欧洲经济和社会委员会对欧洲议会和理事会两轮、三轮车辆和四轮车

1、- 8 -european economic and social committee欧洲经济和社会委员会int/541approval and market surveillance / vehicles l categoryl类车辆的认证和市场监管brussels, 19 january 2011布鲁塞尔，2011年1月19号opinionof theeuropean economic and social committeeon theproposal for a european parliament and council regulation -regulation (eu) no

2、 ./2010 of the european parliament and of the council on the approval and market surveillance of two- or three-wheel vehicles and quadricycles欧洲经济和社会委员会对欧洲议会和理事会两轮、三轮车辆和四轮车认证和市场监督的法规（编号编号/2010）提案的意见com(2010) 542 final 2010/0271 (cod)com（2010） 542 最终 2010/0271（cod）_rapporteur: mr ranocchiari报告起草人：mr

3、ranocchiari_on 5 november 2010, the council, and, on 19 october 2010, the parliament decided to consult the european economic and social committee, under article 114 of the treaty on the functioning of the european union, on the欧洲理事会于2010年11月5号，欧洲议会于2010年10月19号援引欧盟运作条约第114条征求欧洲经济和社会委员会对以下提案的意见：propo

4、sal for a european parliament and council regulation - regulation (eu) no ./2010 of the european parliament and of the council on the approval and market surveillance of two- or three-wheel vehicles and quadricycles欧洲议会和理事会关于两轮或三轮车辆和四轮车认证和市场监督的法规（编号/2010）提案com(2010) 542 final 2010/0271 (cod).com（201

5、0）542最终版 2010/0271（cod）the section for the single market, production and consumption, which was responsible for preparing the committees work on the subject, adopted its opinion on 17 december 2010.负责准备委员会此方面工作的单一市场、生产和消费科于2010年12月17号表决通过了它的意见。at its 468th plenary session, held on 19 and 20 january

6、2011 (meeting of 19 january 2011), the european economic and social committee adopted the following opinion unanimously.在2011年1月19号和20号召开的468次全体会议上（2011年1月19号的会议），欧洲经济和社会委员会一致通过了以下意见。* *1.conclusions and recommendations结论和建议1.1the economic and financial crisis which hit europe in 2008 did not spare

7、the motorcycle sector. over the period ranging from the last quarter of 2008 to the last quarter of 2010, the eu market fell by 33%, with adverse effects on employment.在2008年重创欧洲的经济和金融危机中，摩托车行业也未能幸免。从2008年最后一季度到2010年最后一季度，欧盟市场下滑了33%，对就业构成了负面影响。1.2notwithstanding the present situation, the eesc welco

8、mes the european commission proposed regulation, which addresses among others two sensitive issues such as road safety and the environment, for which a legislative initiative had long been awaited.虽然目前的形势堪忧，eesc赞同欧洲委员会提出的这个法规，此法规还涉及了道路安全和环境这两个敏感问题，人们对此方面的立法已经期待已久。1.3l category vehiclesl vehicles con

9、sist of l1e mopeds, l2e three-wheel mopeds, l3e motorcycles, l4e motorcycles with sidecar, l5e tricycles, l6e light quadricycles, l7e heavy quadricycles.l类车辆包括l1e助力车、l2e三轮助力车、l3e摩托车、l4e带跨斗摩托车、l6e轻型四轮车，l7e重型四轮车。 play also a social role in providing access to mobility, helping to reduce congestion in

10、cities and offering alternatives in rural areas where public transport are scarce.l类车辆1在方便人们出行，解决城市交通拥堵，在缺乏公共交通工具的农村地区提供替代性交通工具方面，还起着重要的作用。1.4therefore, the eesc recommends that attention should be given to limiting the overall increase in consumer costs coming from the proposed changes, in particul

