106 Amendments of Georg JARZEMBOWSKI
Amendment 2 #
2008/2063(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Regards it as crucial to establish the closest possible collaboration between the President of the European Council, the President ofTakes the view that the Commission, the High Representative/Vice–-President of the Commission and the rotating Presidency in order that their different functions may is responsible for the development, organisation, coordination and implementation of foreign relations, especially the CFSP and CSDP, and is accountributable to the coherence and efficiency of the CFSPEuropean Parliament;
Amendment 12 #
2008/2063(INI)
Draft opinion
Paragraph 3
Paragraph 3
Amendment 16 #
2008/2063(INI)
Draft opinion
Paragraph 4
Paragraph 4
Amendment 21 #
2008/2063(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Insists that the rights of the European Parliament bare fully consultedmet on the nomination of the first High Representative/Vice- President of the Commission, as well as any other interim appointment;
Amendment 33 #
2008/2063(INI)
Draft opinion
Paragraph 12
Paragraph 12
Amendment 39 #
2008/2063(INI)
Draft opinion
Paragraph 13
Paragraph 13
Amendment 51 #
2008/2063(INI)
Draft opinion
Paragraph 18
Paragraph 18
18. Underlines the need for transparency and democratic scrutiny of the whole process and recalls its right to be consulted on the establishment of the EEAS in accordance with Article 13a(3) of the EU Treaty and to be fully associated with the preparatory work; is of the opinion that the EEAS should administratively be attached to the Commission and refers to its ongoing report on this matter;
Amendment 59 #
2008/2063(INI)
Draft opinion
Paragraph 21
Paragraph 21
21. Recommends that any future agreement combining non–CFSP and CFSP elements be founded on a single legal basis, which should be directly related to the mainnon-CFSP subject of the agreement;
Amendment 4 #
2008/2025(BUD)
Draft opinion
Suggestion 4
Suggestion 4
4. Insists that the resources in the Preliminary Draft Budget available to the European Maritime Safety Agency, the European Aviation Safety Agency, the European Railway Agency and the Galileo Supervisory Authority are aligned to their existing and proposalready by legislative act extended statutory duties and responsibilities and that these resources are not unnecessarily restricted with the effect of delaying any agreed transfer of competences to those agencies; notes the economies of scale and elimination of duplication, with consequent overall savings for the public purse including those of the Member States, which the transfer of such competences entails; nevertheless, insists that any delegation of work on technical standards from agencies to stakeholders in their respective domains must not lead to the creation or maintenance of an oligopolistic or monopolistic advantage for any commercial stakeholder;
Amendment 3 #
2008/2009(INI)
Motion for a resolution
Recital C
Recital C
C. whereas climate change is the greatest challenge of all policies in the 21st century; having regard to the threat posed to coastal regions by the climate-induced rise in sea levels, which scientists have estimated at between 18 and 38 cm, at best, and at 59 cm, in the worst-case scenariomay be on a massive scale, with drastic consequences for residents,
Amendment 14 #
2008/2009(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Supports the proposal to establish an annual 'European Maritime Day'; considers that such an action day should be used to establish the significance of maritime policy outside maritime circles, usingwith the participation of ordinary citizens, schools, universities and non-governmental organisations;
Amendment 23 #
2008/2009(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Supports the target set by the European Council of March 2007 of halving greenhouse gas emissions by 2050, and reaffirms its call for maritime policy to make a substantial contribution to reducing greenhouse gas emissions; this should include incorporating shipping into emissions trading an appropriate manner into emissions trading, taking due account of the measures called for in paragraph 9, and enhancing research efforts with regard to exploiting the seas as a source of renewable energy; considers that if Europe leads the way in combating climate change this can strengthen and develop Europe's leading role in environmental technology and research;
Amendment 33 #
2008/2009(INI)
Motion for a resolution
Paragraph 9 – indent 4
Paragraph 9 – indent 4
Amendment 35 #
2008/2009(INI)
Motion for a resolution
Paragraph 9 – indent 5 a (new)
Paragraph 9 – indent 5 a (new)
• the gradual introduction of a requirement for ships at anchor to use land-based electricity
Amendment 54 #
2008/2009(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Declares itself in favour of maritime policy being given appropriate consideration in the EU budgetary architecture of EU policies and instruments after 2013 and instruments after 2013 and calls for this to be reflected in summaries in the regular reports on the European Maritime Policy;
Amendment 65 #
2008/2008(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
Amendment 12 #
2008/2007(INI)
Motion for a resolution
Paragraph 2a (new)
Paragraph 2a (new)
2a. Welcomes the Commission’s focus on soft law measures such as publishing guidelines and removing administrative obstacles, rather than introducing new legislation;
Amendment 18 #
2008/2007(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Welcomes the Commission’s intention to publish guidelines on the application of Community environment legislation to port development; urges the Commission to publish these guidelines before the end of 2008;
Amendment 21 #
2008/2007(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Notes in particular that the Commission is concerned at the imbalance in maritime trade movements in Europe, but also pPoints to the diversity of the ports sector and the increase in small and medium- sized ports in Europe; considers also that the Commission should take account of the major changes expected in international maritime traffic as a result of technological and economic progress, the widening of the Panama Canal and the increase in the size and capacity of vessels, which will undoubtedly have a substantial impact on the sector;
Amendment 27 #
2008/2007(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Considers that maritime and river transport cannot be considered in isolation from land and air transport and that links to a port’s hinterland are of great importance to its commercial success; with this in view, also believes that planning is needed at Community level to ensure better exploitation of transport capacities Community planning regarding flows and hinterland connections from ports is undesirable considering the area of cabotage and river transport, and also as regards connections with land and air transportproper functioning of market mechanisms and the competitive environment in which most ports operate today;
Amendment 44 #
2008/2007(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Calls on the Commission to consider introducing incentivessector to encourage shipping companies to reduce the number of empty containers transported and to make full use of this capacity;
Amendment 53 #
2008/2007(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. WelcomUrges the early publication ofCommission to publish guidelines for state aid to ports in 2008;
Amendment 56 #
2008/2007(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Approves the extension of the transparency requirements laid down by the Commission Directive 2006/111 of 16 November 2006 on the transparency of the financial relations between the Member States and public undertakings as well as on financial transparency within certain undertakings1, but calls on the Commission to consider a reduced minimum threshold for annual revenue rather than an absolute obligation;
Amendment 62 #
2008/2007(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Calls on the Commission to undertake a study of the funds provided by public authorities to European commercial ports so as to identify possible distortions of competition, but considers th and to clarify in the state aid given to port authorities to develop their port infrastructures, curb congestion and reduce road freightuidelines which types of aid given to port authorities should not be seen as state aid;.
