516 Amendments of Christine DE VEYRAC
Amendment 46 #
2013/2062(INI)
Draft opinion
Paragraph 5 c (new)
Paragraph 5 c (new)
5c.Welcomes the complaint registered by the Commission with the WTO in respect of the unprecedented increase in vehicle import duties in Russia and urges it to combat through arbitration, international law or trade agreements any tariff or non- tariff barriers depriving European manufacturers of an adequate foothold on emerging markets or the markets of other third countries;
Amendment 14 #
2013/0344(COD)
Proposal for a directive
Recital 2
Recital 2
(2) Consequently it is desirable to temporarily consider the requirements set out in Directive The adoption of Decision 377/20013/87/EC of the European Parliament and of the Council4 as satisfied, when obligations are met in respect of a certain percentage of the emissions from flights to and from aerodromes in third countries. In doing so, the Union emphasises that requirements can be applied in respect of certain percentages of emissions from flights to and from aerodromes in countries of the European Economic Area (EEA), in the same manner as legal requirements can be placed on more of the emissions fromEU enabled real progress to be made within the International Civil Aviation Organization (ICAO) towards concluding a global agreement at its next meeting. In order to pave the way for such an agreement, safeguard the competitiveness of the European aviation sector and avoid retaliatory trade measures, the scope of the Directive must be restricted to flights to and from such aerodromes. __________________ 4 Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a scheme for greenhouse gas emission allowance trading within the Community and amending Council Directive 96/61/EC (OJ L 275, 25.10.2003, p. 32) in countries of the European Economic Area (EEA).
Amendment 17 #
2013/0344(COD)
Proposal for a directive
Recital 3
Recital 3
Amendment 25 #
2013/0344(COD)
Proposal for a directive
Recital 6
Recital 6
Amendment 26 #
2013/0344(COD)
Proposal for a directive
Recital 2
Recital 2
(2) Consequently it is desirable to temporarily consider the requirements set out in Directive 2003/87/EC of the European Parliament and of the Council4 as satisfied, when obligations are met in respect of a certain percentage of the emissions from flights to and from aerodromes in third countries. In doing so, the Union emphasises that requirements can be applied in respect of certain percentagThe adoption of Decision 377/2013/EU has enabled major progress to be made within the International Civil Aviation Organisation with a view to the conclusion of a global agreement at the next assembly. In order to facilitate that agreement, to maintain the competitiveness of emissions from flights the European air transport sector and from aerodromes in countries of the European Economic Area (EEA), in the same manner as legal requirements can be placed on more of the emissions fromto avoid retaliatory trade measures, it is necessary to limit the scope of the Directive to flights to and from such aerodromes. __________________ 4 Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a scheme for greenhouse gas emission allowance trading within the Community and amending Council Directive 96/61/EC (OJ L 275, 25.10.2003, p. 32 in countries of the European Economic Area (EEA).
Amendment 27 #
2013/0344(COD)
Proposal for a directive
Recital 7
Recital 7
Amendment 30 #
2013/0344(COD)
Proposal for a directive
Recital 3
Recital 3
Amendment 30 #
2013/0344(COD)
Proposal for a directive
Recital 9
Recital 9
Amendment 34 #
2013/0344(COD)
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) Without prejudice to the application of the global market-based measure starting in 2020, flights to and from the outermost regions should be exempt for the period 2014-2020.
Amendment 36 #
2013/0344(COD)
Proposal for a directive
Recital 6
Recital 6
Amendment 37 #
2013/0344(COD)
Proposal for a directive
Article 1 – point 1
Article 1 – point 1
Directive 2003/87/EC
Article 28 a – paragraph 1 – point a
Article 28 a – paragraph 1 – point a
(a) all emissions from flights to and from countries outside the European Economic Area inuntil 201320;
Amendment 39 #
2013/0344(COD)
Proposal for a directive
Recital 7
Recital 7
Amendment 40 #
2013/0344(COD)
Proposal for a directive
Article 1 – point 1
Article 1 – point 1
Directive 2003/87/EC
Article 28 a – paragraph 1 – point a b (new)
Article 28 a – paragraph 1 – point a b (new)
(ab) all emissions from flights to and from the outermost regions until 2020;
Amendment 41 #
2013/0344(COD)
Proposal for a directive
Article 1 – point 1
Article 1 – point 1
Directive 2003/87/EC
Article 28 a – paragraph 1 – point b
Article 28 a – paragraph 1 – point b
Amendment 44 #
2013/0344(COD)
Proposal for a directive
Recital 9
Recital 9
Amendment 48 #
2013/0344(COD)
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) Without prejudice to the global market-based measure applying from 2020, emissions from flights to and from the outermost regions of the European Union should be exempted for the period 2014 to 2020.
Amendment 50 #
2013/0344(COD)
Proposal for a directive
Article 1 – point 1
Article 1 – point 1
Directive 2003/87/EC
Article 28 a – paragraph 1 – second subparagraph
Article 28 a – paragraph 1 – second subparagraph
Amendment 55 #
2013/0344(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Directive 2003/87/EC
Article 28a – paragraph 1 – point a
Article 28a – paragraph 1 – point a
(a) all emissions from flights to and from countries outside the European Economic Area inup to 201320;
Amendment 59 #
2013/0344(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Directive 2003/87/EC
Article 28a – paragraph 1 – point a a (new)
Article 28a – paragraph 1 – point a a (new)
(aa) all emissions from flights to and from the outermost regions of the European Union up to 2020;
Amendment 59 #
2013/0344(COD)
Proposal for a directive
Article 1 – point 1
Article 1 – point 1
Directive 2003/87/EC
Article 28 a – paragraph 6
Article 28 a – paragraph 6
Amendment 60 #
2013/0344(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Directive 2003/87/EC
Article 28a – paragraph 1 – point b
Article 28a – paragraph 1 – point b
Amendment 79 #
2013/0344(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Directive 2003/87/EC
Article 28a – paragraph 1 – subparagraph 2
Article 28a – paragraph 1 – subparagraph 2
Amendment 97 #
2013/0344(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Directive 2003/87/EC
Article 28a – paragraph 6
Article 28a – paragraph 6
Amendment 80 #
2013/0246(COD)
Proposal for a directive
Recital 8
Recital 8
(8) Since travel services may be combined in many different ways, it is appropriate to consider as packages all combinations of travel services that display features which travellers typically associate with packages, notably that separate travel services are bundled together into a single travel product for which the organiser assumes responsibility for proper performance. In accordance with the case law of the Court of Justice of the European Union16, it should make no difference whether travel services are combined before any contact with the traveller or at the request of or according to the selection made by the traveller. The same principles should apply irrespective of whether the booking is made through a high street travel agent or online. __________________ 16 See Judgment in Case C-400/00 Club Tour, Viagens e Turismo SA v. Alberto Carlos Lobo Gonçalves Garrido and Club Med Viagens Ld, ECR 2002, I-04051.
Amendment 81 #
2013/0246(COD)
Proposal for a directive
Recital 13
Recital 13
(13) Particular rules should be laid down for both high street and on-line retailers which assist travellers, on the occasion of a single visit or contact with their own point of sale, in concluding separate contracts with individual service providers and for online retailers which, through linked online booking processes, facilitate the procurement of additional travel services from another trader in a targeted manner, at the latest when the booking of the first service is confirmed. These rules would apply for example, where, along with the confirmation of the booking of a first travel service such as a flight or a train journey, a consumer receives an invitation to book an additional travel service available at the chosen travel destination, for instance hotel accommodation, with a link to the booking site of another service provider or intermediary. While those arrangements do not constitute packages within the meaning of this Directive as there can be no confusion that a single organistrader has assumed the responsibility for the travel services, such assisted arrangements constitute an alternative business model that often competes closely with packages.
Amendment 86 #
2013/0246(COD)
Proposal for a directive
Recital 17
Recital 17
(17) Other touristLeisure services, such as admission to concerts, sport events, excursions or event parks are services that, in combination with either carriage of passengers, accommodation and/or car rental, should be considered as capable of constituting a package or an assisted travel arrangement. However, such packages should only fall within the scope of this Directive if the relevant touristleisure service accounts for a significant proportion of the package. Generally, the touristleisure service should be considered as a significant proportion of the package if it is specifically stated that it accounts for more than 20% of the total price or otherwise represents an essential feature of the trip or holiday for the trader and the traveller. Ancillary services, such as, in particular, travel insurance, transport of luggagebetween the station and the place of accommodation, transport to the place of departure for the travel and as part of excursions, transport of luggage, sale of ski passes, bicycle rental, meals and cleaning provided as part of accommodation, should not be considered as touristleisure services in their own right.
Amendment 91 #
2013/0246(COD)
Proposal for a directive
Recital 23
Recital 23
(23) Key information, for example on the main characteristics of the travel services or the prices, provided in advertisements, on the organiser's and/or retailer’s website or in brochures as part of the pre- contractual information, should be binding, unless the organisertrader concerned reserves the right to make changes to those elements and unless such changes are clearly and prominently communicated to the traveller before the contract is concluded. However, in light of new communication technologies, there is no longer any need to lay down specific rules on brochures, while it is appropriate to ensure that, in certain circumstances, changes impacting the contract performance are communicated between the parties on a durable medium accessible for future reference. It should always be possible to make changes to that information where both parties to the contract expressly agree on that.
Amendment 93 #
2013/0246(COD)
Proposal for a directive
Recital 27
Recital 27
(27) In specific situations, also the organiser and/or retailer should also be entitled to terminate the contract before the start of the package without paying compensation, for instance if the minimum number of participants is not reached and where this possibility has been reserved in the contract.
