natgillin/translations-raw huggingface dataset:
- având în vedere avizul Comitetului Economic și Social European privind Comunicarea Comisiei către Consiliu și Parlamentul European intitulată „Pentru o Europă în mișcare.
- having regard to the opinion of the European Economic and Social Committee on the Communication from the Commission to the Council and the European Parliament entitled Keep Europe moving – sustainable mobility for our continent – mid-term review of the European Commission’s 2001 transport White Paper
- având în vedere scrisorile președintelui Comisiei pentru ocuparea forței de muncă și afaceri sociale din 21 și respectiv 29 iunie 2007, adresate comisarului Vladimir Spidla și vicepreședintelui Jacques Barrot, precum și răspunsul vicepreședintelui Barrot din 3 octombrie 2007,
- having regard to the letters of 21 June 2007 and 29 June 2007 from the Chairman of the Committee on Employment and Social Affairs to Commissioner Vladimir Spidla and Vice-President Jacques Barrot and the reply from Vice-President Barrot of 3 October 2007,
- având în vedere raportul Comisiei pentru ocuparea forței de muncă și afaceri sociale și avizul Comisiei pentru transport și turism ( A6-0357/2008 ),
- having regard to the report of the Committee on Employment and Social Affairs and the opinion of the Committee on Transport and Tourism ( A6-0357/2008 ),
B. întrucât numărul mediu al infracțiunilor constatate a rămas constant, deși numărul total de încălcări ale dispozițiilor înregistrate în unele state membre a crescut semnificativ, pe fondul tendinței de creștere a frecvenței încălcării dispozițiilor privind pauzele zilnice și perioadele de repaus și al scăderii numărului de încălcări referitoare la durata de conducere;
B. whereas the average number of contraventions detected has remained stable, although the total number of contraventions reported in some Member States rose considerably, with breaches of the rules on breaks and rest periods tending to increase while breaches of the rules on driving times fell,
C. întrucât următorul raport bienal va trebui să includă, pentru prima dată, informații referitoare la punerea în aplicare a Directivei 2002/15/CE;
C. whereas the next biennial report will have to include, for the first time, information on the implementation of Directive 2002/15/EC,
D. întrucât este în interesul general ca dispozițiile referitoare la timpul de lucru, durata de conducere și perioada de repaus, atât pentru lucrătorii mobili cât și pentru șoferii independenți, să fie aplicate în mod corect,
D. whereas it is in the general interest that the rules on working time, driving times and rest periods for both mobile workers and self-employed drivers should be properly applied,
E. întrucât obiectul Directivei 2002/15/CE constă în stabilirea cerințelor minime legate de organizarea timpului de lucru în vederea îmbunătățirii protecției sănătății și siguranței persoanelor care efectuează activități mobile de transport rutier și creșterea siguranței rutiere, precum și alinierea condițiilor de concurență;
E. whereas the aim of Directive 2002/15/EC is to establish minimum requirements in relation to the organisation of working time in order to improve the health and safety protection of persons performing mobile road transport activities, to improve road safety and to align conditions of competition,
F. întrucât Directiva 2002/15/EC a intrat în vigoare la 23 martie 2002, acordând statelor membre trei ani, până la 23 martie 2005, pentru a pune în aplicare dispozițiile acesteia și, cu toate acestea, o mare parte a statelor membre nu au transpus dispozițiile acesteia în timpul perioadei de tranziție de trei ani;
F. whereas Directive 2002/15/EC came into force on 23 March 2002 and gave Member States three years, until 23 March 2005, to implement its provisions, and yet most Member States failed to transpose the Directive during that three-year transitional period,
G. întrucât, la doi ani de la sfârșitul perioadei de tranziție pentru transpunerea Directivei 2002/15/CE, unele state membre nu au transpus încă totalitatea dispozițiilor acesteia;
G. whereas, two years after the end of the transitional period for the transposition of Directive 2002/15/EC, some Member States still have not transposed all of its provisions,
H. întrucât șoferii independenți sunt excluși din sfera de aplicare a Directivei 2002/15/CE până cel mai devreme la 23 martie 2009;
H. whereas self-employed drivers are excluded from the scope of Directive 2002/15/EC until at least 23 March 2009,
