What changed between the draft committee report and the plenary report

Added:EXPLANATORY STATEMENT

Added:Background to the proposal

Added:Road safety has been a major pillar of European Union transport legislation for some twenty years. Chiefly as a result of the efforts undertaken by the authorities over this period, the number of deaths on the EU’s roads has been cut significantly, from 51 400 in 2001 to 19 800 in 2021. While these figures may look positive, they still fall well short of the initial target of reducing deaths by 75% between 2001 and 2020.

Added:Moreover, this downward trend in the number of EU road deaths has become somewhat less pronounced recently, and in 2021 the number of victims rose by 6% on the previous year, a figure that should be nonetheless be seen in the light of the COVID-19 pandemic.

Added:The statistics from recent years therefore called for renewed efforts to improve new road safety.

Added:In 2017 the EU transport ministers, meeting in Valletta, took note of these figures on deaths and serious injuries, which were incompatible with the EU’s long-term objectives. The informal meeting culminated in the signing of a declaration calling on the European Commission to take political initiatives for the decade 2020 from 2030 with a view to cutting numbers of deaths and better protecting road users, especially the most vulnerable among them (cyclists and pedestrians), who make up the greatest proportion of road deaths.

Added:In its Sustainable and Smart Mobility Strategy of 2020, the Commission reiterated the target of zero fatalities by 2050 (the ‘Vision Zero’ objective) and announced that it would submit a revision of the Driving Licence Directive. In October 2021, meanwhile, the European Parliament adopted a resolution on road safety from 2021 to 2030, calling on the Commission to further promote road safety, notably through higher standards on driver training.

Added:The proposal for the third revision of Directive 2006/126/EC on driving licences [COM (2023) 0127] formed part of the ‘road safety package’ published in March 2023, which contained three interdependent pieces of legislation. The other two proposals concerned the Union-wide effect of driving disqualifications [COM (2023) 128] and the cross-border exchange of information on road-safety-related traffic offences [amending Directive (EU) 2015/413].

Added:Content of the proposal

Added:The proposal builds on the objectives of the existing directive, namely to improve road safety and facilitate free movement, while catering for the need for greater sustainability and a digital transition in road transport.

Added:The Commission wishes to improve drivers’ skills and knowledge by amending the rules on training, testing and probationary periods, particularly with regard to new technologies.

Added:The proposal also addresses the issue of dangerous behaviour on the road, particularly by novice drivers.

Added:It also aims to ensure that drivers are physically and mentally fit to take the wheel of a car by introducing stricter medical procedures throughout the European Union.

Added:It further tackles obstacles that applicants for or holders of driving licences may face, particularly difficulties posed in driving tests by insufficient language skills or the lapsing of certain entitlements owing to a change of residence within the EU.

Added:Lastly the proposal aims to help the EU to meet its climate targets.

Added:Rapporteur’s position

Added:At a time when the EU is behind schedule in meeting its stated aim of ‘Vision Zero’ by 2050, strong and binding measures are needed to combat road accidents over the next few years.

Added:Road safety is a major concern for us all, including young people. That is why the Member States should include lessons on road safety and alternative forms of mobility in secondary-school curricula. The issue of the affordability of driving licences also needs to be addressed.

Added:The rapporteur would like to see a points-based licence system introduced throughout the entire European Union. The establishment of such a scheme, coupled with effective enforcement measures, has the potential to slash the number of accidents and deaths on our roads. Most EU countries have introduced such a system at national level, and the rapporteur believes there is ample justification for extending it to all Member States.

Added:Speed is a very important factor in causing road crashes and fatalities. Indeed, 30% of accidents are attributable at least in part to drivers’ breaching the speed limit. This is why the rapporteur is proposing speed limits that vary according to the category of driving licence held by drivers, a factor that reflects their vehicles’ likelihood of being involved in an accident.

Added:Heavy passenger vehicles (SUVs) are also more prone to collisions than light passenger cars. Given that increasingly large and heavy cars are being placed on the EU’s roads, a category B licence is no longer suitable for driving them. The rapporteur therefore wishes to establish a new category of driving licence – category B+, for cars weighing over 1.8 tonnes – which could be obtained by applicants of 21 years or older only and after a two-year probationary period after gaining a category B licence.

Added:The category B driving licence would thus entitle an individual to drive a private car of a maximum weight of 1.8 tonnes. Exemptions could be granted, however, for professional reasons or special purposes (to drive emergency vehicles, for example).

Added:Furthermore, European and national statistics clearly show that young people are disproportionately prone to road accidents. The rapporteur therefore believes that the flexibility in the current directive and the proposal enabling the Member States to lower the minimum age for certain categories of driving licence should be removed. Although accompanied driving should be encouraged throughout the European Union, the rapporteur is not in favour of the proposed provisions on it since they are inconsistent with the idea of a uniform minimum age for obtaining a driving licence.

Added:The rapporteur also suggests raising the minimum age for the A1 driving licence.

Added:She is also believes that non-commercial driving licences should continue to be valid for a maximum of 10 years. Given the need to combat road accidents among novice drivers, the administrative validity of their licences should be reduced to a maximum of two years, after which time they will be required to attend a refresher course on how to behave while driving.

Added:The administrative validity of licences for drivers aged 60 or over should also be reduced to ensure that they are fully fit to drive.

Added:Drivers’ mental and physical health is a further issue of crucial importance in road safety. This is why the rapporteur is against the Commission’s proposal for the self-assessment of driver fitness. A medical examination should be compulsory for anyone taking a driving test or renewing a driving licence.

Added:The rapporteur calls for specific measures on speed limits for novice drivers and encourages the Member States to establish stricter rules for them, for example in respect of night driving, the accrual of penalty points or the loss of points on their licences.

Added:The rapporteur would also like to see the introduction of a harmonised EU-wide framework covering both instructors and training for candidates.

Added:She also suggests placing particular emphasis on the safety of vulnerable road users and on eco-driving. Lastly, she hopes that tests will be long enough to properly assess the aptitude of each candidate