Amendment 94 #
2013/0246(COD)
Proposal for a directive
Recital 30
Recital 30
(30) In order to ensure consistency, it is appropriate to align the provisions of this Directive with international conventions covering travel services and with the Union legislation on passenger rights. Where the organiser and/or retailer is liable for failure to perform or improper performance of the services included in the package travel contract, the organiser and/or retailer should be able to invoke the limitations of the liability of service providers set out in such international conventions as the Montreal Convention of 1999 for the Unification of certain Rules for International Carriage by Air18, the Convention of 1980 concerning International Carriage by Rail (COTIF)19 and the Athens Convention of 1974 on the Carriage of Passengers and their Luggage by Sea20. Where it is impossible, because of unavoidable and extraordinary circumstances, to ensure the traveller's return to the place of departure, the organiser's obligation to bear the cost of the travellers' continued stay at the place of destination should be aligned with the Commission's proposal21 aimed to amend Regulation (EC) No 261/2004 of the European Parliament and of the Council of 11 February 2004 establishing common rules on compensation and assistance to passengers in the event of denied boarding and of cancellation or long delay of flights22. __________________ 18 2001/539/EC: Council Decision of 5 April 2001 on the conclusion by the European Community of the Convention for the Unification of Certain Rules for International Carriage by Air (the Montreal Convention) (OJ L 194, 18.07.2001, P. 38). 19 2013/103/EU: Council Decision of 16 June 2011 on the signing and conclusion of the Agreement between the European Union and the Intergovernmental Organisation for International Carriage by Rail on the Accession of the European Union to the Convention concerning International Carriage by Rail (COTIF) (OJ L 51, 23.2.2013, p. 1). 20 2012/22/EU: Council Decision of 12 December 2011 concerning the accession of the European Union to the Protocol of 2002 to the Athens Convention relating to the Carriage of Passengers and their Luggage by Sea, 1974, with the exception of Articles 10 and 11 thereof (OJ L 8, 12.1.2012, p. 1). 21 Proposal for a Regulation of the European Parliament and of the Council amending Regulation (EC) No 261/2004 establishing common rules on compensation and assistance to passengers in the event of denied boarding and of cancellation or long delay of flights and Regulation (EC) No 2027/97 on air carrier liability in respect of the carriage of passengers and their baggage by air - COM/2013/130 final. 22 OJ L 46, 17.2.2004, p. 1 OJ L 46, 17.2.2004, p. 1
Amendment 95 #
2013/0246(COD)
Proposal for a directive
Recital 31
Recital 31
(31) This Directive should not affect the rights of travellers to present claims both under this Directive and under any other relevant Union legislation, so that travellers will continue to have the possibility to address claims to the organiser and/or retailer, the carrier or any other liable party, or, as the case may be, to several parties. It should be clarified that they may not cumulate rights under different legal bases if the rights safeguard the same interest or have the same objective. The organiser'’s and/or retailer’s liability is without prejudice to the right to seek redress from third parties, including service providers.
Amendment 97 #
2013/0246(COD)
Proposal for a directive
Recital 37
Recital 37
(37) It is appropriate to protect travellers in situations where a retailer arranges the booking ofn organiser and/or retailer books a package or an assisted travel arrangement and where the retailer makes mistakes in the booking process.
Amendment 98 #
2013/0246(COD)
Proposal for a directive
Recital 38
Recital 38
(38) It is also appropriate to confirm that consumtravellers may not waive rights stemming from this Directive and organisers and/or retailers, or traders facilitating assisted travel arrangements, may not escape from their obligations by claiming that they are simply acting as a service provider, an intermediary or in any other capacity.
Amendment 138 #
2013/0246(COD)
Proposal for a directive
Article 3 – point 12 a (new)
Article 3 – point 12 a (new)
(12 a) ‘contract’ means the agreement linking the consumer with the organiser and/or retailer.
Amendment 139 #
2013/0246(COD)
Proposal for a directive
Article 4 – paragraph 1 – introductory part
Article 4 – paragraph 1 – introductory part
1. Member States shall ensure that, before the traveller is bound by any package travel contract or any corresponding offer, the organiser and, where the package is sold through a retailer, also the/or retailer shall provide the traveller with the following information where applicable to the package:
Amendment 151 #
2013/0246(COD)
Proposal for a directive
Article 5 – paragraph 1
Article 5 – paragraph 1
1. Member States shall ensure that the organiser and/or retailer may not change the information made known to the traveller pursuant to points (a), (c), (d), (e) and (g) of Article 4, unless the organiser and/or retailer reserves the right to make changes to that information and communicates any changes to the traveller in a clear and prominent manner before the conclusion of the contract.
Amendment 154 #
2013/0246(COD)
Proposal for a directive
Article 5 – paragraph 3
Article 5 – paragraph 3
3. At or immediately after the conclusion of the contract, the organiser and/or retailer shall provide the traveller with a copy of the contract or a confirmation of the contract on a durable medium.
Amendment 156 #
2013/0246(COD)
Proposal for a directive
Article 6 – paragraph 2 – point a
Article 6 – paragraph 2 – point a
(a) special requirements of the traveller which the organiser and/or retailer has accepted;
Amendment 157 #
2013/0246(COD)
Proposal for a directive
Article 6 – paragraph 2 – point b – introductory part
Article 6 – paragraph 2 – point b – introductory part
(b) information that the organiser and/or retailer is:
Amendment 161 #
2013/0246(COD)
Proposal for a directive
Article 6 – paragraph 2 – point d
Article 6 – paragraph 2 – point d
(d) the name, geographical address, telephone number and e-mail address of the organiser'’s and/or the retailer’s local representative or contact point whose assistance a traveller in difficulty could request or, where no such representative or contact point exists, an emergency telephone number or the indication of other ways of contacting the organiser and/or the retailer;
Amendment 165 #
2013/0246(COD)
Proposal for a directive
Article 6 – paragraph 4
Article 6 – paragraph 4
4. In good time before the start of the package, the organiser and/or the retailer shall provide the traveller with the necessary receipts, vouchers or tickets, including information on the precise times of departure, intermediate stops, transport connections and arrival.
Amendment 166 #
2013/0246(COD)
Proposal for a directive
Article 7 – paragraph 1
Article 7 – paragraph 1
1. Member States shall ensure that a traveller may, after giving the organiser and/or the retailer reasonable notice on a durable medium before the start of the package, transfer the contract to a person who satisfies all the conditions applicable to that contract.
Amendment 167 #
2013/0246(COD)
Proposal for a directive
Article 7 – paragraph 2
Article 7 – paragraph 2
2. The transferor of the contract and the transferee shall be jointly and severally liable for the payment of the balance due and for any additional fees, charges or other costs arising from the transfer. Those costs shall not be unreasonable and in any case shall not exceed the actual cost borne by the organiser and/or the retailer.
Amendment 171 #
2013/0246(COD)
Proposal for a directive
Article 8 – paragraph 1 – introductory part
Article 8 – paragraph 1 – introductory part
1. Member States shall ensure that prices are not subject to revision, unless the contract expressly reserves the possibility of an increase and obliges the organiser and/or the retailer to reduce prices to the same extent as a direct consequence of changes:
Amendment 174 #
2013/0246(COD)
Proposal for a directive
Article 8 – paragraph 3
Article 8 – paragraph 3
3. The price increase referred to in paragraph 1 shall be valid only if the organiser and/or the retailer notifies the traveller of it with a justification and calculation on a durable medium at the latest 230 days prior to the start of the package.
Amendment 176 #
2013/0246(COD)
Proposal for a directive
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
1. Member States shall ensure that, before the start of the package, the organiser and/or the retailer may not unilaterally change contract terms other than the price, unless:
Amendment 177 #
2013/0246(COD)
Proposal for a directive
Article 9 – paragraph 1 – point a
Article 9 – paragraph 1 – point a
(a) the organiser and/or the retailer has reserved that right in the contract,
Amendment 178 #
2013/0246(COD)
Proposal for a directive
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) the organiser and/or the retailer informs the traveller in a clear and prominent manner on a durable medium.
Amendment 179 #
2013/0246(COD)
Proposal for a directive
Article 9 – paragraph 2 – introductory part
Article 9 – paragraph 2 – introductory part
2. If, before the start of the package, the organiser and/or the retailer is constrained to alter significantly any of the main characteristics of the travel services as defined in point (a) of Article 4 or special requirements as referred to in point (a) of Article 6(2), the organiser shall without undue delay inform the traveller in a clear and prominent manner on a durable medium of:
Amendment 187 #
2013/0246(COD)
Proposal for a directive
Article 10 – paragraph 1
Article 10 – paragraph 1
1. Member States shall ensure that the traveller may terminate the contract before the start of the package against payment of an appropriate compensation to the organiser and/or the retailer. The contract may specify reasonable standardised termination fees based on the time of the termination and the customary cost savings and income from alternative deployment of the travel services. In the absence of standardised termination fees, the amount of the compensation shall correspond to the price of the package minus the expenses saved by the organiser and/or the retailer.
Amendment 189 #
2013/0246(COD)
Proposal for a directive
Article 10 – paragraph 3 – introductory part
Article 10 – paragraph 3 – introductory part
3. The organiser and/or the retailer may terminate the contract without paying compensation to the traveller, if:
Amendment 193 #
2013/0246(COD)
Proposal for a directive
Article 10 – paragraph 3 – point a
Article 10 – paragraph 3 – point a
(a) the number of persons enrolled for the package is smaller than the minimum number stated in the contract and the organiser and/or the retailer notifies the traveller of the termination within the period fixed in the contract and not later than 20 days before the start of the package; or
Amendment 195 #
2013/0246(COD)
Proposal for a directive
Article 10 – paragraph 3 – point b
Article 10 – paragraph 3 – point b
(b) the organiser and/or the retailer is prevented from performing the contract because of unavoidable and extraordinary circumstances and notifies the traveller of the termination without undue delay before the start of the package.
Amendment 197 #
2013/0246(COD)
Proposal for a directive
Article 10 – paragraph 4
Article 10 – paragraph 4
4. In cases of termination under paragraphs 1, 2 and 3, the organiser and/or the retailer shall reimburse any undue payment made by the traveller within fourteen days.
