States and where appropriate, by the Commission, are included.
Accompanying measures, including awareness campaigns for all road users, by Member States and where appropriate, by the Commission, are included.
- Vehicles N categories ( Directive 70/156/EEC):
- Vehicles N categories (Directive 70/156/EEC):
Category N 1 : vehicles designed and constructed for the carriage of goods and having a maximum mass not exceeding 3,5 tonnes.
Category N 1 : vehicles designed and constructed for the carriage of goods and having a maximum mass not exceeding 3,5 tonnes.
Category N 2 : vehicles designed and constructed for the carriage of goods and having a mass exceeding 3,5 tonnes but not exceeding 12 tonnes.
Category N 2 : vehicles designed and constructed for the carriage of goods and having a mass exceeding 3,5 tonnes but not exceeding 12 tonnes.
Category N 3 : vehicles designed and constructed for the carriage of goods and having a maximum mass exceeding 12 tonnes.
Category N 3 : vehicles designed and constructed for the carriage of goods and having a maximum mass exceeding 12 tonnes.
- Light Goods Vehicle: less than 3.5 t of Gross Vehicle Weight.
- Light Goods Vehicle: less than 3.5 t of Gross Vehicle Weight.
- Heavy Goods Vehicle: above 3.5 t of Gross Vehicle Weight.
- Heavy Goods Vehicle: above 3.5 t of Gross Vehicle Weight.
Table: requirements of Directive 2003/97/EC amended by Commission Directive 2005/27/EC (Source: Consolidated version of Directive
Table: requirements of Directive 2003/97/EC amended by Commission Directive 2005/27/EC (Source: Consolidated version of Directive)
Vehicle category
Vehicle category
Interior mirror
Interior mirror
Exterior mirrors
Exterior mirrors
Class I
Class I
Main mirror (large)
Main mirror (large)
Class II
Class II
Main mirror (small)
Main mirror (small)
Class III
Class III
Wide-angle mirror
Wide-angle mirror
Class IV
Class IV
Close-proximity mirror
Close-proximity mirror
Class V
Class V
Front mirror
Front mirror
Class VI
Class VI
N 1
N 1
Unless a mirror would not provide rearward vision (as defined in item 5.1 Annex III)
Unless a mirror would not provide rearward vision (as defined in item 5.1 Annex III)
If the mirror does not
If the mirror does not
provide rearward vision
provide rearward vision
One on the driver's side
One on the driver's side
and one on the passenger's side.
and one on the passenger's side.
Class II mirrors may be fitted as an alternative.
Class II mirrors may be fitted as an alternative.
One on the driver's side and/or one on the passenger's side
One on the driver's side and/or one on the passenger's side
One on the driver's side and one on the passenger's side (both must be fitted at least 2 m above the ground)
One on the driver's side and one on the passenger's side (both must be fitted at least 2 m above the ground)
(must be fitted at least 2 m above the ground)
(must be fitted at least 2 m above the ground)
N 2 ≤7,5 t
N 2 ≤7,5 t
no requirements for the field of view)
no requirements for the field of view)
One on the driver's side and one on the passenger's side.
One on the driver's side and one on the passenger's side.
Not permitted
Not permitted
For both sides if a Class V mirror can be fitted
For both sides if a Class V mirror can be fitted
For both sides together if not
For both sides together if not
One on the passenger’s side
One on the passenger’s side
One on the driver’s side (both must be fitted at least 2m above the ground)
One on the driver’s side (both must be fitted at least 2m above the ground)
A tolerance of + 10 cm may be applied
A tolerance of + 10 cm may be applied
One front mirror (must be fitted at least 2m above the ground)
One front mirror (must be fitted at least 2m above the ground)
N 2 >7,5 t
N 2 >7,5 t
One on the driver’s side and one on the passenger’s side
One on the driver’s side and one on the passenger’s side
N 3
N 3
*Class V and VI mirrors shall be mounted on vehicles in such a way that, regardless of their position after adjustment, no part of these mirrors or their holders is less than 2 m from the ground when the vehicle is under a load corresponding to its technically permissible maximum laden mass.
*Class V and VI mirrors shall be mounted on vehicles in such a way that, regardless of their position after adjustment, no part of these mirrors or their holders is less than 2 m from the ground when the vehicle is under a load corresponding to its technically permissible maximum laden mass.
These mirrors shall not, however, be mounted on vehicles the cab height of which is such as to prevent compliance with this requirement.
These mirrors shall not, however, be mounted on vehicles the cab height of which is such as to prevent compliance with this requirement.
In this case an other device for indirect vision is not required.
In this case an other device for indirect vision is not required.
In case the field of vision can be perceived through the combination of the field of vision from a Class IV wide-angle mirror and that of a Class VI front mirror, the installation of a Class V close proximity mirror is not compulsory.
In case the field of vision can be perceived through the combination of the field of vision from a Class IV wide-angle mirror and that of a Class VI front mirror, the installation of a Class V close proximity mirror is not compulsory.
