I propose to say some introductory words about the directive, its contents and, at a general level, its implications for Ireland. We will then answer any questions from members to the best of our ability.
The current position regarding road tunnels in Ireland is that we have one existing TEN road tunnel between 500 metres and 1,000 metres long which comes within the terms of the directive, namely, the Jack Lynch tunnel in Cork. That runs contrary to some of the documentation emanating from the EU in which it was indicated that we had no existing tunnel that came within the terms of the directive. In addition, the Dublin Port tunnel is under construction and due for completion in early 2005; the directive will also apply here.
The draft directive seeks to improve safety in European road tunnels. It was tabled by the European Commission on 30 December 2002. It defines minimum safety requirements that have to be met by member states. These apply to a series of items to do with operating a tunnel, including technical equipment; traffic rules; training staff to cope with accidents; providing assistance; user information about how to react in case of fire; and means of communication for making it easier to evacuate users in the event of fire. The draft directive applies to all trans-European road network tunnels more than 500 metres long, whether they are operational, under construction or being designed. The member states are to be allowed ten years to bring all existing tunnels into line with the new requirements.
The four key components dealt with in the draft directive are infrastructure, operation, vehicles and users. Broadly speaking, the proposal defines minimum safety requirements for items such as escape routes, ventilation, emergency exits or the type of signs to be used to show escape routes and tunnel safety equipment. The type of equipment required will depend on the type of tunnel - a five-level classification system is proposed. The category is determined by the volume of traffic and the length of the tunnel.
The draft directive proposes that member states designate an administrative authority to take general responsibility for all aspects of safety and, in particular, compliance with the directive. There also will be a technical advisory body to make assessments and inspections. A safety officer must be appointed to oversee all the required prevention and protection measures. As for vehicles and goods, the draft directive proposes that all heavy goods vehicles using a tunnel should be fitted with extinguishers and information campaigns about user behaviour should be organised on a routine basis by member states.
With regard to tunnels already in operation, member states will have to provide the Commission with a report within three years of the directive's coming into force on how they plan to meet the new requirements. Tunnels will have to be renovated according to a schedule not exceeding ten years. At least 10% of the tunnels being operated in each member state will have to comply with the provisions of the directive within three years of its coming into force, 50% within six years and the remainder within ten years. This means there is a ten-year window to comply with the directive.
What is Ireland's position on the draft directive? The initiative to harmonise minimum safety standards for tunnels is welcome. This will provide a clearer reference threshold in terms of designing and operating tunnels. Both Ireland's existing tunnel and the tunnel under construction are recently built or designed. In supervising the design and construction of these tunnels, the National Roads Authority, which has operational responsibility in this area, has been fully aware of the need to ensure the highest standard of safety provisions in its tunnels and has taken account of the most up-to-date standards and guidance in each of its tunnel projects.
The National Roads Authority is conducting a detailed review of the provisions of the draft directive to assess its implications in relation to the port tunnel and the Jack Lynch tunnel. That full assessment is not yet complete. However, it is important to note at this stage that, based on the provisions of the proposed directive, we consider that the stated requirements in a number of areas appear to exceed those of many international standards and guidance, without any apparent additional discernible safety benefits. Some other member states have similar concerns, which are being discussed in the context of the draft directive being considered in Brussels.
There is currently no single standard governing the design of tunnels. The nature of tunnel design, construction and operation, by definition, involves the integration of a range of areas of technical expertise, some of which are quite daunting. They include geometric design; traffic design; structural design; geotechnical design; drainage design; tunnel ventilation and air quality; tunnel lighting; fire and smoke detection and alarm systems; traffic communications and information systems; tunnel safety; mechanical plant; and electrical power supply and distribution. Typically, the standards used by the NRA in the design of Irish tunnels have been British, supplemented in some cases by international guidelines such as those of PIARC, the World Roads Association.
In estimating the cost to Ireland of implementation of the proposed directive, four broad categories must be considered. One is enhanced administrative structures, in which some cost will arise but probably not a significant amount. Second, structural changes to the tunnels, if required, will be very expensive. Third, changes to services, ventilation and electrical lighting may incur some costs, but it is difficult to evaluate this at this stage. Finally, traffic delay costs could be considerable if structural alterations were required to tunnels.
Legislative implications will fall into the following categories: amending secondary legislation in the area of vehicle standards; amending secondary legislation in the area of road signage; and new secondary legislation to expand the statutory functions of the NRA. The heart of the draft directive is in annexe 1 which sets out all the technical requirements for tunnels. A number of EU member states, namely, Austria, France, Germany and Italy have proposed an alternative annexe 1. As a result, the provisions of the directive and the annexes are likely to change as the draft directive progresses through its various stages, and the end product may be considerably different from the draft directive as tabled. That is all I want to say by way of introduction. We will try to address any questions members may have.
