This is the IRU

REGULATIONS AND EUROPEAN BEST PRACTICES IN THE ROAD TRANSPORT SECTOR UNTRR INTERNATIONAL SEMINAR Novotel Hotel, Bucharest, Romania 5 December, 2011 Damian Viccars Head of Social Affairs and EU Road Safety. (c) International Road Transport Union (IRU) 2011 OVERVIEW 1. A Brief Background to the IRU 2. The White Paper on EU Transport Policy 3. Taking Legislation from Paper to Practice: Examples from the EU Aqcuis Review of the Digital Tachograph Regulation Enforcing EU Driving and Rest Time Rules The EU Driver Training Directive

4. Conclusions (c) International Road Transport Union (IRU) 2011 2 Evolution of IRU Membership Created in 1948 National Associations from 8 founding countries Belgium Belgium Denmark Denmark Norway Norway Sweden

Sweden France France Netherlands Netherlands UK UK Switzerland Switzerland 2011 180 Members 74 Countries Page 3 (c) International Road Transport Union (IRU) 2011

Evolution of IRU Structure 1948 IRU founded in Geneva 1973 1998 IRU Permanent Delegation to the EU established in Brussels IRU Permanent Delegation to the CIS established in Moscow 2005 IRU Permanent Delegation to th Middle East established in Istan

IRU Priorities Facilitation Road transport Trade, Tourism, Wealth Generation Road transport Facilitating movement of goods and people across borders Sustainable Development Innovation, Incentives, Infrastructure Standards, Safety, Environment, Skilled and Sustainable Workforce, Page 5 The EC Transport White Paper

2001-2011 1992: EC launches opening of the transport market. 2001: EC wants forced modal shift. 2006: EC agrees: forced modal shift does not work! 2011: EC returns to forced modal shift! Page 6 (c) International Road Transport Union (IRU) 2011 The EU Transport White Paper 2011 Challenges to overcome:

Congestion, Reduction of GHG Emissions, Dwindling Energy Supplies, Reduce road fatalities, Infrastructure for an enlarged EU, Global Economic Competition. A vision for the transport system of 2050 : Transport to use less energy and use cleaner energy, exploiting a multimodal and intelligent network. Creating a competitive and resource efficient transport system. Page 7 (c) International Road Transport Union (IRU) 2011

IRU views on the White Paper Completion of internal market Improvement of competitive position Resource efficient transport system C02 emissions Forced modal shift disguised under co-modality How to achieve the targets? Which alternative fuels? Who to finance ? What do we REALLY need? Efficient, sustainable transport system including road freight with non-discriminatory pricing. Greening of all transport modes at-source. Possibilities to innovate (weights and dimensions) New vehicle technologies and economically viable alternative fuels. Good and safe infrastructure

Practical support for SMART MOVEs aim to double the use of bus and coach transport. Page 9 (c) International Road Transport Union (IRU) 2011 The EU Social Rules Framework Driving and Rest Time Rules in force from 11 April 2007 - Digital Tachograph compulsory from 11 May 2006 -

Minimum new controls on driving and rest times Working Time Directive from 23 March 2005 - In all new vehicles for recording driving rest times rules Social Rules Enforcement in force from 1 May 2006 - Establishes basic rules for driving and rest time Sets limits for maximum total working time Driver Training Directive from 10 September 2008/9 -

Introduces compulsory CPC qualification and periodic training Page 10 Amending the Tachograph Regulation Security is at the heart of the EC review. Tachograph fraud will undermine: regulatory compliance & respect for key areas of the EU road transport social rules framework, the businesses of lawful operators & image of the sector road safety, working conditions and fair competition No excuses, but many causes of fraud Fierce competition, Rising operating costs especially fuel, Fall out of economic crisis, Excessively rigid rules or heavy handed enforcement 11

Review of the Tachograph Regulation IRU Supports: Proportionate steps to reinforce the technical security of the device, building on existing measures More secure encryption codes, in line with real threats but supported by an efficient migration strategy. Mobile signals to improve targeted enforcement but with safeguards and proven technology IRU Opposes: Compulsory GNSS: will encourage an expensive tachograph technology arms race without delivering any security guarantees. 12 Review of the Tachograph Regulation The tachograph must retain its policing function but

must also become an aid for drivers & firms Better and safer placement of the device within the vehicle, Better integration of ITS technologies via a standardised interface, Reduced administrative burdens and simplified tasks for drivers, for example by eliminating attestation forms, Common EU standards for training enforcers, Optional merging of driver licences and driver cards 13 Driving and Rest Time Rules Regulation 561/2006/EC Sets maximum driving hours and minimum rest for

drivers of vehicles over 3.5 Vital to improve road safety and working conditions Vital for fair competition between drivers of different EU countries. Less flexibility for drivers and companies to accommodate their own needs and work life balance Lack of suitable rest facilities 14 The EU Enforcement Problem A COMMON REGULATORY FRAMEWORK BUT A FRAGMENTED ENFORCEMENT SPACE. 15 Problems with Driving and Rest Time Rules Enforcement Too many national & regional interpretations & enforcement practices.