Amendment 199 #
2013/0246(COD)
Proposal for a directive
Article 11 – paragraph 1
Article 11 – paragraph 1
1. Member States shall ensure that the organiser is responsiand/or the retailer are liable for the performance of the travel services included in the contract, irrespective of whether those services are to be performed by the organiserm or by other service providers.
Amendment 201 #
2013/0246(COD)
Proposal for a directive
Article 11 – paragraph 2
Article 11 – paragraph 2
2. If any of the services are not performed in accordance with the contract, the organiser and/or the retailer shall remedy the lack of conformity, unless this is disproportionate.
Amendment 204 #
2013/0246(COD)
Proposal for a directive
Article 11 – paragraph 3
Article 11 – paragraph 3
3. Where a significant proportion of the services cannot be provided as agreed in the contract, the organiser and/or retailer shall make suitable alternative arrangements, at no extra cost to the traveller, for the continuation of the package, including where the traveller's return to the place of departure is not provided as agreed.
Amendment 205 #
2013/0246(COD)
Proposal for a directive
Article 11 – paragraph 4
Article 11 – paragraph 4
4. If it is impossible for the organiser and/or retailer to offer suitable alternative arrangements or the traveller does not accept the alternative arrangements proposed because they are not comparable to what was agreed in the contract, the organiser and/or retailer shall, insofar as the package includes the carriage of passengers, provide the traveller at no extra cost with equivalent transport to the place of departure or to another place to which the traveller has agreed and shall, where appropriate, compensate the traveller in accordance with Article 12.
Amendment 211 #
2013/0246(COD)
Proposal for a directive
Article 12 – paragraph 2
Article 12 – paragraph 2
2. The traveller shall be entitled to receive compensation from the organiser and/or retailer for any damage, including non- material damage, which the traveller sustains as a result of any lack of conformity.
Amendment 212 #
2013/0246(COD)
Proposal for a directive
Article 12 – paragraph 3 – point a – introductory part
Article 12 – paragraph 3 – point a – introductory part
(a) the organiser and/or retailer proves that the lack of conformity is:
Amendment 214 #
2013/0246(COD)
Proposal for a directive
Article 12 – paragraph 3 – point b
Article 12 – paragraph 3 – point b
(b) the traveller fails to inform the organiser and/or retailer without undue delay of any lack of conformity which the traveller perceives on the spot if that information requirement was clearly and explicitly stated in the contract and is reasonable, taking into account the circumstances of the case.
Amendment 216 #
2013/0246(COD)
Proposal for a directive
Article 12 – paragraph 4
Article 12 – paragraph 4
4. Insofar as international conventions binding the Union limit the extent of or the conditions under which compensation is to be paid by a provider carrying out a service which is part of a package, the same limitations shall apply to the organiser. and/or retailer.Insofar as international conventions not binding the Union limit compensation to be paid by a service provider, Member States may limit compensation to be paid by the organiser accordingly. In other cases, the contract may limit compensation to be paid by the organiser as long as that limitation does not apply to personal injury and damage caused intentionally or with gross negligence and does not amount to less than three times the total price of the packagend/or retailer accordingly.
Amendment 219 #
2013/0246(COD)
Proposal for a directive
Article 14 – paragraph 1 – introductory part
Article 14 – paragraph 1 – introductory part
Member States shall ensure that the organiser and/or retailer gives prompt assistance to the traveller in difficulty, in particular by:
Amendment 223 #
2013/0246(COD)
Proposal for a directive
Article 14 – paragraph 2
Article 14 – paragraph 2
The organiser and/or retailer shall be able to charge a reasonable fee for such assistance if the situation is caused by the traveller's negligence or intent.
Amendment 226 #
2013/0246(COD)
Proposal for a directive
Article 15 – paragraph 1
Article 15 – paragraph 1
1. Member States shall ensure that organisers and retaile, retailers and other operators facilitating the procurement of assisted travel arrangements established in their territory obtain a security for the effective and prompt refund of all payments made by travellers and, insofar as carriage of passengers is included, for the travellers' effective and prompt repatriation in the event of insolvency.
Amendment 236 #
2013/0246(COD)
Proposal for a directive
Article 16 – paragraph 2
Article 16 – paragraph 2
2. Member States shall designate central contact points to facilitate the administrative cooperation and supervision of organisers and retaileperators facilitating the procurement of assisted travel arrangements operating in « different Member States. They shall notify the contact details of these contact points to all other Member States and the Commission.
Amendment 241 #
2013/0246(COD)
Proposal for a directive
Article 16 – paragraph 4
Article 16 – paragraph 4
4. If a Member State has doubts about the insolvency protection of an organiser or of a retaileperator facilitating the procurement of assisted travel arrangements which is established in a different Member State and is operating on its territory, it shall seek clarification from the Member State of establishment. « Member States shall respond to requests from other Member States at the latest within 15 working days of receiving them..
Amendment 244 #
2013/0246(COD)
Proposal for a directive
Article 17 – paragraph 1 – point b
Article 17 – paragraph 1 – point b
b) that the traveller will not benefit from any of the rights granted by this Directive exclusively to package travellers, but will benefit from the right to a refund of pre- payments and, insofar as carriage of passengers is included, to repatriation in case the retaileoperator itself or any of the service providers becomes insolvent.
Amendment 249 #
2013/0246(COD)
Proposal for a directive
Article 19 – paragraph 1
Article 19 – paragraph 1
Member States shall ensure that a retaileny operator who has agreed to arrange the booking of a package or assisted travel arrangements or who facilitates the booking of such services shall be liable for any errors occurring in the booking process, unless such errors are attributable to the traveller or to unavoidable and extraordinary circumstances.
Amendment 252 #
2013/0246(COD)
Proposal for a directive
Article 20 – paragraph 1
Article 20 – paragraph 1
In cases where an organiser or, in accordance with Articles 15 or 18, a retaileperator pays compensation, grants price reduction or meets the other obligations incumbent on it under this Directive, no provision of this Directive or of national law may be interpreted as restricting its right to seek redress from any third parties which contributed to the event triggering compensation, price reduction or other obligations.
Amendment 253 #
2013/0246(COD)
Proposal for a directive
Article 21 – paragraph 1
Article 21 – paragraph 1
1. A declaration by an organiseperator that he is acting exclusively as a provider of a travel service, as an intermediary or in any other capacity, or that a package within the meaning of this Directive does not constitute a package, shall not absolve the organiseperator from the obligations imposed on organiseperators under this Directive.
Amendment 28 #
2013/0187(COD)
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5a) In order to ensure the interoperability of technologies used across the world, the Commission and EASA should encourage an internationally coordinated approach concerning the standardisation efforts embarked on by the International Civil Aviation Organisation.
Amendment 112 #
2013/0186(COD)
Proposal for a regulation
Recital 2
Recital 2
Amendment 115 #
2013/0186(COD)
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5a) In order to ensure that the expected increase in air traffic does not cause or exacerbate congestion in European air space, with all the economic, environmental and security costs that that would entail, fragmentation of the space should be remedied and this Regulation should be implemented as swiftly as possible.
Amendment 116 #
2013/0186(COD)
Proposal for a regulation
Recital 5 b (new)
Recital 5 b (new)
(5b) The implementation of the Single European Sky should have a positive impact in terms of growth, employment and competitiveness in Europe, in particular by increasing demand for jobs requiring advanced qualifications.
Amendment 118 #
2013/0186(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) To ensure the consistent and sound, sound and independent oversight of service provision across Europe, the national supervisory authorities should be guaranteed sufficient findependence andancial and human resources. This independence should not prevent those authorities from exercising their tasks within an administrative framework.
Amendment 130 #
2013/0186(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) The concept of a Network Manager entity is central to improving the performance of Air Traffic Management at network level, by centralising the provision of certain services, which are best performed at network level. In order to facilitate dealing with an aviation crisis, a coordination of the measures to be adopted to prevent and respond to such a crisis should be ensured by the Network Manager.
Amendment 81 #
2013/0105(COD)
Proposal for a directive
Recital 7
Recital 7
(7) Longer vehicles may be used in cross- border transport if the two Member States concerned already allow it and if the conditions for derogation under Article 4(3), (4) or (5) of the Directive are met. The European Commission has already provided guidance on the application of Article 4 of the Directive. The transport operations referred to in Article 4(4) do not have a significant impact on international competition if theVehicles of a maximum weight of 44 tonnes may be used in cross- border use remains limited to two Member States where the existing infrastructure and the road safety requirementstransport if the two Member States concerned already allow it. This balances the Member States’ right under the principle of subsidiarity to decide on transport solutions suited to their specific circumstances with the need to prevent such policies from distorting the internal market. The provisions of Article 4 (4) are clarified in this respect.
Amendment 99 #
2013/0105(COD)
Proposal for a directive
Recital 8
Recital 8
(8) UsingIn line with the principle of technological neutrality and to encourage hauliers to use alternative engines that no longer rely only on fossil fuels and are therefore non-polluting or less polluting, such as electric or hybrid engines for heavy-duty vehicles or buses (mainly in urban or suburban environments) generates extra weight which shouldit seems essential that the extra weight of these alternative engines is not be counted at the expense of the effective load of the vehicle so that the road transport sector is not penalised in economic terms.
Amendment 223 #
2013/0105(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
Directive 96/53/EC
Article 9 – paragraph 1
Article 9 – paragraph 1
In the aim of improving the aerodynamicenergy efficiency performance and road safety of vehicles or combinations of vehicles, vehicles or combinations of vehicles that meet the criteria set out in paragraph 2 below may exceed the maximum lengths provided for in point 1.1 of Annex I. The main purpose of these exceedances is to allow the construction of tractor cabs improving the aerodynamic characteristicsimprovements in the energy performance of vehicles or combinations of vehicles, and improvingto enhance road safety. Regulation (EC) No 661/2009 should be amended accordingly.