11、ar for smaller mobility-oriented products, to further avoid negatively impacting the market. consequently, the eesc recommends that the regulation should foresee adequate lead time to implement the proposed measures, associated with higher flexibility in the technical solutions to be applied on smal

12、ler vehicles, in order to keep them affordable for the consumer.因此，eesc建议应注意限制因提议的修改而导致消费成本的全面攀升（特别是小型车辆），以进一步避免对市场造成负面影响。因此，eesc建议此法规应考虑足够的时间提前量，以实施与提高小型车辆技术方案灵活性相关的措施，进而确保消费者买得起它们。2.introduction前言2.1the eesc welcomes the european commission proposal, which intends to address several issues related

13、 to type approval and market surveillance in the motorcycle sector. this long awaited proposal provides the motorcycle sector with the necessary visibility on upcoming requirements for the manufacturing of two-, three wheel vehicles and quadricycles (l category vehicles).eesc赞同欧洲委员会的这个提案，此提案旨在解决摩托车行

14、业与型式认证和市场监管相关的几个问题。这个期待已久的提案使摩托车行业知道对两轮、三轮和四轮车辆（l类车辆）制造的新要求。2.2currently applying environmental standards for l category vehicles dating back to 2006directive 2002/51/ec introduced euro2 (since 2003) and euro3 (since 2006).指令2002/51/ec采纳了欧2标准（从2003年开始）和欧3标准（从2006年开始）。 , the european commission propo

15、ses to continue progress with the progressive introduction of new euro steps over the present decade. the proposal also includes provisions in the area of vehicle safety, given that improved road safety of motorcyclists is amongst the strategic objectives of the european union for the period 2011-20

16、20road safety policy orientations, european commission, 2010. “道路安全政策取向”，欧洲委员会，2010年。 .当前适用于l类车辆的环境标准是从20062年开始实施的，欧洲委员会建议当前10年内继续引入新的欧洲措施 。此提案还包括车辆安全方面的规定，指出提高摩托车驾驶员的行车安全是欧盟2011到2020年期间3的一项战略性目标。2.3as already mentioned in previous eesc opinionoj c 354, 28.12.2010, p. 30.oj c 354, 28.12.2010, 第30页 ,

17、 the powered two-wheeler industry (ptw) plays an important role in the eu in terms of the economy and jobs. 90% of the european production is carried out by a hundred or so medium-large and medium-small manufacturers operating in various eu countries (mainly italy, united kingdom, germany, france, s

18、pain and austria, as well as czech republic, the netherlands, portugal, slovenia and sweden) as well as norway and switzerland. the remaining 10% of european production is shared by a number of small and very small manufacturers. the average turnover of eur 8 million reflects the substantial number

19、of smes. in 2007, the manufacturing sector was employing 25 000 people, while the employment in the whole motorcycle sector (including component manufacturing, distribution and maintenance) was estimated at around 150 000.正如eesc前面的意见中所述4，在经济和就业方面，机动两轮车工业（ptw）在欧盟扮演一个重要角色。90%的欧洲车是由欧盟各国（主要包括意大利、英国、德国、法

20、国、西班牙、奥地利、捷克、荷兰、葡萄牙、斯洛伐克和瑞典）、挪威和瑞士大约100家大中型或中小型制造商生产的。其余10%的产品是由大量小型或微型制造商生产的。平均800万欧元的年营业额说明了存在大量的sme。2007年，制造业雇用了25000人，而整个摩托车行业（包括部件制造、销售和维护）的就业人数估计在150000人左右。 2.4manufacturers situations vary widely: some global operators are active across all segments (motorcycles for various uses with various

21、cylinder capacities, scooters with various cylinder capacities, mopeds, three- and four-wheeled motorcycles) or in very specialised segments, while others operate country-wide or even local businesses which at times verge on craft trades in terms of size and production processes.制造商的情况差异很大：一些全球性经营的制