Amendment 79 #
2008/2007(INI)
Motion for a resolution
Paragraph 29a (new)
Paragraph 29a (new)
29a. Urges the Commission, in line with the Parliament resolution of 8 May 2008 on the Transatlantic Economic Council to continue its efforts to ensure that the US regulation to scan 100% of US-bound cargo is changed to ensure cooperation based on the mutual recognition of ‘authorised economic operators’ and of security standards agreed by the World Customs Organisation (C-TPAT, SAFE) framework; calls on the Commission to evaluate the potential costs of the measure regarding the 100% scanning of US- bound maritime cargo containers to business and to the EU economy, as well as its potential impact on customs operations;
Amendment 53 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 3 – point j
Article 3 – point j
(j) 'transport contract' means a contract of carriage between a carrier or its authorised ticket vendor and a passenger for the provision of one or more transport services;
Amendment 63 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 4 – paragraph 2
Article 4 – paragraph 2
Amendment 80 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 9 – paragraph 1
Article 9 – paragraph 1
1. On departure from, transit through or arrival at a port, the Carrier, the port shall be responsible for ensuring the provision of the assistance specified in Annex II to disabled persons and persons with reduced mobility free of charge in such a way that person is able to board the departing service, or to disembark from the arriving service for which he purchased a ticket, without prejudice to the access rules referred to in Article 8(1).
Amendment 82 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 9 – paragraph 2 – subparagraph 1
Article 9 – paragraph 2 – subparagraph 1
2. A carrierport may provide assistance itself or may contract with one or more other parties for the supply of the assistance. The carrier may enter into such a contract or contracts on its own initiative or on request, including from a port authority, and taking into account the existing services at the port concerned.
Amendment 83 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 9 – paragraph 2 – subparagraph 2
Article 9 – paragraph 2 – subparagraph 2
Where a carrierport contracts with one or more other parties for the supply of the assistances, the carrierport shall remain responsible for provision of the assistance and for ensuring compliance with the quality standards referred to in Article 14(1).
Amendment 84 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 9 – paragraph 3
Article 9 – paragraph 3
3. CarrierPorts may, on a non-discriminatory basis, levy a specific charge on all passengers for the purpose of funding assistance at ports. The specific charge shall be reasonable, cost-related, and transparent.
Amendment 85 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 9 – paragraph 4
Article 9 – paragraph 4
Amendment 86 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 9 – paragraph 5
Article 9 – paragraph 5
Amendment 97 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 13
Article 13
1. Where provision of the assistance has been subcontracted, and the carrier, the ticket vendor or the tour operator receives a notification of the need for assistance at least 48 hours before the published departure time for the journey, it shall transmit the relevant information so that the sub-contractor receives it at least 36 hours before the published departure time for the journey. 2. Where provision of the assistance has been subcontracted, and the carrier or a the ticket vendor or the tour operator does not receive a notification of the need for assistance at least 48 hours before the published departure time for the journey, the carrier or ticket vendor or tour operator shall transmit the information to the sub- contractor as soon as possible.
Amendment 102 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 15
Article 15
Amendment 104 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 16 – paragraph 1
Article 16 – paragraph 1
Amendment 106 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 16 – paragraph 2
Article 16 – paragraph 2
Amendment 113 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 18 – paragraph 3
Article 18 – paragraph 3
Amendment 126 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 20 – paragraph 1 – point c
Article 20 – paragraph 1 – point c
Amendment 128 #
2008/0246(COD)
Proposal for a regulation – amending act
Article 20 – paragraph 4
Article 20 – paragraph 4
4. This Article and Articles 18 and 19 shall not apply where the delay or cancellation is caused by exceptional circumstances hindering the performance of the transport service, which could not have been avoided even if all reasonable measures had been taken. due to one of the following causes: (a) circumstances outside the shipping business which the carrier could not prevent and whose consequences he could not avert even if all reasonable measures had been taken in the light of the situation, (b) the fault of the passenger or (c) the actions of a third party which the carrier could not prevent and whose consequences he could not avert even if all reasonable measures had been taken in the light of the situation. These circumstances also include circumstances caused by force majeure such as extreme tidal conditions, strong winds, significant wave heights being exceeded and ice formation.