I. întrucât raportul Comisiei privind consecințele excluderii șoferilor independenți din sfera de aplicare a Directivei 2002/15/CE prezintă avantajele și dezavantajele atât a includerii, cât și a excluderii șoferilor independenți, fără a ajunge însă la o concluzie finală;
I. whereas the Commission report on the consequences of excluding self-employed drivers from the scope of Directive 2002/15/EC sets out the advantages and disadvantages of both including and excluding self-employed drivers, but without reaching any final conclusions,
J. întrucât Parlamentul s-a referit în numeroase ocazii la importanța corectării practicii incorecte din industrie de a-i clasifica în mod fals pe mulți dintre angajați ca șoferi independenți;
J. whereas Parliament has on various occasions pointed to the importance of addressing the industry malpractice of classifying many employees falsely as self-employed drivers,
K. întrucât este important să se elimine disparitățile dintre statele membre și să se asigure o concurență onestă în sectorul transportului rutier prin includerea șoferilor independenți;
K. whereas it is important to eliminate disparities between the Member States and to help to ensure fair competition in the road transport sector by including self-employed drivers,
M. întrucât restricțiile aplicate timpului de lucru în sectorul transportului rutier prezintă mari avantaje în privința siguranței traficului rutier dacă sunt incluși șoferii independenți;
M. whereas restricting working time in the road transport sector will have much greater benefits in terms of road safety if self-employed drivers are included,
N. întrucât includerea șoferilor independenți nu-i va distrage pe aceștia de la capacitatea sau necesitatea de a îndeplini sarcini administrative sau de conducere pentru compania acestora, dat fiind că, în sensul Directivei 2002/15/CE, timpul de lucru este limitat la activitățile direct legate de transportul rutier;
N. whereas the inclusion of self-employed drivers will not detract from their capacity or the need to perform administrative or managerial duties for their company, since, for the purposes of Directive 2002/15/EC, working time is confined to activities related directly to road transport,
O. întrucât actorii sociali reprezentați în Comitetul Economic și Social European sunt în general de acord în privința includerii lucrătorilor independenți, pentru asigurarea unui tratament egal pentru toți lucrătorii din sector, prevenirea distorsionării concurenței și promovarea unor condiții de lucru mai bune;
O. whereas the social actors represented on the European Economic and Social Committee are broadly in agreement on including self-employed workers, so as to ensure equal treatment for all workers in the sector, prevent distortions of competition and promote better working conditions,
P. întrucât Curtea de Justiție a Comunităților Europene a stabilit în mod clar că articolul 71 al Tratatului CE oferă un temei juridic suficient pentru aplicarea Directivei 2002/15/CE lucrătorilor independenți, în mod deosebit pentru faptul că contribuie la obiectivele siguranței rutiere și la apropierea condițiilor de concurență;
P. whereas the Court of Justice of the European Communities has clearly established that Article 71 of the EC Treaty offers a sufficient legal basis for applying Directive 2002/15/EC to self-employed workers, precisely because it contributes to the objectives of road safety and the approximation of conditions of competition,
Q. întrucât comunicarea și raportul Comisiei privind consecințele excluderii șoferilor independenți din sfera de aplicare a Directivei 2002/15/CE, menționate mai sus, reflectă preocuparea continuă cauzată de întârzierea, observată în unele state membre, în transpunerea și aplicarea acesteia, precum și a altor dispoziții legislative din domeniul social, aplicabile sectorului transportului rutier;
Q. whereas the abovementioned Commission Communication and Commission report on the consequences of excluding self-employed drivers from the scope of Directive 2002/15/EC reflect the continuing concern at the delays in transposing and applying Directive 2002/15/EC in some Member States, as well as other social legislation in the road transport sector,
R. întrucât, chiar dacă unele state membre nu au transpus încă Directiva 2002/15/CE, rapoartele de aplicare bienale trebuie să fie transmise în conformitate cu orarul stabilit în cadrul acesteia,