22、造商在所有细分行业（各种气缸容量的各种用途的摩托车、各种气缸容量的小型摩托车、助力车、三轮和四轮摩托车）或在极为专业的细分行业非常活跃，而其它制造商只在国内甚至当地经营业务，这些业务在规模和生产工艺方面有时接近于手工业。2.5the sector was struck by the crisis in the last quarter of 2008, and the adverse effects of the fall in demand have been felt throughout the sector, with severe structural and employment

23、consequences (31% fall in demand resulting in a 35% reduction in turnover and orders, with adverse effects on employment). over the period last quarter 2008 to last quarter 2010, the eu market fell by 33%. this fall in demand also resulted in a fall in turnover and orders and produced adverse effect

24、s on employment, within the manufacturing sector (mostly through less seasonal work, reduced working hours and redundancy payment) as well as for the upstream suppliers and downstream sale, maintenance and repair (estimated -25% workforce, 2010 over 2007oj c 354, 28.12.2010, p. 30.oj c 354, 28.12.20

25、10, 第30页).2008年最后一季度，摩托车行业被金融危机所重创，全行业都感受到了需求下滑的负面影响，对结构和就业造成了严重的影响（需求下滑30%，营业收入和订单减少35%，就业形势严峻）。2008年最后一季度到2010年最后一季度，欧盟市场下滑了33%。需求的这种下滑还导致营收和订单减小，在制造业内对就业形势造成了负面的影响（主要原因是季节性工作减少，工作时间和解雇金 减少），同时对上游供应商、下游销售、维护和维修也产生了负面的影响（预计2007年到2010年劳动力减少25%5）。this is the background against which ec proposal com(2

26、010) 542 was adopted, and which the eesc wishes to take into account in formulating its opinion.这就是通过ec提案com（2010）542的背景，也是eesc提出意见时希望考虑的背景。3.european commission proposal 欧洲委员会的提案3.1on october 4th, the european commission adopted the proposal for a regulation on approval and market surveillance of t

27、wo-or-three wheel vehicles and quadricycles. this proposal uses the split-level approach, with the framework regulation on which the eesc is currently providing comments going through codecision procedure, to be followed by four comitology regulations (delegated acts), within 2012:10月4号，欧洲委员会通过了“两轮，

28、三轮和四轮车辆认证和市场监管”法规的提案。此提案采用了“分级法”，目前正在向eesc征求意见的这个框架性法规通过了共同决策程序，之后将在2012年内制定四个comitology法规（授权法案）：1.environmental and propulsion performance requirements;对环境和推进性能的要求；2.vehicle functional safety requirements and related subjects;车辆功能安全要求和相关事项；3.vehicle construction requirements;车辆构造要求；4.implementing a

29、ct on administrative provisions.管理规定的实施法案。the ec intention is to apply the whole package from 1 january 2013.欧洲委员会的打算是从2013年1月1号开始全面推行整套法规。3.2the eesc welcomes this legislative approach, aiming at progressively improving environmental performance and increasing vehicle safety features, as well as ac

30、hieving simplification in type approval legislation for l category vehicles, for which new sub-categories are introduced. such simplification will result in the repeal of 13 directives and in the application of uneceunited nations economic commission for europe.联合国欧洲经济委员会。 regulations, whenever poss

31、ible. furthermore, the eesc supports the renewed emphasis put on market surveillance, necessary to ensure a level-playing field as well as to protect the consumer from non compliant products, mostly coming from south-east asia.eesc赞同这一立法路线，这一立法路线旨在改善环境，提高车辆的安全性，简化l类车辆的型式认证法律，把l类车辆进一步细分。简化后，将废除13个指令，

32、推行unece6法规。eesc赞同把更新重点放在市场监管，以确保有一个公平的竞争环境，保护消费者利益，免受不合格产品（不合格产品大部分来自东南亚）的侵害。4.general comments 总体意见4.1the eesc evaluates positively the ec proposal as a whole, in particular its progressive nature in terms of application dates, however some aspects still need to be addressed with the european parli