Amendment 229 #
2013/0105(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
Directive 96/53/EC
Article 9 – paragraph 2 – indent 2
Article 9 – paragraph 2 – indent 2
improved aerodynamicenergy performance of the vehicles,
Amendment 244 #
2013/0105(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
Directive 96/53/EC
Article 1 – paragraph 3 a (new)
Article 1 – paragraph 3 a (new)
(3a) New vehicles shall use tractor cabs that comply with the safety requirements referred to in Article 9(2) from [10 years from the entry into force of this Directive].
Amendment 159 #
2013/0072(COD)
Proposal for a regulation
Recital 27
Recital 27
(27) In order to ensure that the damage to or loss of mobility equipment is compensated to its full value, air carriers should offer free of charge to persons with reduced mobility the opportunity to make a special declaration of interest, which pursuant to the Montreal Convention, allows them to seek full compensation for loss or damage. Air carriers should inform passengers of this declaration and the rights attaching to it whenever they make a ticket booking.
Amendment 162 #
2013/0072(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) Passengers are sometimes confused about the baggage they are allowed to take on board, in terms of dimensions, weight or number of items. In order to ensure that passengers are fully aware of the baggage allowances included in their ticket, both for cabin and hold baggage, air carriers should clearly indicate these allowances at booking and at the airport. When an airline company has authorised baggage to be carried as cabin baggage at the time the passenger registers at the check-in desk at the airport, it cannot refuse to carry that baggage in the cabin, unless it transfers it free of charge to the hold.
Amendment 186 #
2013/0072(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point d
Article 1 – paragraph 1 – point 1 – point d
Regulation (EC) No 261/2004
Article 2 – point 1
Article 2 – point 1
Amendment 290 #
2013/0072(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point c
Article 1 – paragraph 1 – point 4 – point c
Regulation (EC) No 261/2004
Article 5 – paragraph 5 a (new)
Article 5 – paragraph 5 a (new)
Amendment 349 #
2013/0072(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Regulation (EC) No 261/2004
Article 6 – paragraph 5
Article 6 – paragraph 5
Subject to safety constraints, where a tarmac delay exceeds one hour, the operating air carrier shall provide free of charge access to toilet facilities and, drinking water and food, shall ensure adequate heating or cooling of the passenger cabin, and shall ensure that adequate medical attention is available if needed. Where a tarmac delay reaches a maximum of fivetwo hours, the aircraft shall return to the gate or another suitable disembarkation point where passengers shall be allowed to disembark and to benefit from the same assistance as specified in paragraph 1, unless there are safety-related or security- related reasons why the aircraft cannot leave its position on the tarmac.'
Amendment 370 #
2013/0072(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EC) No 261/2004
Article 6 a – paragraph 2
Article 6 a – paragraph 2
Where a passenger misses a connecting flight as a result of a delay to a preceding connecting flight, the passenger shall have a right to compensation by the Community air carrier operating that preceding flight in accordance with Article 6(2). For these purposes, the delay shall be calculated by reference to the scheduled time of arrival at the final destination.
Amendment 387 #
2013/0072(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7 – point b
Article 1 – paragraph 1 – point 7 – point b
Regulation (EC) No 261/2004
Article 7 – paragraph 3
Article 7 – paragraph 3
The compensation referred to in paragraph 1 shall be paid in cash, by electronic bank transfer, bank orders or bank cheques, as the passenger prefers.
Amendment 395 #
2013/0072(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7 – point b
Article 1 – paragraph 1 – point 7 – point b
Regulation (EC) No 261/2004
Article 7 – paragraph 5
Article 7 – paragraph 5
The air carrier may reach a voluntary agreement with the passenger that replaces the compensation provisions set out in paragraph 1, provided that this agreement is confirmed by a document signed by the passenger which reminds the passenger of his rights to compensation under this Regulation. The air carrier shall give the passenger clear information about said rights to compensation, before the signature of a voluntary agreement.
Amendment 408 #
2013/0072(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 8
Article 1 – paragraph 1 – point 8
Regulation (EC) No 261/2004
Article 8 – paragraph 5
Article 8 – paragraph 5
Where passengers choose the option referred to in paragraph 1(b), they shall, subject to availability, have the right to re- routing via another air carrier or another mode of transport where the operating air carrier cannot transport the passenger on its own services and in time to arrive at the final destination within 120 hours of the scheduled arrival time. Notwithstanding Article 22(1) of Regulation (EC) No 1008/200823, the other air carrier or other transport operator shall not charge the contracting carrier a price that goes beyond the average price paid by its own passengers for equivalent services in the last three months. __________________ 23 OJ L 293, 31.10.2008, p. 3.
Amendment 413 #
2013/0072(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point -a (new)
Article 1 – paragraph 1 – point 9 – point -a (new)
Regulation (EC) No 261/2004
Article 9 – paragraph 1 – point a
Article 9 – paragraph 1 – point a
(-a) In Paragraph 1, point (a) is replaced by the following: "a) meals and refreshments. The air carrier shall automatically provide drinking water to accompany meals, as well as whenever passengers so request."
Amendment 435 #
2013/0072(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11
Article 1 – paragraph 1 – point 11
Regulation (EC) No 261/2004
Article 11 – paragraph 3
Article 11 – paragraph 3
The operating air carrier shall not apply the limitations set out in Articles 9(4) and 9(5): - if the passenger is a person with a disability or a person with reduced mobility or any person accompanying him/her, an unaccompanied child, a pregnant woman or a person in need of specific medical assistance, on condition the operating air carrier or its agent or the organiser has been notified of their particular needs for assistance at least 48 hours before the scheduled time of departure of the flight,; - if the passenger is an unaccompanied child or a pregnant woman. Such notification shall be deemed to cover the entire journey and the return journey if both journeys have been contracted with the same air carrier.
Amendment 460 #
2013/0072(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 13
Article 1 – paragraph 1 – point 13
Regulation (EC) No 261/2004
Article 14 – paragraph 5 a (new)
Article 14 – paragraph 5 a (new)
In Article 14, the following paragraph shall be inserted: 5a. The air carrier shall have documents at the check-in counter and the boarding gate containing the European Air Passengers Charter, which its staff shall offer air passengers at any time the latter may so request. The European Commission shall update this Charter every time there is a substantial change to air passengers rights.
Amendment 522 #
2013/0072(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1
Article 2 – paragraph 1 – point 1
Regulation (EC) No 2027/97
Article 3 – paragraph 2
Article 3 – paragraph 2
The Community air carrier shall provide a complaint form at the airportensure that its check-in and embarkation desks and/or its airport contact staff can supply complaints forms which allows the passenger to immediately submit such a complaint about damaged or delayed baggage. Such a complaint form, which may take the form of a Property Irregularity Report (PIR), shall be accepted by the air carrier at the airport as a complaint pursuant to Article 31(2) of the Montreal Convention. This possibility shall not affect the right of the passenger to submit a complaint via other means within the deadlines given by the Montreal Convention.
Amendment 547 #
2013/0072(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 4
Article 2 – paragraph 1 – point 4
Regulation (EC) No 2027/97
Article 6d – paragraph 1 a (new)
Article 6d – paragraph 1 a (new)
In Article 6d the following paragraph is inserted: '1a. Passengers shall be authorised to carry with them free of charge into the cabin at least one item, such a handbag, a briefcase or a bag containing items purchased at the airport, over and above the maximum cabin baggage allowance. The air carrier shall be entitled to specify the maximum dimensions of such items.'
Amendment 552 #
2013/0072(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 4
Article 2 – paragraph 1 – point 4
Regulation (EC) No 2027/97
Article 6d – paragraph 2
Article 6d – paragraph 2
Where extraordinary circumstances, such as safety reasons or a change of the aircraft type since the booking was made, preclude the carriage in the cabin of items included in the carry-on baggage allowance and other items normally admitted in the cabin, the air carrier may carry them in the hold of the aircraft, but at no extra cost to the passenger. Hand luggage or other items admitted to the cabin on registration at the air carrier's desk in the airport may not for any reason be refused on embarkation unless transferred to the hold at no extra cost to the passenger.
Amendment 557 #
2013/0072(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 4
Article 2 – paragraph 1 – point 4
Regulation (EC) No 2027/97
Article 6e – paragraph 2 a (new)
Article 6e – paragraph 2 a (new)
In Article 6e, the following paragraph shall be inserted: 2a. An air carrier shall clearly indicate at booking and in its terms and conditions the basis on which musical instruments will be transported, including the applicable charges and the facilities for the carriage of musical instruments that are available on the aircraft concerned. Where it is necessary to book a second seat, passengers shall be given the opportunity of doing so online at a competitive rate.
Amendment 577 #
2013/0072(COD)
Proposal for a regulation
Annex 1
Annex 1
Regulation (EC) No 261/2004
Annex 1 – paragraph 1 – point iii
Annex 1 – paragraph 1 – point iii
security risks, acts of sabotage or terrorism, violent political conflicts or wars rendering impossible the safe operation of the flight;
Amendment 36 #
2013/0014(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) The Agency should contribute to the creation and effective functioning of a Single European railway area without frontiers and guaranteeing a high level of safety while improving the competitive position of the railway sector. That should be attained by contributing, on technical matters, to the implementation of European Union legislation by enhancing the level of interoperability of railway systems and to developing a common approach to safety on the European railway system. The Agency should also perform the role of European authority responsible for issuing authorisations for placing on the market for railway vehicles and for types of vehicles, safety certificates for railway undertakings and authorisations for placing in service of trackside control-command and signallingERTMS sub-systems. Moreover, it should monitor national railway rules and the performance of national authorities acting in the railway interoperability and safety fields.
Amendment 52 #
2013/0014(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) In order to further pursue the development of Single European rail area, in particular with relation to providing appropriate information to freight customers and passengers, and taking into account current involvement of the Agency, it is necessary to give it a strengthened role in the field of telematics applications. This would ensure their consistent development and swift deployment, excluding commercial applications, which remain the responsibility of the operators.