Amendment 45 #
2008/0237(COD)
Proposal for a regulation – amending act
Article 2 – paragraph 2
Article 2 – paragraph 2
2. Member States may exemptThis Regulation shall not apply to urban, suburban and regional transport covered by public service contracts, if such contracts ensure a comparable level of passenger rights to that required in this Regulation.
Amendment 65 #
2008/0237(COD)
Proposal for a regulation – amending act
Article 8 – paragraph 1
Article 8 – paragraph 1
1. In the event of the death of, personal injury to, or any other physical or mental harm to, or injury to passengers, caused by an accident arising out of the operation of bus and coach transport services, the bus and/or coach undertaking shall without delay, and in any event not later thain fifteen days after establishment of the identity of the natural person entitled to compensation, make such advance payments as may be required to meet immediate economic needs on a basis proportional to the damage suffered.
Amendment 121 #
2008/0237(COD)
Proposal for a regulation – amending act
Article 20 – paragraph 1 a (new)
Article 20 – paragraph 1 a (new)
1a. A bus and/or coach undertaking shall be exonerated from this liability if the cancellation or delay can be attributed to one of the following causes: (a) circumstances not connected with the operation of bus and coach transport services and which the bus and/or coach undertaking could not have avoided, in spite of having taken the care required in the particular circumstances of the case, and the consequences of which it was unable to prevent; (b) passenger negligence, or (c) the actions of a third party which the bus and/or coach undertaking could not have avoided, in spite of having taken the care required in the particular circumstances of the case, and the consequences of which it was unable to prevent.
Amendment 125 #
2008/0237(COD)
Proposal for a regulation – amending act
Article 22
Article 22
Amendment 59 #
2008/0147(COD)
Proposal for a directive – amending act
Recital 5
Recital 5
(5) In order to move towards a sustainable transport policy, transport prices should better reflect the costs related to traffic- based air pollution, traffic-based noise pollution, climate change and congestion caused by the actual use of vehicles, trains, planes or ships as a means of optimising the use of infrastructure, reducing local pollution, managing congestion and fighting against climate change at least cost for the economy. This calls for a stepwiseimultaneous approach in all transport modes, taking into account their particular characteristics and guaranteeing a level playing field.
Amendment 60 #
2008/0147(COD)
Proposal for a directive – amending act
Recital 5 a (new)
Recital 5 a (new)
(5a) In the road transport sector, several taxes and charges already apply, including some taxes and charges to partially compensate external costs such as CO2, as is for example the case with excise taxes on fuel.
Amendment 63 #
2008/0147(COD)
Proposal for a directive – amending act
Recital 6
Recital 6
(6) In the road transport sector, tolls as distance based charges for the use of infrastructure constitute a fair and efficient economic instrument to achieve this objective since they have a direct relation with the use of infrastructure and can vary according to the distance travelled, the environmental performance of vehicles and the place and time of use of vehicles and therefore can be set at a level which reflects the cost of pollution and congestion caused by the actual use of vehicles. Moreover, tolls do not create any distortion of competition within the internal market since they are payable by all operators irrespective of their Member State of origin or establishment and in proportion to the intensity of use of the road network.
Amendment 67 #
2008/0147(COD)
Proposal for a directive – amending act
Recital 7
Recital 7
(7) The impact analysis shows that applying tolls calculated on the basis of the cost of pollution, and, on congested roads, on the basis of the cost of congestion, would have a positive effect on the transport system and contribute to the Community strategy to fight climate change. It would reduce congestion and local pollution by encouraging the use of cleaner vehicle technologies, optimising logistic behaviour and reducing empty returns. It would indirectly play an important role in reducing fuel consumption and contributing to the fight against climate change. Tolls which integrate a cost element related to congestion for using congested roads into their calculation will be morcan only be effective in reducing congestion if Member States include other road users outside the scope of this Directive in a scheme of a similar nature.
Amendment 77 #
2008/0147(COD)
Proposal for a directive – amending act
Recital 9
Recital 9
(9) The model devised by the Commission for calculating the costs of traffic-based air and noise pollution and congestion external costs provides reliable methods and a range of unit values which can already serve as a basis for the calculation of road user charges.
Amendment 89 #
2008/0147(COD)
Proposal for a directive – amending act
Recital 14
Recital 14
(14) Tolls based on distance travelled should be allowed to include an external cost element based on the cost of traffic- based air and noise pollution. Furthermore, on roads that are usually congested and during peak periods congestion costs which are mostly borne at local level should also be allowed to be recovered through the external cost charge. The external cost element included in tolls should be allowed to be added to the cost of infrastructure, provided that certain conditions are respected in the calculation of costs so as to avoid undue charging.