33、ament and council in order to achieve well-balanced legislation with cost-beneficial measures, especially in light of the sectors specificities and the current economic and financial crisis.eesc从总体上积极评价此ec提案，特别是在逐步推行这一点上，然而，有些问题仍然需要与欧洲议会和理事会一起解决，以确保平衡立法，尤其是考虑到行业的特点和当前的经济和金融危机。4.2in the eesc opinion,

34、 the first item requiring attention is the calendar for the introduction of the new vehicle features, which must provide manufacturers with sufficient lead time to implement the different provisions, once the full content of the regulation as well as the delegated acts have been approved. given that

35、 the delegated acts are expected to be finalised at the earliest at the end of 2012, the eesc believes that the application date for the whole package should start on 1 january 2014, in order to provide the necessary lead time to manufacturers and component suppliers. this lead time is necessary for

36、 manufacturers to have sufficient visibility on new requirements, and together with component suppliers develop the appropriate solutions to meet the proposed provisions.在eesc看来，需要注意的第一项是车辆新特性的引入日程，此日程必须确保，一旦已批准本法规的全部内容和授权法案，制造商有足够的准备时间来实施不同的规定。假如最早于2012年底授权法案最终定稿，eesc认为应于2014年1月1号开始推行整套法规，以便制造商和配套厂

37、家有足够的适应时间。制造商必须要有这一适应时间才能充分认识新要求，配套厂家才能制定适当的解决方案来满足法规中的规定。4.3the new requirements must then be implemented on production, at a reasonable cost to the consumer. this is particularly important in the current economic context. additional percentage increase of consumer cost, coming from the application

38、 of the different environmental and safety provisions proposed in the regulation, are estimatedsource acem. see 资料来源：acem，参见ttp:/circa.europa.eu/public/irc/enterprise/automotive/library?l=/mcwg_motorcycle/meeting_june_2009&vm=detailed&sb=title to range between +5% and +10% for the high end of the ma

39、rket (motorcycles above 750cc) and up to +30% for the low end of the market (motorcycles under 300cc). this +30% increase appears disproportionate and risks limiting consumer purchasing attitude, leading to a more ageing fleet, with adverse effects on environment and safety, as well as industry, emp

40、loyment and society. in terms of volumes, small and medium displacement motorcycles account for more than 80% of eu registrations. it should be noted that vehicles under 300cc represent two thirds of eu registrations, most of them being urban commuters providing social and professional mobility.然后，必

41、须以消费者能承受的合理成本，贯彻新的生产要求。在当前的经济形势下，这一点尤其重要。因为推行本法规提出的不同的环境和安全规定，对于高端市场（700cc以上的摩托车），消费者成本预计7将上升5%到10%之间，对于低端市场（300cc以下的摩托车），消费者成本预计将上升不超过30%。消费者成本增加30%，显得不成比例，有限制消费者购买意愿的风险，使现有的摩托车更趋老化，因此将对环境、安全、行业、就业和社会造成负面影响。在体积方面，中小排量的摩托车占欧盟摩托车注册数量的80%以上。应注意的是，300 cc以下的车辆占欧盟注册数量的三分之二，其中大部分作为 城市通勤车使用，方便了人们的工作和生活。4.4

42、on the environmental side, the ec proposed timeline for the introduction of the new euro environmental steps is welcome, however the eesc notes that hybrid technology appears to have been to some extent penalised, with its alignment to diesel limit values, whilst presently used fuel on these vehicle

43、s is gasoline.在环境方面，eesc赞同欧盟提出的欧盟新环境标准的推行时间表，但是，eesc注意到，混合动力技术似乎在一定程度上有不利的地方，它的目标是柴油限值，而目前这些车辆上使用的燃油是汽油。4.5on the safety side, the eesc welcomes the legislative approach to advanced braking systems on motorcycles, but it reiteratescese 1187/2010,strategic guidelines for road safety up to 2020, septe