Amendment 79 #
2013/0014(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) In order to perform its tasks properly, the Agency should have legal personality and an autonomous budget funded mainly through a contribution by the Union and through fees and charges paid by applicants. The EU contribution will need to be assessed and revised each time new powers are added which are not subject to fees or charges paid by applicants. In order to ensure independence in its daily management and in the opinions, recommendations and decisions which it issues, the Agency’s organisation should be transparent, the Executive Director should have full responsibility. The Agency’'s staff should be independent and should represent an appropriate balance of short-term and long-term contracts, in order to maintain its organisational knowledge and business continuity while keeping necessary and on- going exchange of expertise with the railway sector.
Amendment 85 #
2013/0014(COD)
Proposal for a regulation
Recital 37
Recital 37
(37) In order to properly determine the level of fees and charges which the Agency is entitled to levy, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of articles dealing with issuing and renewal of authorisations for placing in service of trackside control- command and signallingERTMS subsystems, authorisations for placing on the market for vehicles and for types of vehicles, and safety certificates. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level. The Commission, when preparing and drawing-up delegated acts, should ensure a simultaneous, timely and appropriate transmission of relevant documents to the European Parliament and Council.
Amendment 108 #
2013/0014(COD)
Proposal for a regulation
Article 4 – paragraph 3
Article 4 – paragraph 3
3. Each year, each representative body referred to in Article 34 shall forward to the Agency a list of the most qualified experts mandated to represent them in each working party.
Amendment 120 #
2013/0014(COD)
Proposal for a regulation
Article 7 – paragraph 4
Article 7 – paragraph 4
4. Member States and stakeholders shall provide the Agency, as required and at its request, with the data necessary for the impact assessment.
Amendment 124 #
2013/0014(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. The Agency shall issue opinions at the request of thone or more national regulatory bodies referred to in Article 55 of Directive 2012/34/EU [Directive establishing a Single European Rail Area (recast)] concerning safety-related and interoperability-related aspects of matters drawn to their attention.
Amendment 128 #
2013/0014(COD)
Proposal for a regulation
Article 10 – paragraph 1
Article 10 – paragraph 1
1. The Agency may carry out visits to the Member States in order to perform its tasks, in particular those referred to in Articles 12, 21, 22, 16, 17, 18, 27, 28, 29, 30, 31 , 33 and 38, in accordance with the policy defined by the Management Board.
Amendment 131 #
2013/0014(COD)
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
1. The Agency shall issue recommendations to the Commission on the Common Safety Methods (CSMs), the Common Safety Indicators (CSIs) and the Common Safety Targets (CSTs) provided for in Articles 6 and 7 of Directive … [the Railway Safety Directive]. The Agency shall also issue recommendations on periodic revision of CSMs and CSTs to the Commission.
Amendment 136 #
2013/0014(COD)
Proposal for a regulation
Article 12 – paragraph 1
Article 12 – paragraph 1
The Agency shall issue, suspend, amend, renew or revoke single safety certificates in accordance with Articles 10 and 11 of Directive … [the Safety Directive].
Amendment 145 #
2013/0014(COD)
Proposal for a regulation
Article 15 – paragraph 1 – point g a (new)
Article 15 – paragraph 1 – point g a (new)
(ga) submit to the Commission the recommendations on European standards developed by European standardisation bodies, particularly concerning spare parts.
Amendment 150 #
2013/0014(COD)
Proposal for a regulation
Article 15 – paragraph 1 – point g b (new)
Article 15 – paragraph 1 – point g b (new)
(gb) In cooperation with the network of national safety authorities, the Agency shall issue opinions aimed at harmonising the national rules referred to in Article 21(1).
Amendment 164 #
2013/0014(COD)
Proposal for a regulation
Article 16 – paragraph 1
Article 16 – paragraph 1
The Agency shall issue, suspend, amend, renew or revoke authorisations for placing on the market for railway vehicles in accordance with Article 20 of Directive … [the Interoperability Directive].
Amendment 180 #
2013/0014(COD)
Proposal for a regulation
Article 18 – title
Article 18 – title
Authorisations for placing in service of a trackside control-command and signallingERTMS sub-system sub-systems
Amendment 185 #
2013/0014(COD)
Proposal for a regulation
Article 18 – paragraph 1
Article 18 – paragraph 1
The Agency shall issue authorisations for placing in service of thea trackside control- command and signallingERTMS subsystems located or operated in the entire Union in accordance with Article 18 of Directive … [the Interoperability Directive].
Amendment 215 #
2013/0014(COD)
Proposal for a regulation
Article 22 – paragraph 3 – point a
Article 22 – paragraph 3 – point a
(a) issue a recommendation addressed to the Member State concerned, that the problematic rule be repealed or modified immediately, and stating the reasons why theat rule in question shouldhas to be modified or repealed;
Amendment 216 #
2013/0014(COD)
Proposal for a regulation
Article 22 – paragraph 3 – point b
Article 22 – paragraph 3 – point b
(b) inform the Commission about its negative assessment and forward to it the recommendation addressed to the Member State concerned.
Amendment 222 #
2013/0014(COD)
Proposal for a regulation
Article 22 a (new)
Article 22 a (new)
Article 22a Use of the database The Agency shall carry out the technical examination of the national rules in force referred to in available national legislation as listed in its reference document database as at the date of entry into force of this Regulation.
Amendment 230 #
2013/0014(COD)
Proposal for a regulation
Article 26 – paragraph 1
Article 26 – paragraph 1
1. The Agency mayshall assist the railway undertakings, at their request, in checking the technical and operational compatibility between ERTMS on-board and trackside subsystems before placing a vehicle in service.
Amendment 234 #
2013/0014(COD)
Proposal for a regulation
Article 28 – paragraph 2 a (new)
Article 28 – paragraph 2 a (new)
2a. Where the performance of accredited laboratories is in doubt, the Agency shall notify the appropriate bodies accordingly and shall be invited to participate as an observer in peer reviews.
Amendment 241 #
2013/0014(COD)
Proposal for a regulation
Article 29 – paragraph 4
Article 29 – paragraph 4
4. If the Agency considers that the deficiencies referred to in paragraph 3 prevent the national safety authority concerned from effectively performing its tasks in relation to railway safety and interoperability, the Agency shall recommend to the national safety authority to take appropriate steps within a time limit to bewhich it defineds taking into account the importance of the deficiency.
Amendment 247 #
2013/0014(COD)
Proposal for a regulation
Article 30 – paragraph 4
Article 30 – paragraph 4
4. The Agency shall issue audit reports covering the activities referred to in paragraph 3 and send them to the notified conformity assessment body concerned and to the Commission. Each audit report shall include, in particular, any deficiencies identified by the Agency and recommendations for improvement. If the Agency considers that these deficiencies prevent the notified body concerned from effectively performing its tasks in relation to railway safety and interoperability, the Agency shall adopt a recommendation requesting the Member State in which that notified body is established to take appropriate steps within a time limit set by the Agency.
Amendment 250 #
2013/0014(COD)
Proposal for a regulation
Article 31 – paragraph 3
Article 31 – paragraph 3
3. At the Commission’s request, the Agency shall issue recommendations on how to improve the interoperability and safety of the railway systems, in particular by facilitating coordination between railway undertakings and infrastructure managers, or between infrastructure managers.
Amendment 265 #
2013/0014(COD)
Proposal for a regulation
Article 33 – paragraph 1 – introductory part
Article 33 – paragraph 1 – introductory part
1. The Agency shall set up and keep, in the most accessible formats, European registers provided for in Article 43, 44 and 45 of Directive … [Interoperability Directive]. The Agency shall act as the system authority for all registers and databases referred to in the Safety, Interoperability and Train Drivers Directives. This shall include, in particular:
Amendment 273 #
2013/0014(COD)
Proposal for a regulation
Article 33 – paragraph 2 – point f
Article 33 – paragraph 2 – point f
(f) the national rules notified to the Commission in accordance with Article 8 of Directive … [Railway Safety Directive] and Articles 14 of Directive … [Interoperability Directive] and the Agency's assessment of them;
Amendment 293 #
2013/0014(COD)
Proposal for a regulation
Article 41 – paragraph 1
Article 41 – paragraph 1
The Agency shall contribute to identifying potential railway spare parts to be standardised. To this end, the Agency mayshall establish a working party in order to coordinate the stakeholders’ activities and mayshall establish contacts with the European standardisation bodies. The Agency shall present the Commission with appropriate recommendations. within two years after the entry into force of this Regulation and shall submit the results of its work relating to spare parts to the Commission in accordance with the procedure under Article 75.
Amendment 312 #
2013/0014(COD)
Proposal for a regulation
Article 51 – paragraph 1
Article 51 – paragraph 1
1. The Agency shall establish one or more independent Boards of Appeal.
Amendment 329 #
2013/0014(COD)
Proposal for a regulation
Article 54 – paragraph 1
Article 54 – paragraph 1
1. An appeal may be brought before the Board of Appeal against decisions taken, or not taken within the prescribed time limits, by the Agency pursuant to Articles 12, 16, 17 and 18.
Amendment 339 #
2013/0014(COD)
Proposal for a regulation
Article 55 – paragraph 1
Article 55 – paragraph 1
1. Any natural or legal person may appeal against a decision addressed to that person by the Agency pursuant to Articles 12, 16, 17 and 18 or against a failure to take a decision within the prescribed time limits.
Amendment 405 #
2013/0014(COD)
Proposal for a regulation
Article 77 – paragraph 3 a (new)
Article 77 – paragraph 3 a (new)
3a. The Agency shall undertake the certification and authorisation tasks pursuant to Articles 12, 16, 17 and 18 within one year following the entry into force of this Regulation. Until then, Member States shall continue to apply their national legislation.