Amendment 96 #
2008/0147(COD)
Proposal for a directive – amending act
Recital 15
Recital 15
(15) To better reflect the cost of traffic- based air and noise pollution, and congestion, the external cost charge should vary according to the type of roads, type of vehicles and time periods such as daily, weekly or seasonal peak and off peak periods andy or night period.
Amendment 103 #
2008/0147(COD)
Proposal for a directive – amending act
Recital 16
Recital 16
(16) The smooth functioning of the internal market requires a Community framework in order to ensure that road charges set on the basis of the local cost of traffic-based air and noise pollution and congestion are transparent, proportionate and non-discriminatory. This requires common charging principles, calculation methods and unit values as the maximum amount of external costs to be charged based on acknowledged scientific methods together withand mechanisms for notifying and reporting tolling schemes to the Commission.
Amendment 109 #
2008/0147(COD)
Proposal for a directive – amending act
Recital 16 a (new)
Recital 16 a (new)
(16a) Considering the existing uncertainties regarding the effects of the internalisation of external costs and to prevent adverse effects on the functioning of the internal market, the amounts to be charged for external costs should be maximised.
Amendment 127 #
2008/0147(COD)
Proposal for a directive – amending act
Recital 22 a (new)
Recital 22 a (new)
(22a) The Commission should take all necessary measures to ensure the rapid introduction of a truly interoperable system, according to Directive 2004/52/EC, by the end of 2010.
Amendment 140 #
2008/0147(COD)
Proposal for a directive – amending act
Recital 24
Recital 24
(24) In accordance with the transport policy objectives of this Directive, the additional revenue generated from an external cost charge should be used for projects with a broad Community interest and designed to promote sustainable mobility at largeto reduce the external costs of the road transport system and to promote sustainable mobility, specifically in the road transport sector. Such projects should therefore relate to facilitating efficient pricing, reducing road transport pollution at source, mitigating its effects, improving CO2 and energy performance of vehicles, and improving existing road infrastructure or developing alternative infrastructure for transport users. It includes, for example, research and development on cleaner vehicles and the implementation of the transport part of the action plans under Council Directive 96/62/EC of 27 September 1996 on ambient air quality assessment and management and Directive 2002/49/EC of the European Parliament and of the Council of 25 June 2002 relating to the assessment and management of environmental noise, which may comprise measures to mitigate traffic-based noise and air pollution around large infrastructure and in agglomerations. Earmarking this revenue does not release Member States from the obligation laid down in Article 88(3) of the Treaty to notify the Commission of certain national measures, nor does it prejudge the outcome of any procedures initiated under Articles 87 and 88 of the Treaty.
Amendment 151 #
2008/0147(COD)
Proposal for a directive – amending act
Recital 27
Recital 27
(27) Article 55(2) of Council Regulation (EC) No 1083/2006 of 11 July 2006 laying down general provisions on the European Regional Development Fund, the European Social Fund and the Cohesion Fund and repealing Regulation (EC) No 1260/1999 provides that the revenue generated by charges borne directly by users must be considered in the determination of the funding-gap in the case of a revenue- generating project. However, since the revenue generated by an external cost charge is earmarked for projects aimed at reducing road transport pollution at the source, mitigating its effects, improving CO2 and energy performance of vehicles, and improving existing road infrastructure or developing alternative infrastructure for transport users, it should not be considered in the calculation of the funding-gap.
Amendment 172 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 1
Article 1 – point 1
Directive 1999/62/EC
Article 2 – point b b
Article 2 – point b b
(bb) ‘external cost charge’ means a charge levied through a toll for the purpose of recovering the costs incurred by a Member State related to traffic-based air pollution, and traffic-based noise pollution and congestion;
Amendment 186 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 1
Article 1 – point 1
Directive 1999/62/EC
Article 2 – point b e
Article 2 – point b e
Amendment 220 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 2
Article 1 – point 2
Directive 1999/62/EC
Article 7 – paragraph 5 - introductory part
Article 7 – paragraph 5 - introductory part
5. Until 31 December 20114, a Member State may choose to apply tolls and/or user charges only to vehicles having a maximum permissible laden weight of not less than 12 tonnes. From 1 January 20125, tolls and/or user charges shall be applied to all vehicles within the meaning of Article 2(d) unless a Member State considers that an extension to vehicles of less than 12 tonnes would:
Amendment 246 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 2
Article 1 – point 2
Directive 1999/62/EC
Article 7 b – paragraph 2
Article 7 b – paragraph 2
2. The external cost charge shall be related to the cost of traffic-based air pollution, the cost of traffic-based noise pollution, or both. On road sections subject to congestion the external cost charge may also include the cost of congestion during the periods when these road sections are usually congested.
Amendment 252 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 2
Article 1 – point 2
Directive 1999/62/EC
Article 7 b – paragraph 2 a (new)
Article 7 b – paragraph 2 a (new)
2a. When the charges for the external costs are set, Member States shall consider the contribution that already has been achieved in the internalization of costs through existing taxes and duties, and adapt if necessary.
Amendment 261 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 2
Article 1 – point 2
Directive 1999/62/EC
Article 7c – paragraph 1
Article 7c – paragraph 1
1. The external cost charge shall vary according to the type of road and EURO emission class, and also according to the time period in cases where the charge includes the cost of congestion or traffic- based noise pollution.