R. whereas, even though some Member States have still not transposed Directive 2002/15/EC, the two-yearly implementation reports should be submitted in accordance with the timetable laid down in the Directive,
3820/85; constată că statele membre trebuie să-și intensifice eforturile pentru a asigura o punere în aplicare eficientă și uniformă a dispozițiilor sociale îmbunătățite;
Regrets that considerable differences still remain in the application and enforcement of Regulation (EEC) No 3820/85; notes that Member States must step up their efforts to guarantee efficient and uniform implementation of the improved social provisions;
5. invită Comisia să elaboreze rapoartele de aplicare obligatorii la fiecare doi ani, în conformitate cu Directiva 2002/15/CE, chiar dacă unele state membre nu au transpus încă dispozițiile Directivei în legislația internă;
Calls on the Commission to draw up the implementation reports required under Directive 2002/15/EC at the two-yearly intervals laid down, even though some Member States have not yet transposed the Directive's provisions into national law;
561/2006, până în octombrie 2008, orientări pentru definirea și clasificarea uniformă a încălcărilor;
Calls on the Commission, under the comitology procedure set out in Regulation (EC) No 561/2006, to propose by October 2008 guidelines for the uniform definition and classification of infringements;
11. invită Comisia ca, la elaborarea versiunii finale a evaluării de impact susmenționată, să ia în considerare pe deplin poziția și argumentele Parlamentului, care vizează includerea deplină în sfera de aplicare a Directivei 2002/15/CE a șoferilor independenți;
11.Calls on the Commission, when drawing up the abovementioned official impact assessment, to give full consideration to the position expressed by Parliament and to its arguments for the full inclusion of self-employed drivers within the scope of Directive 2002/15/EC;
12. invită Comisia ca, la elaborarea versiunii finale a evaluării de impact susmenționată, să țină seama de opinia generală din cadrul sectorului transporturilor, potrivit căreia șoferii independenți ar trebui să fie incluși și consideră că ar fi deosebit de dificil din punct de vedere juridic să se identifice și urmărească lucrătorii „fals” independenți, fără a se mai menționa și dificultățile practice și birocratice care ar trebui să fie depășite pentru a se împiedica exploatarea pe scară largă a acestui concept, în scopul ocolirii restricțiilor privind timpul de lucru;
12.Calls on the Commission, when drawing up the abovementioned official impact assessment, to take into account the general view within the transport sector that self-employed drivers should be included and considers that it would be extremely difficult from a legal point of view to identify and pursue 'bogus' self-employed workers, not to mention the practical and bureaucratic difficulties that would have to be overcome to prevent this concept from being widely exploited to evade the restrictions on working days;
15. invită Comisia să revizuiască sistemul de controale în trafic efectuate de fiecare stat membru și să prezinte Parlamentului un raport privind situația acestora; invită Comisia ca, în măsura în care se descoperă tipuri de controale ce limitează libera circulație a mărfurilor sau a persoanelor, să revizuiască legislația existentă și să propună modificarea acesteia, pentru a asigura un sistem uniform de controale în trafic;
Calls on the Commission to review traffic inspection procedures in each Member State and send Parliament a report thereon; calls on the Commission, in the event that inspection procedures restricting the free movement of goods or persons are detected, to review existing legislation and propose amendments, so as to ensure uniform traffic inspection procedures;
Road transport is one of the economic activities that plays a crucial role in Europe.
Road transport is one of the economic activities that plays a crucial role in Europe.
It is a dynamic and expanding sector which is very important in terms of jobs, directly employing more than three million persons in the Union as a whole.
It is a dynamic and expanding sector which is very important in terms of jobs, directly employing more than three million persons in the Union as a whole.
Unfortunately, transposal of and compliance with social legislation in this sector at national level, and specifically the rules governing working time, driving hours and rest periods, leave much to be desired, with the threat this poses to road safety and the health and safety of drivers, as pointed out by Parliament.