Non-recognition of national tolerances or exemptions. Variable quality of enforcement. Arbitrary / unfair enforcement and sanctioning policies. 16 Enforcing EU Social Rules EU Enforcement Directive 2006/22/EC Minimum requirements for enforcing driving and rest time rules Committee and co-operation between Member States - Promote a common approach to rule interpretations, enforcement and categorization of infringements, - Produce official statistical reports on enforcement and compliance. - The IRU is an active observer to this Committee 17 EU Enforcement Committee:

Guidance, Decisions, Recommendations GUIDANCE NOTE 1 Exceptional deviation to find a suitable stopping place GUIDANCE NOTE Recording driver's travelling time GUIDANCE NOTE 3 Interrupting driver's break or rest GUIDANCE NOTE 4 Driving time recorded in frequent stop operations GUIDANCE NOTE 5 Attestation of activities GUIDANCE NOTE 6 Recording of time spent on ferry or train COMMISSION DECISION: Calculating daily driving time after insufficient rest EU Driver Attestation document and modification Categorisation of infringements table Common EU guidelines for national risk rating systems Inspection of tachographs and workshop security 18 TISPOL, ECR, IRU Declaration of Intent March 2011 To build a common EU Enforcement environment, remove unnecessary costs, legal uncertainty and boost compliance. Harmonised interpretations and enforcement requirements.

New control culture using education as well as sanctions. ECR Complaints desk & work towards fair, dissuasive, proportionate and better aligned penalties. Common standards for training especially through the TRACE project and longer term strategic partnership with EC. Intensified cooperation in the field of safe and secure parking especially through the TRANSPark project. 19 Driver Training Directive Directive 2003/59/ECs main goals are: Improve road safety Ensure that all drivers both in goods and passenger transport - are sufficiently skilled to fulfil job demands Harmonise Community rules to avoid unfair competition

Certificate of Professional Competence (CPC) Commercial drivers must obtain (in addition to the required licence) an EU CPC issued by Member states following 240 hours compulsory training plus a test or an examination Knowledge and skill requirements are specified Training and examination centres must be approved by Governments All drivers must undergo 35 hours of periodic training every 5 years to retain the CPC 20 Transposition

Article 3: Qualification and Training Both Option: Test only Option: Course and test Source: EC DG Transport DE SI AT BE

CY IE LV HU MT NL PT RO UK BG

CZ DK EE EL ES FI FR IT LT LU

PL SK SE Initial qualification process Option 1: course attendance and test Option 2: test only Both systems (c) IRU Academy 2011 Initial Qualification Article 5: Age limits 18 with accelerated initial qualification: C1,... 18 with initial qualification: C...

21 with accelerated initial qualification: C... Source: EC DG Transport Periodic Training & Transition Periods Article 8: Certifying Periodic Training Vehicle: C1, C1+E and C, C+E Until 2016 the date of issuance of the driving licence will be taken into account for checking the acquired rights of the concerned drivers

NL PT SE ES BE RO SK BG UK SI PL LT LU IE FI DE DK AT MT LV

FR CY CZ EE HU 2009 Source: EC DG Transport Unknown IT EL 2010 2011

2012 2013 2014 2015 2016 Community Code Article 10: Community Code Driving Li... Driver qualification... Source: EC DG Transport

(c) IRU Academy 2011 EU Driver Training Directive Further variations in: Content and quality of training. Costs and financing of training. Training and approval of instructors and training centres. Recognition of foreign training. Concerns about: Scheduling of periodic training Correct enforcement of the Directive abroad National training capacity Page 26 (c) International Road Transport Union (IRU) 2011

EU Driver Training Directive Key Challenge: While respecting the need for national diversity, how to ensure the objectives of the legislation are not undermined. European Best Practices are essential. IRU and IRU Academy active on this! STARTS project: http://starts.iru.org/en_home DRIVEN project: Page 27 (c) International Road Transport Union (IRU) 2011 Conclusions Brussels is and will continue to be a major source of transport legislation that affects you and your businesses. The IRU is your voice to ensure your interests are

protected as much as possible in the legislative process. We are also working to ensure that legislation is applied properly and improved once in place. Cooperation amongst all stakeholders is key at national and international level. Page 28 (c) International Road Transport Union (IRU) 2011 www.iru.org Page 29 (c) International Road Transport Union (IRU) 2011

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