Amendment 340 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 2
Article 1 – point 2
Directive 1999/62/EC
Article 7i – paragraph 5
Article 7i – paragraph 5
Amendment 370 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 4
Article 1 – point 4
Directive 1999/62/EC
Article 9 – paragraph 2 – subparagraph 1
Article 9 – paragraph 2 – subparagraph 1
2. A Member State in which an external cost charge is levied shall ensure that the revenue generated by the charge is earmarked for measures especially in the road transport sector, aimed at facilitating efficient pricing, reducing road transport pollution at source, mitigating its effects, improving CO2 and energy performance of vehicles, and improving existing road infrastructure or developing alternative infrastructure for transport users.
Amendment 377 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 4
Article 1 – point 4
Directive 1999/62/EC
Article 9 – paragraph 2 – subparagraph 2
Article 9 – paragraph 2 – subparagraph 2
A Member State in which an infrastructure charge is levied shall determine the use to be made of revenue generated by that charge. To enable the transport network to be developed as a whole, revenue from charges shouldall be used to benefit the road transport sector and optimise the entireroad transport system.
Amendment 391 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 6
Article 1 – point 6
Directive 1999/62/EC
Article 11 – paragraph 1 – point a
Article 11 – paragraph 1 – point a
(a) the weighted average external cost charge and the specific amounts levied for each combination of class of vehicle, and type of road and period of time;
Amendment 403 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 6
Article 1 – point 6
Directive 1999/62/EC
Article 11 – paragraph 2 – introductory part
Article 11 – paragraph 2 – introductory part
2. No later than 31 December 2013, the Commission shall present a report to the European Parliament and the Council on the implementation and effects of this Directive, in particular as regards the effectiveness of the provisions on the recovery of the costs related to congestion and traffic- based pollution and on the inclusion of vehicles of more than 3.5 and less than 12 tonnes. The report shall also assess:
Amendment 408 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 6
Article 1 – point 6
Directive 1999/62/EC
Article 11 – paragraph 2 – point a
Article 11 – paragraph 2 – point a
Amendment 421 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 6
Article 1 – point 6
Directive 1999/62/EC
Article 11 – paragraph 2 – point d
Article 11 – paragraph 2 – point d
Amendment 429 #
2008/0147(COD)
Proposal for a directive – amending act
Annex
Annex
Directive 1999/62/EC
Annex IIIa – point 1 – subparagraph 2 – bullet point 1
Annex IIIa – point 1 – subparagraph 2 – bullet point 1
vehicles’ use of the roads where the external cost charge is applied generates environmental damage and congestion higher than that generated on average on other parts of the road infrastructure network that are not subject to an external cost charge, or
Amendment 437 #
2008/0147(COD)
Proposal for a directive – amending act
Annex
Annex
Directive 1999/62/EC
Annex IIIa – point 2 – subparagraph 2
Annex IIIa – point 2 – subparagraph 2
Where applicable, it shall also notify the Commission of the exact time periods corresponding to the night period and to the various daily, weekly or seasonal peak periods during which a higher external cost charge may be imposed to reflect greater congestion or greater noise annoyance.
Amendment 442 #
2008/0147(COD)
Proposal for a directive – amending act
Annex
Annex
Directive 1999/62/EC
Annex IIIa – point 2 – subparagraph 3
Annex IIIa – point 2 – subparagraph 3
The classification of roads and the definition of time periods shall be based on objective criteria related to the level of exposure of the roads and their vicinities to congestion and pollution such as population density, and the yearly number of pollution peaks measured in accordance with Directive 96/62/EC, the average daily and hourly traffic and the level of service (percentage of the day or the year when road usage is close to or above capacity, average delays and/or queues lengths). .The criteria used shall be included in the notification.
Amendment 449 #
2008/0147(COD)
Proposal for a directive – amending act
Annex
Annex
Directive 1999/62/EC
Annex IIIa – point 3 – subparagraph 1
Annex IIIa – point 3 – subparagraph 1
For each vehicle class, and type of road and time period, the independent authority shall determine a single specific amount. The resulting charging structure shall be transparent, openly published and available to all users on equal terms.
Amendment 453 #
2008/0147(COD)
Proposal for a directive – amending act
Annex
Annex
Directive 1999/62/EC
Annex IIIa – point 3 – subparagraph 4
Annex IIIa – point 3 – subparagraph 4
The independent authority shall monitor the effectiveness of the charging scheme in reducing environmental damage arising from road transport and in relieving congestion where it is applied. It shall regularly adjust the charging structure and the specific amount of the charge set for a given class of vehicle, and type of road and period of time to the changes in transport demand.
Amendment 488 #
2008/0147(COD)
Proposal for a directive – amending act
Annex
Annex
Directive 1999/62/EC
Annex IIIa – point 4 – point 4.1 – directly after table 1 (new)
Annex IIIa – point 4 – point 4.1 – directly after table 1 (new)
These values serve as the maximum amounts to be charged.
Amendment 502 #
2008/0147(COD)
Proposal for a directive – amending act
Annex
Annex
Directive 1999/62/EC
Annex IIIa – point 4 – point 4.2 – directly after table 2 (new)
Annex IIIa – point 4 – point 4.2 – directly after table 2 (new)
These values serve as the maximum amounts to be charged.