Amendment 406 #
2013/0014(COD)
Proposal for a regulation
Article 77 – paragraph 3 b (new)
Article 77 – paragraph 3 b (new)
3b. For an additional period of 36 months after the one-year period laid down in Article 77(3a), national safety authorities may continue to issue certificates and authorisations by derogation from Articles 12, 16, 17 and 18 on the terms laid down by the Commission by means of delegated acts within the meaning of Article 75. Before those decisions are taken, the Agency shall ascertain that they will not reduce the level of safety or result in discrimination or restrictions on access to the railway system.
Amendment 98 #
2013/0012(COD)
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) The deployment of alternative fuels infrastructure must be underpinned by a diversified and safe energy mix, which prioritises decarbonised or low-carbon-emission solutions. In order to achieve the objectives of this directive, technological neutrality must be guaranteed and national action frameworks must take due account of the requirement to support the commercial development of alternative fuels that are of an appropriate quality and available in sufficient quantities.
Amendment 99 #
2013/0012(COD)
Proposal for a directive
Recital 10 b (new)
Recital 10 b (new)
When drawing up their national action frameworks, Member States should take due account of the technological maturity of existing solutions in order to determine the priority choice of alternative fuel and the relevant delivery and distribution infrastructure. This balanced approach should also be used when evaluating real market needs and analysing the cost-effectiveness of the commercial development model chosen for each alternative fuel.
Amendment 114 #
2013/0012(COD)
Proposal for a directive
Recital 13
Recital 13
(13) Electric vehicles could contribute to the stability of the electricity system by recharging their batteries from the grid at times of low general electricity demand and feeding power from the batteries back into the grid at times of high general electricity demand. Therefore recharging points should usePeriods of high demand on the local electricity distribution system are likely to coincide with times when prices are low on the wholesale electricity market. Therefore recharging points should use intelligent charging systems, which regulate the power and duration of the charge, and be linked up to intelligent metering systems, and the price for electricity at a recharging point should be market based, so that flexible consumption (and storage) of electricity is promoted through dynamic pricing and signals from the electricity distribution system operator.
Amendment 118 #
2013/0012(COD)
Proposal for a directive
Recital 14
Recital 14
(14) With respect to recharging points for electric vehicles which are not publicly accessible, Member States should ensure consistency and aim to maximis, by means of intelligent control systems, that they contribute to the stability of the electricity system and are economically efficient, using existing solutions and possible synergies with intelligent meter roll-out plans following the obligation under Annex I.2 of Directive 2009/72/EC of the European Parliament and of the Council of 13 July 2009 concerning common rules for the internal market in electricity and repealing Directive 2003/54/EC. PMember States may choose whether or not to make publicly accessible recharging points are currently not part of the regulated activities of a distribution system operator as defined in Chapter VI of Directive 2009/72/EC.
Amendment 124 #
2013/0012(COD)
Proposal for a directive
Recital 17
Recital 17
(17) Hydrogen vehicles, including hydrogen powered two-wheelers, have at present very low market penetration rates but a build-up of sufficient. Before building up sustainable hydrogen refuelling infrastructure is essential to enable larger-scale hydrogen vehicle deployment. , research and development should be encouraged in an effort to ensure that hydrogen is a cost-effective alternative fuel in sufficient supply for a sufficient number of hydrogen-powered vehicles.
Amendment 125 #
2013/0012(COD)
Proposal for a directive
Recital 18
Recital 18
Amendment 131 #
2013/0012(COD)
Proposal for a directive
Recital 20
Recital 20
(20) Member States should ensure that publicly accessible infrastructure for the supply of gaseous Compressed Natural Gas (CNG) to motor vehicles is built up, with distances between refuelling points allowing area covering circulation of CNG vehicles across the Union, as well as a certain number of refuelling points located in urban agglomerations, in close cooperation with regional and local authorities and the sector concerned, and depending on technical feasibility and cost-effectiveness, that sufficient and publicly accessible infrastructure for the supply of gaseous Compressed Natural Gas (CNG) to motor vehicles is built up.
Amendment 135 #
2013/0012(COD)
Proposal for a directive
Recital 21
Recital 21
(21) Liquefied Natural Gas (LNG) is an attractive fuel alternative for vessels to meet the requirements for decreasing the sulphur content in maritime fuels in the Sulphur Emission Control Areas, affecting half of the ships sailing in European Short Sea Shipping, as provided for by Directive 2012/33/EU of the European Parliament and of the Council of 21 November 2012 amending Council Directive 1999/32/EC as regards the sulphur content of marine fuels. A core network of LNG refuelling points for maritime and inland waterway vessels should be available at least by the end of 202030. LNG should be used alongside other fuels, such as low-sulphur-content distillates or fuels with a high sulphur content used by vessels equipped with a scrubber, in an effort to ensure that the aforementioned requirements are met. The initial focus on the core network should not rule out that in the longer perspective LNG is also made available at ports outside the core network, in particular those ports that are important for vessels not engaged in transport operations (fishing vessels, offshore service vessels etc.).
Amendment 175 #
2013/0012(COD)
Proposal for a directive
Article 2 – point 4 a (new)
Article 2 – point 4 a (new)
4a) "Off-peak charging" means a combination of two situations: a low price on the wholesale electricity market and low demand on the electricity grid. At such times the grid manager shall send out a message indicating that power is available at the connection point.
Amendment 190 #
2013/0012(COD)
Proposal for a directive
Article 3 – paragraph 1 – indent 5 a (new)
Article 3 – paragraph 1 – indent 5 a (new)
- an annual report on developments on the alternative fuels market, and in particular on supply and demand on that market;
Amendment 243 #
2013/0012(COD)
Proposal for a directive
Article 4 – paragraph 3 – subparagraph 3
Article 4 – paragraph 3 – subparagraph 3
Member States shall ensure that the equipment for slow and fast recharging points as set out in Annex III.1.1 and Annex III.1.2 shall be available on fair, reasonable and non-discriminatory terms and shall comply with safety standards in force in electrical installations, such as the requirement for a safety shutter for alternating current slow recharging points.
Amendment 259 #
2013/0012(COD)
Proposal for a directive
Article 4 – paragraph 6
Article 4 – paragraph 6
6. All publicly accessible recharging points for electric vehicles shall be equipped with intelligent meteringcontrol systems as defined in Article 2(28) of Directive 2012/27/EU and respect the requirements laid down in Artto encourage off-peak charging and to inform users about the pricle 9(2) of that Directiveof the electricity consumed.
Amendment 264 #
2013/0012(COD)
Proposal for a directive
Article 4 – paragraph 7
Article 4 – paragraph 7
Amendment 282 #
2013/0012(COD)
Proposal for a directive
Article 5 – paragraph 1
Article 5 – paragraph 1
1. Member States oin the territory of which exist already atwhich hydrogen refuelling infrastructure already exists on the dayte of the entry into force of this Directive hydrogen refuelling points shall ensure that a sufficient number of publicly accessible refuelling points are available, with distances not exceeding 300 km, to allow the circulation of hydrogen vehicles within the entire national territory by 31 December 20205 at the latest.
Amendment 301 #
2013/0012(COD)
Proposal for a directive
Article 6 – paragraph 1
Article 6 – paragraph 1
1. Member States shall ensure that publicly accessible LNG refuelling points for maritime and inland waterway transport are provided in all maritime ports of the Trans-European Transport (TEN-T) Core Network, in close cooperation with regional and local authorities and with the sector concerned, shall ensure that the main maritime ports of the Trans- European Transport (TEN-T) Core Network are equipped with publicly accessible LNG refuelling points for maritime and inland waterway transport, with appropriate distances between them, to allow the circulation of LNG vessels Union-wide by 31 December 20230 at the latest. Actual market needs and existing bunkering points shall be taken into consideration when defining the network of LNG refuelling points in maritime ports.
Amendment 309 #
2013/0012(COD)
Proposal for a directive
Article 6 – paragraph 2
Article 6 – paragraph 2
2. Member States shall ensure that, in close cooperation with regional and local authorities and with the sector concerned, shall ensure that the main inland ports of the Trans- European Transport (TEN-T) Core Network are equipped with publicly accessible LNG refuelling points for maritime and inland waterway transport are provided in all inland ports of the TEN-T Core Network,, with appropriate distances between them, to allow the circulation of LNG vessels Union-wide by 31 December 202530 at the latest. Actual market needs and existing bunkering points shall be taken into consideration when defining the network of LNG refuelling points in inland ports.
Amendment 315 #
2013/0012(COD)
Proposal for a directive
Article 6 – paragraph 3
Article 6 – paragraph 3
3. Member States shall cooperate to ensure that heavy duty motor vehicles running on LNG can travel all along the roads on the TEN-T Core Network. For this purposes, publicly accessible refuelling points for LNG shall be established within distances not exceeding 4800 km by 31 December 20230 at the latest.
Amendment 331 #
2013/0012(COD)
Proposal for a directive
Article 6 – paragraph 6
Article 6 – paragraph 6
6. Member States shall ensure, on the basis of identified real market needs and cost- effectiveness, that a sufficient number of publicly accessible refuelling points are available, with maximum distances of 150 km, to allow the circulation of CNG vehicles Union- widein the Union by 31 December 20230 at the latest.