Unfortunately, transposal of and compliance with social legislation in this sector at national level, and specifically the rules governing working time, driving hours and rest periods, leave much to be desired, with the threat this poses to road safety and the health and safety of drivers, as pointed out by Parliament.
Furthermore, the fierce competition within the sector and with other transport sectors means that clear rules and effective controls and sanctions are needed to ensure that failure to comply with common rules does not serve to undermine the principle of fair competition, which is vital to the orderly and rational functioning of the sector within the European economic area.
Furthermore, the fierce competition within the sector and with other transport sectors means that clear rules and effective controls and sanctions are needed to ensure that failure to comply with common rules does not serve to undermine the principle of fair competition, which is vital to the orderly and rational functioning of the sector within the European economic area.
Respect for fair competition and full compliance with the rules on driving, working time and rest periods are two sides of the same coin and are basic requirements for ensuring at one and the same time the road safety of European citizens and the health and safety of passenger and freight transport drivers.
Respect for fair competition and full compliance with the rules on driving, working time and rest periods are two sides of the same coin and are basic requirements for ensuring at one and the same time the road safety of European citizens and the health and safety of passenger and freight transport drivers.
In order to meet these important and difficult challenges, a substantial body of law has been established, although it is not always as clear and consistent as it should be and above all has not always been diligently transposed into national law and implemented in the transport sector by all Member States.
In order to meet these important and difficult challenges, a substantial body of law has been established, although it is not always as clear and consistent as it should be and above all has not always been diligently transposed into national law and implemented in the transport sector by all Member States.
There are two blocks of legislation, which do not always run in parallel.
There are two blocks of legislation, which do not always run in parallel.
The first is usually the domain of Parliament’s Committee on Transport and Tourism and concerns driving hours and rest periods, an area in which new legislation has been adopted
The first is usually the domain of Parliament’s Committee on Transport and Tourism and concerns driving hours and rest periods, an area in which new legislation has been adopted
Regulation (EC) No 561/2006 of the European Parliament and of the Council of 15 March 2006, on the harmonisation of certain social legislation relating to road transport and amending Council Regulations (EEC) No 3821/85 and (EC) No 2135/98 and repealing Council Regulation (CEE) No 3820/85 (OJ L 102, 11.4.
Regulation (EC) No 561/2006 of the European Parliament and of the Council of 15 March 2006, on the harmonisation of certain social legislation relating to road transport and amending Council Regulations (EEC) No 3821/85 and (EC) No 2135/98 and repealing Council Regulation (CEE) No 3820/85 (OJ L 102, 11.4.
1), and Directive 2006/22/EC of the European Parliament and of the Council of 15 March 2006 on minimum conditions for the implementation of Council (EEC) No 3820/85 and (EEC) No 3821/85 concerning social legislation relating to road transport activities and repealing Council Directive 88/599/EEC (OJ L 112, 11.4.
1), and Directive 2006/22/EC of the European Parliament and of the Council of 15 March 2006 on minimum conditions for the implementation of Council (EEC) No 3820/85 and (EEC) No 3821/85 concerning social legislation relating to road transport activities and repealing Council Directive 88/599/EEC (OJ L 112, 11.4.
The second concerns the organisation of the working time of persons performing mobile road transport activities (Directive 2002/15/CE of 11 March 2002), which is being dealt with by the Committee on Employment and is the main focus of this report.
The second concerns the organisation of the working time of persons performing mobile road transport activities (Directive 2002/15/CE of 11 March 2002), which is being dealt with by the Committee on Employment and is the main focus of this report.
The health and safety objectives pursued by Directive 2002/15/EC are plagued by two types of problem:
The health and safety objectives pursued by Directive 2002/15/EC are plagued by two types of problem:
Firstly, the shortcomings in transposing the legislation into national law.
Firstly, the shortcomings in transposing the legislation into national law.
The Member States had until 23 March 2005, three years after the entry into force of the directive, to implement its provisions.
The Member States had until 23 March 2005, three years after the entry into force of the directive, to implement its provisions.
By that date, one third of the Member States had failed to do so and even now four of them have failed to submit transposal measures.