Amendment 506 #
2008/0147(COD)
Proposal for a directive – amending act
Annex
Annex
Directive 1999/62/EC
Annex IIIa – point 4 – point 4.3
Annex IIIa – point 4 – point 4.3
Point 4.3 is deleted
Amendment 17 #
2008/0128(COD)
Proposal for a regulation – amending act
Article 1 – point 3
Article 1 – point 3
Regulation (EC) No 216/2008
Article 4 – paragraph 3a
Article 4 – paragraph 3a
3a. Aerodromes open to public use, including equipment, located in the territory subject to the provisions of the Treaty and which can serve traffic conducted in accordance with the instrument flight rules or aircraft with a maximum take-off mass of 2730 kg or more shall comply with this Regulation. Personnel and organisations involved in the operation of these aerodromes shall comply with this Regulation.
Amendment 25 #
2008/0128(COD)
Proposal for a regulation – amending act
Article 1 – point 7
Article 1 – point 7
Regulation (EC) No 216/2008
Article 8a – paragraph 2 – point b – subpoint iii a (new)
Article 8a – paragraph 2 – point b – subpoint iii a (new)
(iiia) notified derogations from ICAO Annex 14 or airport infrastructure projects already approved on the date of entry into force of the Regulation, which shall remain unaffected and be recognised as open-ended.
Amendment 52 #
2008/0128(COD)
Proposal for a regulation – amending act
Article 1 – point 19 a (new)
Article 1 – point 19 a (new)
Regulation (EC) No 216/2008
Article 65 b (new)
Article 65 b (new)
Amendment 142 #
2008/0127(COD)
Proposal for a regulation – amending act
Article 2 – point 9 − point c
Article 2 – point 9 − point c
Regulation (EC) No 550/2004
Article 15 – paragraph 4
Article 15 – paragraph 4
4. The Commission may decide, in accordance with the procedure referred to in Article 5(3) of the framework Regulation, that charges shall be used to finance common projects designed to assist specific categories ofCommon projects should be designed to assist airspace users and/or air navigation service providers in order to improve collective air navigation infrastructures, the provision of air navigation services and the use of airspace, in particular those that may be required for the implementation of the ATM Master Plan. Such decisions shall identify the common project and specify in particular the timetable for implementation, the cost to be charged to airspace users and its allocation amongst Member States. The Commission shall propose financial resources with a view to financing these common projects, especially for speeding up the implementation of SESAR, within the multiannual financial framework. The Commission may also decide, in accordance with the procedure referred to in Article 5(3) of the framework Regulation, and with the principles of cost efficiency as laid down in Article 11 of the Framework Regulation and Article 14 of Regulation 550/2004, that the costs of common projects may be partly recovered through charges. Such decisions shall identify the common project and specify in particular the timetable for implementation, the cost to be charged to airspace users and its allocation amongst Member States, avoiding duplication in costs and charges. Before taking a decision, the Commission shall carry out an independent cost- benefit analysis and substantive consultation aiming, to the greatest extent possible, at reaching agreement with service providers and airspace users. The costs of common projects shall be subject to comprehensive and transparent accounting.
Amendment 143 #
2008/0127(COD)
Proposal for a regulation – amending act
Article 2 – point 9 − point c
Article 2 – point 9 − point c
Regulation (EC) No 550/2004
Article 15 – paragraph 4 a (new)
Article 15 – paragraph 4 a (new)
4a. The Commission may propose additional financial resources with a view to financing common projects, especially for speeding up the implementation of FABs, within the multiannual financial framework. The additional financial resources should also include resources from the TEN-T Budget, grants from the European Investment Bank and revenues from the aviation emission trading scheme.
Amendment 158 #
2008/0127(COD)
Proposal for a regulation – amending act
Article 3 – point 6
Article 3 – point 6
Regulation (EC) No 551/2004
Article 6 – paragraph 2 – subparagraph 2
Article 6 – paragraph 2 – subparagraph 2
The Commission may, under its own control and responsibility, entrust to Eurocontroland taking account of the need to provide services at the level which is most suitable in practical and geographical terms (subsidiarity principle), entrust to Eurocontrol or another organisation tasks relating to the execution of the above functions, which do not involve the adoption of binding measures of a general scope or the exercise of political discretion. These tasks shall be executed in an impartial and cost-effective manner; taking into consideration the needs of the whole ATM network and with the full involvement of the airspace users and air navigation service providers. the air routes preferred by airspace users, not least with a view to achieving the performance objectives, and with the full involvement of the airspace users and air navigation service providers. In connection with the development of the network management function, the Commission shall ensure that the principle of the separation of regulatory and operational tasks is observed. With that aim in view, each individual function at each level (EU, regional/FAB, national) and the related responsibilities shall be precisely defined and categorised. Functions with a European dimension which are categorised as 'operational' shall always be executed on the basis of instructions issued by the aviation industry partners and the latter shall be consulted on the execution of 'regulatory' functions.