Amendment 11 #
2012/2299(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Stresses that negotiations with some key partners, including Australia and New ZealandBrazil, are still to be concluded, and that wide-ranging air service agreements with such countries could produce substantial economic benefits;
Amendment 40 #
2012/2299(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Calls on the Commission to complete agreementongoing negotiations with neighbouringhood countries such as Ukraine, Turkey, Lebanon, Tunisia, Azerbaijan, Armenia, Algeria and Liby and Algeria;
Amendment 42 #
2012/2299(INI)
Motion for a resolution
Paragraph 28 a (new)
Paragraph 28 a (new)
28a. Calls on the Council to grant the Commission, on a case-by-case basis, mandates for negotiation with other neighbourhood countries such as Turkey, Armenia and Libya;
Amendment 43 #
2012/2299(INI)
Motion for a resolution
Paragraph 29
Paragraph 29
29. Calls on the Commission to complete the negotiations of comprehensive air agreements with key partners, including the Russian Federation, andonsiders that the EU should take a case-by-case approach to its relations with key partners, and calls on the Council to grant the Commission a mandate to negotiate suchcomprehensive air agreements with fast-growing economies such as China and Indiawhere the added value of such an agreement has been demonstrated;
Amendment 47 #
2012/2299(INI)
Motion for a resolution
Paragraph 30
Paragraph 30
30. Calls on the Commission to coimplete a fairment the principles agreementd with the Russian Federation regarding the modernisation of the existing system of utilisation of Trans- Siberian Routes;
Amendment 5 #
2012/2298(INI)
Motion for a resolution
Recital D a (new)
Recital D a (new)
D a. whereas Europe’s strategy must ensure that a balance is struck between efforts to reduce the environmental imprint of transport and ensuring freedom of movement in the European Union in order to achieve a single European transport area which is intermodal, interconnected, integrated and effective in its use of resources;
Amendment 12 #
2012/2298(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Believes that more efficient, coherent and targeted use of R&I in transport policy is key in order to respond to new realities, breaking away from conventional thinking and focusing on pioneering ideas; in order to provide users with innovative transport solutions that meet the needs and fulfil the requirements of availability, profitability, credibility, quality and continuity;
Amendment 17 #
2012/2298(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Stresses that Union policies should be neutral with regard to alternative technologies ('technology neutrality'), with priorities and funding being decided on the basis of results over the entire life-cycle of specific fields, and that harmonisation efforts must not be an obstacle to the development of innovative or alternative solutions in the field of transport, the diversity of the energy mix and deployment of smart communication technologies;
Amendment 28 #
2012/2298(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Believes that R&I in the area of sustainable mobility should be based on the principle of integration, in particular through the abolition of trans-border missing links (interconnections), increased compatibility between and within the systems (interoperability) and a shift to more sustainable modes, such as rail and sustainable waterborne transportthe promotion of the most appropriate mode for a given route (intermodality) ;
Amendment 44 #
2012/2298(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Confirms that efforts to achieve cleaner power for transport and mobility technologies should be linked to more efficient concepts involving less volume and weight, as well as better vehicle design; underlines the potential of innovative energy savings through better use of wind, waves, sun, gravitation and regenand taking advantage of the opportunities offered by renewables and the use of alternative forceuels;
Amendment 56 #
2012/2298(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Strongly supports R&I in the area of individual mobility, for example walking, cycling and other mobility tools whose average weight and volume is significantly less than that of the transported body/objectwhile promoting a differentiated approach, taking into account the needs and specificities of urban, peri-urban, interurban and rural areas;
Amendment 59 #
2012/2298(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Underlines the need for the EU institutions to set examples of good practice within their own mobility management services, such as the further development of Parliament's mobility point for its Members, staff and visitors;
Amendment 64 #
2012/2298(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
Amendment 82 #
2012/2298(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Calls on the Commission to focus its research efforts on further reducing the climateenvironmental impact of different aviation emissions (such as CO2, NOx, sulphur, vapour contrails) modes of transport, in particular by supporting the higher atmosphere while, inter alia, developing obspromotion of so-called altervnation technologies and cooperation between meteorological services and air traffic management and control systems (ATM/ATC)ve fuels and increasing the resilience of infrastructure;
Amendment 9 #
2012/2296(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Takes the view that the rules on competition and state aid should not result in a lack of competitiveness for the European automobile sector and calls on the Commission to evaluate the plans for restructuring, aid and closer relations between manufacturers in the sector in comparison with those put forward by third countries and in order to kick-start an upturn in growth and employment in this sector in Europe;
Amendment 15 #
2012/2296(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Welcomes the Commission’s strategy to deploy alternative fuels charging and refuelling infrastructure for clean vehicles;
Amendment 18 #
2012/2296(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Reiterates the importance of complying with the principle of technological neutrality in the choice of standards in order to protect the investments of first movers and thus encourage innovation in the sector;
Amendment 19 #
2012/2067(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Is of the opinion that the common criteria (non-discrimination, fulfilment of the transport contract, exact and accessible information in good time, and appropriate assistance without delay in the event of problems), together with the ten specific passenger rights listed in the Commission communication, form a core ofcorrespond to the main rights cutting across modes and form a solid basis for establishing a legally enforceable charter on passenger rights;
Amendment 42 #
2012/2067(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls on carrieall transport operators to make greater efforts to inform passengers more fully; considers that information must be provided in time and be readily understandable, exact, and complete, and that, as regards possible travel problems, passengers must be made aware of their rights at the outset, when they book a trip;
Amendment 48 #
2012/2067(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls on carriers to make greater efforts to inform passengers more fully; considers that information must be provided in time and be readily understandable, exact, and complete, and that, as regards possible travel problems,accessible to all passengers, who must be made aware of their rights as regards possible travel problems at the outset, when they book a trip;
Amendment 73 #
2012/2067(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Recommends that adequately staffed info points and help desks be set up at places of departure and arrival (airports, railway stations, bus terminals designated under Article 12 of Regulation 181/2011, and ports) and that both carriers and the operators of the above facilities provide more comprehensive assistance to passengers, particularly in the event of massive travel disruption;
Amendment 91 #
2012/2067(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Calls on the Commission to enable the current law on price transparency and unfair commercial practices to be implemented and enforced effectively, in accordance with Directive 2011/83/EC, and to ensure that the headline price corresponds exactly to the final price and that no unreasonable extra costs (e.g. handling charges orreflects the final price as accurately as possible, by specifically including operating costs, taxes and administrative fees, as well as certain ancillary service costs such as charges for payment by credit card) are added just before a purchase is made or handling charges;
Amendment 138 #
2012/2067(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Calls on the Commission to produce a standard EU-wide complaint form, to be translated into all EU languages and used for all modes, which should be given to passengers when they make a reservation; believes that a fixed maximum time limit for handling complaints should be laid down for all modcalls on the Commission to propose, for all modes of transport, one single legal obligation indicating in days the maximum time limit for handling complaints, to be met by transport operators and/or national complaint- handling services;
Amendment 141 #
2012/2067(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15a. Asks the Commission to ensure that all passengers have the possibility to get in touch with the transport operator, particularly for information or complaint purposes, at non-premium rates by all the methods of communication that can be used when booking;
Amendment 142 #
2012/2067(INI)
Motion for a resolution
Paragraph 15 b (new)
Paragraph 15 b (new)
15b. Considers that contact details for the after-sales services provided by transport operators, such as passenger information and complaints handling services, should be clearly indicated on the ticket, in the same way as all the indispensable features of a transport service such as the price and the summary of terms and conditions of travel;
Amendment 148 #
2012/2067(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Recommends recourse to mediation in order to resolve disputes between passengers and carriers whenever possible for all modes of transport;
Amendment 157 #
2012/2067(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Points to the need, as far as all modes are concerned, for a clearer definition of the term ‘extraordinary circumstances’, as this would enable carriers and national enforcement authorities to apply the rules more consistently and ensure that citizens could be informed to more useful effect about their rights; calls on the Commission to draw up the necessary legislative proposals, while considering the practical differences between modes of transport when drawing up such a definition;
Amendment 165 #
2012/2067(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Calls on the Commission to consider whatpropose legislative measures obliging all actionors to takeprotect passengers should airlines carrier go bankrupt, and draws attention in this connection to its resolution of 25 November 2009;
Amendment 182 #
2012/2067(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Asks the Commission to better reconcile the practice of overbooking with the right to information before purchase and at the various stages of travel, and the right to services provided in accordance with the conditions set out when the ticket was purchased, by specifically proposing compensation determined according to the damage suffered and the mode of transport;
Amendment 186 #
2012/2067(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20 a. urges the Commission to accelerate with the tabling of a legislative proposal revising the Package Travel Directive 90/314/EEC, in order to ensure that consumers and firms in the sector have a clear legal framework both for standard situations and for exceptional situations; stresses, moreover, that during its revision, the Commission shall consider to make the same legislation applicable to all parties offering tourism services, as the quality of a service provided to a consumer and fair competition should be prime factors in this context;
Amendment 191 #
2012/2067(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Calls on carriers, together with industry, to devise comprehensible standard notification procedures and, if possible, set up coordinated notification systems, so as to make travel easier for people with disabilities or reduced mobility and enablcourage them to communicate their assistance needs in advance so that carriers can adapt to specific requirements and thus meet their obligations to assist;
Amendment 202 #
2012/2067(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Maintains that the transport infrastructure and ticket booking systems must be such as to enable people with disabilities or reduced mobility to have access without discrimination to all means of transport and related services; as regards the cases in which unaccompanied people with disabilities are denied boarding on account of safety regulations, draws attention to the judgment handed down by a French court in January 2012;
Amendment 228 #
2012/2067(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Urges the industry to develop a clear system for ‘through tickets’ (i.e. transport contracts for several legs of a journey using the same mode) and integrated tickets (i.e. contacts for intermodal transport chains), with an emphasis on smart cards; draws attention in this connection to the Rail Regulation, which requires computer- assisted information and reservation systems to be adapted to common standards so as to enable travel information and ticketing services to be organised on an EU-wide basis;
Amendment 7 #
2012/2005(INI)
Motion for a resolution
Recital F a (new)
Recital F a (new)
Fa. whereas, in order to complete the implementation of the Single European Sky, it is necessary to take measures to achieve European air safety objectives, so as to improve current standards and ensure a uniformly high degree of public safety;
Amendment 17 #
2012/2005(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
Amendment 20 #
2012/2005(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Notes that maintaining the appropriate levels of safety and operational conditions is becoming more and more of a challenge and urges the Commission to clarify the role of the relevant European bodies, so as to ensure that reliable and transparent European air safety procedures are followed;
Amendment 33 #
2012/2005(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Reminds the Member States of their public commitment towards reaching the goal of a Single European Sky when the relevant legislation was overwhelmingly supported and insists that the Member States remain proactive and involved in the implementation of this legislation and calls on the Commission to initiate appropriate action for failure to meet deadlines for the implementation of this legislation;
Amendment 46 #
2012/2005(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Remains extremely concerned that the creation of Functional Airspace Blocks (FABs) across Europe are behind schedule and highlights the importance of political action by the Member States to reach the objectives for which they are responsible;
Amendment 61 #
2012/2005(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Points out that it is important to persuadecall on the national ANSPs to be proactive in the implementation of the SES legislation;
Amendment 63 #
2012/2005(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Invites Member States, with the aid of the relevant European agencies, to focus on enhancing civil-military cooperation and coordination with neighbouring countries;
Amendment 75 #
2012/2005(INI)
Motion for a resolution
Paragraph 27
Paragraph 27
27. Believes that there needs to be a globally coordinated approach to ensure that the new technologies are interoperable worldwidein response to efforts to achieve standardisation, such as those being sought by the International Civil Aviation organisation (ICAO), to ensure that the new technologies are interoperable worldwide and encourage the signature of research and development cooperation protocols;
Amendment 78 #
2012/2005(INI)
Motion for a resolution
Paragraph 29
Paragraph 29
29. Underlines the need for defragmentation of European airspace and the implementation of the FABs on schedule to unleash the beneficial effects of the SES;
Amendment 601 #
2012/0366(COD)
Proposal for a directive
Article 7 – paragraph 6
Article 7 – paragraph 6
6. Member States shall notmay increase the size of the health warnings including by introduction of an obligation to surround the health warnings by a border. The actual size of the health warnings shall be calculated in relation to the surface on which they are placed before the unit packet is opened.