44、mber 2010. cese 1187/2010，“2020年前的道路安全战略指南”，2010年9月颁布。 the need to properly evaluate the cost-effectiveness of the different systems, depending on the different products and their usage patterns. the eesc supports a technology-neutral approach in the area of advanced braking systems, in order to pro

45、vide manufacturers with the necessary flexibility and stimulate innovation, in the interest of the consumer.在安全方面，eesc赞同通过立法强制采用先进的制动系统，但是eesc在此重申8需要根据不同的产品和使用模式评价不同制动系统的性价比。在高级制动系统领域，eesc支持技术中立做法，以使制造商有必需的灵活性，在保护消费者利益方面鼓励创新。4.6whilst the eesc supports the proposed application dates of the different

46、 provisions for new type approvals, additional time appears necessary for vehicles registered according to an existing type approval, due to the extra complications and costs burden linked to their adaptation.虽然eesc赞同提出的不同型式认证规定的推行日期，由于更复杂和适应成本，对于按照现有型式认证规定注册的车辆似乎需要更多的时间。4.7the eesc also supports th

47、e higher focus given to anti-tampering measures on vehicles legally limited in their dynamic performance and market surveillance provisions, to prevent vehicles non-compliant with type-approval provisions from entering the eu market. in these areas, member states will also have a key role to play, t

48、hrough regular controls performed on the fleet and at the point of distribution.eesc还赞同更加重视动力性能有法律限制的车辆的防篡改措施以及市场监管规定，以防不符合型式认证规定的车辆进入欧盟市场。在这些方面，成员国将担负主要角色，它们应对使用中的摩托车和销售点进行经常性的监管。5.specific comments 特定的意见5.1within article 2 (2) (g), vehicles primarily intended for off-road use and designed to trave

49、l on unpaved surfaces have been excluded from the scope of the ec proposal. this poses a problem for existing trial and enduro vehicles production, which until now were covered by type approval legislation, and also creates an uncertainty due to the subjective interpretation of the exclusion for oth

50、er borderline vehicles. the eesc supports maintaining trial and enduro vehiclesas defined in directive 2002/51/ec, article 2 paragraph 4.如指令 2002/51/ec第2条第4段中的规定 within the scope of type approval legislation, also to avoid negative impacts on the environment, and using clear requirements in order to

51、 insert the exemptions from advanced braking systems necessary due to their specific conditions of use.2（2）（g）条内，“主要作越野用和按照在未铺路面上行驶设计的车辆”已被排除出ec提案。对于现在的试验车和赛车生产（截至目前，这些车的生产是受型式认证法律的管辖），这就产生了一个问题，由于要主观判断哪些类似车辆可排除在法规的范围外，还将导致混乱。eesc赞同在型式认证立法范围内保留试验车和赛车（以避免对环境产生负面影响），eesc赞同采用明确的要求，以规定哪些车辆因其特定的使用条件 无需采用

52、高级制动系统。5.2the eesc also welcomes the deletion of the optional 74 kw power limit, currently only used in one eu member state, which supports the objectives of the eu internal market completion.eesc还赞同取消选择性的74 kw的功率限值（目前仅有一个欧盟成员国采用这一限值），这是是为了支持完善欧盟内部市场的目标。5.3the eesc questions the proportionality of t

53、he provision requiring the use of on board diagnostics on l1 and l2 mopeds, given that the technical implications associated to the measure have a disproportionate cost in relation to the low purchasing cost of these vehicles (around eur 1000). the eesc wishes to underline the social role mopeds pla

54、y in providing access to mobility, education and job opportunities, to young people and to fringes of the population for which these vehicles represent the only affordable form of private mobility, in cities and in particular in rural areas where public transport alternatives are scarce.已知在l1和l2助力车上采用车载诊断技术所需成本与这些车的低购置成本（大约10