By that date, one third of the Member States had failed to do so and even now four of them have failed to submit transposal measures.
As a result, the Commission considers that it is not in a position to publish its first two-yearly implementation report, which was due in March 2007.
As a result, the Commission considers that it is not in a position to publish its first two-yearly implementation report, which was due in March 2007.
Secondly, there is still uncertainty surrounding the inclusion of self-employed drivers within the scope of the directive, as called for by Parliament.
Secondly, there is still uncertainty surrounding the inclusion of self-employed drivers within the scope of the directive, as called for by Parliament.
This is still not a reality and was only agreed after arduous conciliation with the Council.
This is still not a reality and was only agreed after arduous conciliation with the Council.
On 23 May 2007, the Commission published the report it was required to produce on the consequences of the exclusion of self-employed drivers from the scope of the Directive 2002/15/EC (COM(2007)266).
On 23 May 2007, the Commission published the report it was required to produce on the consequences of the exclusion of self-employed drivers from the scope of the Directive 2002/15/EC (COM(2007)266).
The report was intended to clarify the scope of the legislative measures the Commission needs to propose to ensure that self-employed drivers can be included within its scope by 23 March 2009, as provided for in Article 2(1) of Directive 2002/15/EC.
The report was intended to clarify the scope of the legislative measures the Commission needs to propose to ensure that self-employed drivers can be included within its scope by 23 March 2009, as provided for in Article 2(1) of Directive 2002/15/EC.
However, the Commission report concluded that it was not yet in a position to introduce the required proposal and that further impact assessment was required, taking into account other elements such as the new Regulation (EC) No 561/2006 on driving time and rest periods.
However, the Commission report concluded that it was not yet in a position to introduce the required proposal and that further impact assessment was required, taking into account other elements such as the new Regulation (EC) No 561/2006 on driving time and rest periods.
Many have seen the report as an indication that the Commission is no longer supporting the inclusion of self-employed drivers as strongly as it did in the past, and that economic considerations are at odds with or taking precedence over social ones.
Many have seen the report as an indication that the Commission is no longer supporting the inclusion of self-employed drivers as strongly as it did in the past, and that economic considerations are at odds with or taking precedence over social ones.
On 21 June 2007 and 29 October 2007, Chairman Jan Andersson sent an official communication to Commissioner Vladimir Spidla and Vice-President Jacques Barrot, on behalf of the Committee on Employment, expressing satisfaction that ‘the Commission continues to believe that a reduction in working time for the sector as a whole, including self-employed drivers, will have a positive impact on road safety’.
On 21 June 2007 and 29 October 2007, Chairman Jan Andersson sent an official communication to Commissioner Vladimir Spidla and Vice-President Jacques Barrot, on behalf of the Committee on Employment, expressing satisfaction that ‘the Commission continues to believe that a reduction in working time for the sector as a whole, including self-employed drivers, will have a positive impact on road safety’.
The letter closed by pointing out that ‘it is important to remain consistent with the Regulation on driving time and rest periods, prevent fragmentation of the industry caused by the classification of many workers (falsely) as self-employed drivers, so as to ensure fair competition through implementation of the directive across the road transport sector’.
The letter closed by pointing out that ‘it is important to remain consistent with the Regulation on driving time and rest periods, prevent fragmentation of the industry caused by the classification of many workers (falsely) as self-employed drivers, so as to ensure fair competition through implementation of the directive across the road transport sector’.
Vice-President Barrot replied to the letter and said that the available study had not reached a final conclusion on whether self-employed drivers should be included or excluded and that further examination of the question was needed.
Vice-President Barrot replied to the letter and said that the available study had not reached a final conclusion on whether self-employed drivers should be included or excluded and that further examination of the question was needed.
Accordingly, an official impact assessment study had been launched into three possible options:
Accordingly, an official impact assessment study had been launched into three possible options:
A. maintaining the directive as it stands, with full and automatic inclusion of self-employed drivers with effect from 23 March 2009;
A. maintaining the directive as it stands, with full and automatic inclusion of self-employed drivers with effect from 23 March 2009;