BETA

16 Amendments of Michael CRAMER related to 2011/0398(COD)

Amendment 1 #
Council position
Recital 3
(3) Resolution A33/7 of the International Civil Aviation Organization (ICAO) introduces the concept of a "Balanced Approach" to noise management (Balanced Approach) and establishes a coherent method to address aircraft noise. The Balanced Approach should remain the foundation of noise regulation for aviation as a global industry. The Balanced Approach recognises the value of, and does not prejudge, relevant legal obligations, existing agreements, current laws and established policies. Incorporating the international rules of the Balanced Approach in this Regulation should substantially lessen the risk of international disputes in the event of third-country carriers being affected by noise-related operating restrictions.deleted
2014/04/03
Committee: TRAN
Amendment 2 #
Council position
Recital 4
(4) Following the removal of the noisiest aircraft pursuant to Directive 2002/30/EC of the European Parliament and of the Council and Directive 2006/93/EC of the European Parliament and of the Council, an update of how to use operating restriction measures is required to enable authorities to deal with the current noisiest aircraft so as to improve the noise environment around Union airports within the international framework of the Balanced Approach.
2014/04/03
Committee: TRAN
Amendment 3 #
Council position
Recital 9
(9) While noise assessments should be carried out on a regular basis in accordance with Directive 2002/49/EC, such assessments should only lead to additional noise abatement measures if the current combination of noise mitigating measures does not achieve the noise abatement objectives, taking into account expected airport development. For airports where a noise problem has been identified, additional noise abatement measures should be identified in accordance with the Balanced Approach methodology. In order to ensure a wide application of the Balanced Approach within the Union, its use is recommended whenever it is considered adequate by the individual Member State concerned, even beyond the scope of this Regulation. Noise-related operating restrictions should be introduced only when other Balanced Approach measures are not sufficient to attain the specific noise abatement objectives.
2014/04/03
Committee: TRAN
Amendment 4 #
Council position
Recital 14
(14) It is recognised that Member States have decided on noise-related operating restrictions in accordance with national legislation based on nationally acknowledged noise methods, which, as yet, might not be fully consistent with the method described in the authoritative European Civil Aviation Conference Report Doc 29 entitled 'Standard Method of Computing Noise Contours around Civil Airports' (ECAC Doc 29) nor use the internationally recognised aircraft noise performance information. However, the efficiency and effectiveness of a noise- related operating restriction should be assessed in accordance with the methods prescribed in ECAC Doc 29 and the Balanced Approach. Accordingly, Member States should adapt their assessments of operating restrictions in national legislation towards full compliance with ECAC Doc 29.
2014/04/03
Committee: TRAN
Amendment 5 #
Council position
Recital 15
(15) A new and wider definition of operating restrictions as compared to Directive 2002/30/EC should be introduced in order to facilitate the implementation of new technologies and new operational capabilities of aircraft and ground equipment. Its application should not lead to delay in the implementation of operational measures which could immediately alleviate the noise impact without substantially affecting the operational capacity of an airport. Such measures should therefore not be considered to constitute new operating restrictions.deleted
2014/04/03
Committee: TRAN
Amendment 6 #
Council position
Article 1 – paragraph 1
1. This Regulation lays down, where a noise problem has been identified, rules on the process to be followed for the introduction of noise-related operating restrictions in a consistent manner on an airport-by-airport basis, so as to help improve the noise climate and to limit or reduce the number of people significantly affected by potentially harmful effects of aircraft noise, in accordance with the Balanced Approach.
2014/04/03
Committee: TRAN
Amendment 7 #
Council position
Article 1 – paragraph 2 – point b
(b) to enable the use of operating restrictions in accordance with the Balanced Approach so as to achieve the sustainable development of the airport and air traffic management network capacity from a gate- to-gate perspective.
2014/04/03
Committee: TRAN
Amendment 8 #
3. 'Balanced Approach' means the process developed by the International Civil Aviation Organization under which the range of available measures, namely the reduction of aircraft noise at source, land-use planning and management, noise abatement operational procedures and operating restrictions, is considered in a consistent way with a view to addressing the noise problem in the most cost-effective way on an airport-by-airport basis;deleted
2014/04/03
Committee: TRAN
Amendment 9 #
Council position
Article 2 – point 5
(5) 'noise-related action' means any measure that affects the noise climate around airports, for which the principles of the Balanced Approach apply, including other non- operational actions that can affect the number of people exposed to aircraft noise;
2014/04/03
Committee: TRAN
Amendment 10 #
Council position
Article 5 – paragraph 2 – introductory part
2. Member States shall ensure that the Balanced Approach is adopted in respect of aircraft noise management at those airports where a noise problem has been identified. To that end, they shall ensure that:
2014/04/03
Committee: TRAN
Amendment 11 #
Council position
Article 5 – paragraph 3 – poind d
(d) not applying operating restrictions as a first resort, but only after consideration of the other measures of the Balanced Approach.
2014/04/03
Committee: TRAN
Amendment 12 #
Council position
Article 5 – paragraph 4
4. The measures may, within the Balanced Approach, be differentiated according to aircraft type; aircraft noise performance, use of airport and air navigation facilities, flight path and/or the timeframe covered.
2014/04/03
Committee: TRAN
Amendment 13 #
Council position
Article 6 – paragraph 2 – point a
(a) the method, indicators and information in Annex I are applied in such a way as to take due account of the contribution of each type of measure under the Balanced Approach, before operating restrictions are introduced;deleted
2014/04/03
Committee: TRAN
Amendment 14 #
Council position
Article 7 – paragraph 4
4. The data referred to in paragraphs 2 and 3 of this Article shall be limited to what is strictly necessary and shall be provided free of charge, in electronic form, by internet and using the format specified, where applicable.
2014/04/03
Committee: TRAN
Amendment 15 #
Council position
Article 8 – paragraph 3
3. At the request of a Member State or on its own initiative, the Commission may, within a period of three months after the day on which it receives notice under paragraph 1, review the process for the introduction of an operating restriction. Where the Commission finds that the introduction of a noise-related operating restriction does not follow the process set out in this Regulation, it may notify the relevant competent authority accordingly. The relevant competent authority shall examine the Commission notification and inform the Commission of its intentions before introducing the operating restriction.deleted
2014/04/03
Committee: TRAN
Amendment 16 #
Council position
Annex II
The cost-effectiveness of envisaged noise- related operating restrictions will be assessed taking due account of the following elements, to the extent possible, in quantifiable terms: (1) the anticipated noise benefit, including the health benefit, of the envisaged measures, now and in the future; (2) the safety of aviation operations, including third-party risks; (3) the capacity of the airport; (4) any effects on the European aviation network. In addition, competent authorities may take due account of the following factors: (1(4a) the health and safety of local residents living in the vicinity of the airport; (24b) environmental sustainability, including interdependencies between noise and emissions; (34c) any direct, indirect orand catalytic employment and economic effects, including potential effects on regional economies; (4d) impact on working conditions at airports.
2014/04/03
Committee: TRAN