Figures on mirrors with the field of indirect vision (extracted from Directive 2003/97/EC)
Figures on mirrors with the field of indirect vision (extracted from Directive 2003/97/EC)
Figure 1: Field of vision of Class I mirror
Figure 1: Field of vision of Class I mirror
Figure 2: Field of vision of Class II mirror
Figure 2: Field of vision of Class II mirror
Figure 3: Field of vision of Class III mirror
Figure 3: Field of vision of Class III mirror
Figure 4: Field of vision of Class IV wide-angle mirror
Figure 4: Field of vision of Class IV wide-angle mirror
Figures 5a and 5b: Field of vision of Class V close-proximity mirror
Figures 5a and 5b: Field of vision of Class V close-proximity mirror
Figure 6: Field of vision of Class VI front mirror
Figure 6: Field of vision of Class VI front mirror
Оборудване с огледала на тежкотоварни превозни средства, регистрирани в Общността
Retrofitting of mirrors to heavy goods vehicles registered in the Community
Inés Ayala Sender, Etelka Barsi-Pataky, Jean-Louis Bourlanges, Paolo Costa, Luis de Grandes Pascual, Arūnas Degutis, Christine De Veyrac, Petr Duchoň, Robert Evans, Emanuel Jardim Fernandes, Mathieu Grosch, Georg Jarzembowski, Stanisław Jałowiecki, Timothy Kirkhope, Dieter-Lebrecht Koch, Jaromír Kohlíček, Sepp Kusstatscher, Jörg Leichtfried, Bogusław Liberadzki, Eva Lichtenberger, Erik Meijer, Robert Navarro, Seán Ó Neachtain, Willi Piecyk, Reinhard Rack, Luca Romagnoli, Brian Simpson, Renate Sommer, Dirk Sterckx, Ulrich Stockmann, Armando Veneto, Marta Vincenzi, Roberts Zīle
Inés Ayala Sender, Etelka Barsi-Pataky, Jean-Louis Bourlanges, Paolo Costa, Luis de Grandes Pascual, Arūnas Degutis, Christine De Veyrac, Petr Duchoň, Robert Evans, Emanuel Jardim Fernandes, Mathieu Grosch, Georg Jarzembowski, Stanisław Jałowiecki, Timothy Kirkhope, Dieter-Lebrecht Koch, Jaromír Kohlíček, Sepp Kusstatscher, Jörg Leichtfried, Bogusław Liberadzki, Eva Lichtenberger, Erik Meijer, Robert Navarro, Seán Ó Neachtain, Willi Piecyk, Reinhard Rack, Luca Romagnoli, Brian Simpson, Renate Sommer, Dirk Sterckx, Ulrich Stockmann, Armando Veneto, Marta Vincenzi, Roberts Zīle
Margrete Auken, Johannes Blokland, Philip Bradbourn, Zita Gurmai, Jeanine Hennis-Plasschaert, Corien Wortmann-Kool
Margrete Auken, Johannes Blokland, Philip Bradbourn, Zita Gurmai, Jeanine Hennis-Plasschaert, Corien Wortmann-Kool
Marian-Jean Marinescu, Alexandru Athanasiu
Marian-Jean Marinescu, Alexandru Athanasiu
PE 378.719v02-00
PE 378.719v02-00
Предложенията за поправка подлежат на съгласуване със засегнатите технически служби.
Suggested corrections of this kind are subject to the agreement of the departments concerned.
– като взе предвид предложението на Комисията до Европейския парламент и до Съвета ( COM(2006)0397 )
– having regard to the Commission proposal to the European Parliament and the Council ( COM(2006)0397 )
– като взе предвид член 251, параграф 2 и член 175 от Договора за ЕО, съгласно които предложението му е представено от Комисията ( C6‑0243/2006 ),
– having regard to Article 251(2) and Article 175(1) of the EC Treaty, pursuant to which the Commission submitted the proposal to Parliament ( C6‑0243/2006 ),
– като взе предвид доклада на комисията по околната среда, здравеопазването и безопасността на храните и становищата на комисията по промишленост, изследвания и енергетика, на комисията по земеделие и развитие на селските райони, както и на комисията по рибно стопанство ( A6‑0125/2006 ),
– having regard to the report of the Committee on the Environment, Public Health and Food Safety and the opinions of the Committee on Industry, Research and Energy, the Committee on Agriculture and Rural Development and the Committee on Fisheries ( A6‑0125/2007 ),
(1) Химическото замърсяване на повърхностните води представлява опасност за водната среда със следните последици: остро и хронично отравяне на водните организми, натрупване в екосистемата и изчезване на местообитания и видове, а cъщо така се явява заплаха за човешкото здраве.
(1) Chemical pollution of surface water presents a threat to the aquatic environment with effects such as acute and chronic toxicity to aquatic organisms, accumulation in the ecosystem and losses of habitats and biodiversity, as well as threats to human health.
Замърсяването на околната среда би следвало приоритетно да се определя и да се въздейства върху самия източник на замърсяване по възможно най-ефективен в икономическо и екологично отношение начин.
(1) Chemical pollution of surface water presents a threat to the aquatic environment with effects such as acute and chronic toxicity to aquatic organisms, accumulation in the ecosystem and losses of habitats and biodiversity, as well as threats to human health.
Ainsi modifié, le présent considérant reflète le considérant 11 de la directive-cadre sur l'eau aux termes duquel il faut lutter à la source contre les atteintes à l'environnement sur la base du principe du pollueur-payeur et des principes de précaution et de prévention.
This recital reflects Recital 11 of the Water Framework Directive and the need for pollution to be tackled at source, in accordance with the polluter-pays principle, the precautionary principle and the principle of prevention.
Съображение 1 а (ново)
RECITAL 1 A (new)