Amendment 21 #
2007/0297(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) In order to maintain the diversity of the car market and its ability to cater for different consumer needs, CO2 targets for passenger cars should be defined as a function of the utility of the cars on a linear basis. To describe this utility, mass is the most appropriate parameter because it provides a satisfactory correlation with present emissions and would therefore result in more realistic and competitively neutral targets and because data on mass is readily available. Data on the alternative utility parameter of footprint (track width times wheelbase) should, however, be collected in order to facilitate longer-term evaluations of the utility-based approach. In the establishment of the targets, the projected evolution of new cars’ mass until 20125 should be taken into account, and potential incentives to increase vehicle mass just in order to benefit from a consequential increase of the CO2 reduction target should be avoided. Therefore, the possible future autonomous mass increase evolution of vehicles produced by the manufacturers and sold on the EU market should be taken into account when defining the targets for 20125. Finally, differentiation of targets should encourage emissions reductions to be made in all categories of cars while recognising that larger emission reductions can be made for heavier cars.
Amendment 25 #
2007/0297(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) Manufacturers’ compliance with the targets under this Regulation should be assessed at the Community level. Manufacturers whose average specific emissions of CO2 exceed those permitted under this Regulation should pay an excess emissions premium in respect of each calendar year from 20125 onwards. The premium should be modulated as a function of the extent to which manufacturers fail to comply with their target. It should increase over time. In order to provide a sufficient incentive to take measures to reduce specific emissions of CO2 from passenger cars, the premium should reflect technological costs. The amounts of the excess emissions premium should be considered as revenue for the budget of the European Unionwill be paid into a fund whose revenue must be used to reduce CO2 emissions in road transport and research new energy- efficient technologies.
Amendment 43 #
2007/0297(COD)
Proposal for a regulation
Article 4
Article 4
For the calendar year commencing 1 January 20125 and each subsequent calendar year, each manufacturer of passenger cars shall ensure that itsn 2015 25 %, in 2016 50 %, in 2017 75 % and in 2018 and each subsequent calendar year 100 % of the average specific emissions of CO2 of the vehicle fleet do not exceed itsthe specific emissions target determined in accordance with Annex I for the manufacturer’s vehicle fleet or, where a manufacturer is granted a derogation under Article 9, in accordance with that derogation. For this purpose CO2 emissions shall be spread over three consecutive years.
Amendment 51 #
2007/0297(COD)
Proposal for a regulation
Article 7 – paragraph 1
Article 7 – paragraph 1
1. In respect of each calendar year from 2012 onward5 or over the following three calendar years for which a manufacturer’s average specific emissions of CO2 exceed its specific emissions target in that year, the Commission shall impose an excess emissions premium on the manufacturer or, in the case of a pool, the pool manager.
Amendment 54 #
2007/0297(COD)
Proposal for a regulation
Article 7 – paragraph 3
Article 7 – paragraph 3
3. The excess emissions premium shall be: (a) in relation to excess emissions in the calendar year 2012, 20 euros; (b) in relation to excess emissions in the calendar year 2013, 35 euros; (c) in relation to excess emissions in the calendar year 2014, 60 euros; and (d) in relation to excess emissions in the calendar year 2015 and subsequent calendar years, 95 eurosresemble the premiums that are paid in other sectors of the EU emission trading system and shall not exceed 20 euros per gram.
Amendment 60 #
2007/0297(COD)
Proposal for a regulation
Article 7 – paragraph 5
Article 7 – paragraph 5
5. The amounts of the excess emissions premium shall be considered as revenue for the budget of the European Unionpaid into a fund whose revenue must be used for reducing CO2 emissions in road transport and researching new energy-efficient technologies.
Amendment 43 #
2007/0295(COD)
Proposal for a regulation
Article 8 – paragraph 2 – subparagraph 1
Article 8 – paragraph 2 – subparagraph 1
2. With effect from 1 October 20143, national authorities shall, in the case of new vehicles which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of Article 26 of Directive 2007/46/EC and shall, on grounds relating to emissions, prohibit the registration, the sale and entry into service of such vehicles.
Amendment 47 #
2007/0295(COD)
Proposal for a regulation
Article 10 – paragraph 1 – subparagraph 2
Article 10 – paragraph 1 – subparagraph 2
Those incentives shall apply to all new vehicles put on the market of the Member State concerned, which comply with this Regulation. However, they shall cease to apply on 1 October 20143 at the latest.
Amendment 51 #
2007/0295(COD)
Proposal for a regulation
Article 15 – paragraph 1
Article 15 – paragraph 1
1. Council Directive 80/1269/EEC, Commission Directives 88/195/EEC, 97/21/EC, 1999/99/EC and 2005/78/EC, and Directive 2005/55/EC are repealed with effect from 1 October 20143.
Amendment 52 #
2007/0295(COD)
Proposal for a regulation
Article 16 – subparagraph 2
Article 16 – subparagraph 2
It shall apply from 1 April 20132. However, Articles 8(3) and 10 shall apply from the date of entry into force and points 1(a)(i), 1(b)(i), 2(a), 3(a)(i), 3(b)(i), 3(c)(i) and 3(d)(i) of Annex II shall apply from 1 October 20143.
Amendment 44 #
2007/0243(COD)
Proposal for a regulation
Article 2 - point (g)
Article 2 - point (g)
(g) 'parent carrier' means any air carrier or rail-transport operator which directly or indirectly, alone or jointly with others, owns or effectively controls a system vendor, as well as any air carrier or rail- transport operator which it owns or effectively controls;
Amendment 49 #
2007/0243(COD)
Proposal for a regulation
Article 2 - point (h)
Article 2 - point (h)
(h) 'effective control' means a relationship constituted by rights, contracts or any other means which, either separately or jointlyin combination and having regard to the considerations of fact or law involved, confer the possibility of directly or indirectly exercising a decisive influence on an undertaking, in particular by: (i) ownership or the right to use all or part of the assets of an undertaking; (ii) rights or contracts which confer a decisive influence on the composition, voting or decisions of the organs of an undertaking or otherwise confer a decisive influence on the running of the business of the undertaking;
Amendment 23 #
2007/0099(COD)
Article 8 – paragraph 2 a (new)
2a. Two years after this Regulation enters into force, the number of cabotage operations mentioned in paragraph 2 shall be expanded to seven.
Amendment 26 #
2007/0099(COD)
Article 8 – paragraph 2 b (new)
2b. On 1 January 2014 the restrictions on the number and duration of cabotage operations shall be lifted.
Amendment 27 #
2007/0099(COD)
Article 8 – paragraph 2 c (new)
2c. Cabotage may also be performed in a Member State through which the vehicle has to pass after unloading goods, completely or partially, which it has delivered internationally, on condition that these journeys take place within 7 days.
Amendment 106 #
2007/0098(COD)
Proposal for a regulation
Recital 22 a (new)
Recital 22 a (new)
(22a) To encourage coach tours specifically for tourists on low incomes and promote tourism in the regions there is a need to re-introduce the 12-day rule for round trips by coach (see paragraph 78 of Parliament’s Resolution of 29 November 2007). For this reason 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, should be extended accordingly.
Amendment 191 #
2007/0098(COD)
Proposal for a regulation
Article 29 a (new)
Article 29 a (new)
Article 29a The following paragraph shall be inserted in Article 8 of Regulation (EG) No 561/2006: (6a) By way of derogation from the above, it shall be permissible in the case of cross- frontier occasional transport to allow the weekly rest period to begin no later than at the end of twelve 24-hour periods after the previous weekly rest period. In such cases two regular, or one regular and one reduced, weekly rest periods shall be granted consecutively. The total accumulated driving time during these twelve 24-hour periods may not exceed 90 hours.
Amendment 66 #
2006/0304(COD)
Article 1 - point 4
Directive 2003/87/EC
Article 3d - paragraph 2
Article 3d - paragraph 2
2. For subsequent periods, the percentage to be auctioned as referred to in paragraph 1 may be increased as part of the general review of this Directive, up to the maximum internationally agreed level of auctioning.
Amendment 69 #
2006/0304(COD)
Article 1 - point 4
Directive 2003/87/EC
Article 3f - paragraph 1
Article 3f - paragraph 1
1. In each period referred to in Article 3c(2), 3% of the total quantity of allowances to be allocated shall be set aside in a special reserve for aircraft operators: (a), who start performing an aviation activity falling within Annex I after the monitoring year for which tonne-kilometre data was submitted under Article 3e(1) in respect of a period referred to in Article 3c(2); or (b) whose tonne-kilometre data increases by an average of more than 18% annually between the monitoring year for which tonne-kilometre data was submitted under Article 3e(1) in respect of a period referred to in Article 3c(2) and the second calendar year of that period; and whose activity under point (a), or additional activity under point (b), and whose activity is not in whole or in part a continuation of an aviation activity previously performed by another aircraft operator.;
Amendment 71 #
2006/0304(COD)
Article 1 - point 8
Directive 2003/87/EC
Article 11a - paragraph 1a - subparagraph 1
Article 11a - paragraph 1a - subparagraph 1
“1a. Subject to paragraph 3, during each period referred to in Article 3c, Member States shall allow each aircraft operator to use CERs and ERUs from project activities. During the period referred to in Article 3c(1), aircraft operators may use CERs and ERUs, up to 150% of the number of allowances they are required to surrender pursuant to Article 12(2a).
Amendment 75 #
2006/0304(COD)
Article 1 - point 18
Directive 2003/87/EC
Article 25a - paragraph 2 a (new)
Article 25a - paragraph 2 a (new)
2a. If air transport operators from third countries who provide air transport services in a given geographical framework are not included in the European system, for reasons of equal treatment and in order to support an overall solution to combating emissions from aviation, air transport operators from the European Union serving comparable routes shall not be included in the system either.
Amendment 83 #
2006/0304(COD)
Annex I - point 1 - point (c)
Directive 2003/87/EC
Annex I - paragraph 2 - table - new category - point (j a) (new)
Annex I - paragraph 2 - table - new category - point (j a) (new)
(ja) Flights from third countries to the EU or from the EU to third countries where the third countries are not subject to the rules of the EU emissions trading system or of an equivalent system pursuant to Article 25 a.
Amendment 84 #
2006/0304(COD)
Annex I - point 2 - point (b)
Directive 2003/87/EC
Annex IV - part B - point B - subparagraph 4
Annex IV - part B - point B - subparagraph 4
For the purposes of calculating the payload: - the number of passengers shall be the number of persons on-board excluding crew members, - an aircraft operator may choose to apply either the actual or standard mass for passengers and checked baggage contained in its mass and balance documentation for the relevant flights or a default value of 1100kg for each passenger and his checked baggage.