Amendment 668 #
2012/0366(COD)
Proposal for a directive
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) cover 750 % of the external area of both the front and back surface of the unit packet and any outside packaging;
Amendment 692 #
2012/0366(COD)
Proposal for a directive
Article 9 – paragraph 1 – point e
Article 9 – paragraph 1 – point e
(e) be positioned at the top edgebottom of the unit packet and any outside packaging, and in the same direction as any other information appearing on the packaging;
Amendment 709 #
2012/0366(COD)
Proposal for a directive
Article 9 – paragraph 1 – point g
Article 9 – paragraph 1 – point g
Amendment 97 #
2012/0361(COD)
Proposal for a regulation
Article 4 – paragraph 3 – point a
Article 4 – paragraph 3 – point a
(a) the pilot-in-command or, where appropriate, any other crew member of an aircraft registered in a Member State or an aircraft registered outside the Union but used by an operator for which a Member State ensures oversight of operations or an operator established in the Union;
Amendment 115 #
2012/0361(COD)
Proposal for a regulation
Article 5 – paragraph 4
Article 5 – paragraph 4
4. Each organisation certified or approved by a Member Statwhich is established in a Member State and is not covered by paragraph 5 of this Article shall report to the competent authority of that Member State, as referred to in Article 6(2), the details on occurrences collected in accordance with paragraph 1 within 72 hours of the actual or potential danger to aviation safety being identified.
Amendment 117 #
2012/0361(COD)
Proposal for a regulation
Article 5 – paragraph 5
Article 5 – paragraph 5
5. Each organisation certified or approved by EASA shall report to EASA the details on occurrences collected in accordance with paragraph 1 within 72 hours of the actual or potential danger to aviation safety being identified.
Amendment 124 #
2012/0361(COD)
Proposal for a regulation
Article 6 – paragraph 2 a (new)
Article 6 – paragraph 2 a (new)
(2a) EASA shall designate one or more persons to put in place a mechanism to collect, evaluate, process, analyse and store details on occurrences reported in accordance with Articles 4 and 5. The designated persons shall work separately and independently from other departments of the organisation when handling the information reported in order to ensure the confidentiality of the information and the anonymity of the persons concerned by the occurrence.
Amendment 125 #
2012/0361(COD)
Proposal for a regulation
Article 6 – paragraph 2 – subparagraph 1
Article 6 – paragraph 2 – subparagraph 1
Each Member State shall designate one or more competent authorities to put in place a mechanism to collect, evaluate, process, analyse and store details on occurrences reported in accordance with Articles 4 and 5. The designated competent authoritiepersons shall work separately and independently from other departments of the organisation when handling the information reported in order to ensure the confidentiality of the information and the anonymity of the persons concerned by the occurrence.
Amendment 129 #
2012/0361(COD)
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. A point of contact which receives a request shall check that it is made by an interested party and that the point of contact is competent to deal with such request. If the point of contact to which the request is made is not competent, it shall forward the request to the point of contact which is competent, as described in Article 10(2).
Amendment 138 #
2012/0361(COD)
Proposal for a regulation
Article 16 – paragraph 1
Article 16 – paragraph 1
1. Each organisation established in a Member State shall ensure that all personal data such as names or addresses of individual persons are only made available to the personsstaff of the organisations designated in accordance with Article 6(1) and are never recorded in the database of the organisation referred to in Article 6(13). Disidentified information shall be disseminated within the organisation as appropriate. Each organisation established in a Member State shall processes personal data only to such an extent as necessary for the purpose of this Regulation and without prejudice to the national legislations implementing Directive 95/46/EC.
Amendment 139 #
2012/0361(COD)
Proposal for a regulation
Article 16 – paragraph 2
Article 16 – paragraph 2
2. Each Member State shall ensure that all personal data such as that names or addresses of individual persons are only made available, when they are forwarded, to the staff of the competent authorities designated in accordance with Article 6(2) and are never recorded in the national database mentionedreferred to in Article 6(4). Disidentified information shall be made available to all relevant parties notably to allow them to discharge their obligations in terms of aviation safety improvement. Each Member State shall processes personal data only to such an extent as necessary for the purpose of this Regulation and without prejudice to the national legislations implementing Directive 95/46/EC.
Amendment 140 #
2012/0361(COD)
Proposal for a regulation
Article 16 – paragraph 2 a (new)
Article 16 – paragraph 2 a (new)
(2a) EASA shall ensure that all personal data such as names or addresses of individual persons are only made available, when they are forwarded, to competent staff of the Agency designated in accordance with Article 6(2)(a) and are not recorded in the EASA database referred to in Article 6(5)(a). Disidentified information shall be made available to all relevant parties notably to allow them to discharge their obligations in terms of aviation safety improvement. EASA shall process personal data only to the extent necessary for the purpose of this Regulation and without prejudice to Directive 95/46/EC.
Amendment 8 #
2012/0344(NLE)
Proposal for a regulation
Recital 11
Recital 11
(11) In relation to aid for transport by rail, road and inland waterways, Article 93 of the Treaty states that aid meeting the needs of coordination of transport or representing reimbursement for the discharge of certain obligations inherent in the concept of a public service shall be compatible with the Treaties. Article 9 of Regulation (EC) No 1370/2007 of the European Parliament and of the Council of 23 October 2007 on public passenger transport services by rail and by road currently exempts from the prior notification requirement laid down in Article 108(3) of the Treaty public service compensations for the operation of public passenger transport services or for complying with tariff obligations that are established through general rules and paid in accordance with Regulation (EC) No 1370/2007. In order to harmonize the approach to block exemption regulations in the field of State aid, and in accordance with the procedures foreseen in Articles 108(4) and 109 of the Treaty, aid for the coordination of transport or reimbursement for the discharge of certain obligations inherent in the concept of a public service as referred to in Article 93 of the Treaty should be brought under the scope of Regulation (EC) No 994/98. Article 9 of Regulation (EC) No 1370/2007 should be therefore be deleted with effect from six months after the entry into force of a regulation adopted by the Commission concerning this category of State aid.
Amendment 13 #
2012/0344(NLE)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Article 1 – paragraph 1 – point 1 – point a
Regulation (EC) No 994/98
Article 1–paragraph 1– point a–point xii
Article 1–paragraph 1– point a–point xii
Amendment 16 #
2012/0344(NLE)
Proposal for a regulation
Article 2
Article 2
Regulation (EC) No 1370/2007
Article 9
Article 9
Amendment 15 #
2012/0328(COD)
Proposal for a decision
Recital 3
Recital 3
(3) In order to avoid distortions of competition, this derogation should only apply in respect of aircraft operators that have either not received or have returned all free allocations which have been allocated in respect of such activities in 2012. For the same reason, these allowances should not be taken into account for the purposes of calculating entitlements to use international credits within the framework of Directive 2003/87/EC, with the exception of international credits acquired prior to the entry into force of this decision.
Amendment 16 #
2012/0328(COD)
Proposal for a decision
Recital 3
Recital 3
(3) In order to avoid distortions of competition, this derogation should only apply in respect of aircraft operators that have either not received or have returned all free allocations which have been allocated in respect of such activities in 2012. For the same reason, these allowances should not be taken into account for the purposes of calculating entitlements to use international credits within the framework of Directive 2003/87/EC, with the exception of credits acquired before the entry into force of this Decision.
Amendment 22 #
2012/0328(COD)
Proposal for a decision
Article 3 – paragraph 1
Article 3 – paragraph 1
Allowances cancelled pursuant to Article 2 shall not be taken into account for the purposes of calculating entitlements to use international credits within the framework of Directive 2003/87/EC. International credits acquired by air carriers before the entry into force of this Decision, pursuant to Directive 2008/101/EC of the European Parliament and of the Council of 19 November 2008 amending Directive 2003/87/EC so as to include aviation activities in the scheme for greenhouse gas emission allowance trading within the Community,1 may be used in 2013 within the limit of 15% of their allowances that have been cancelled or restored. ____________ 1 OJ L 8, 13.1.2009, p. 3..
Amendment 25 #
2012/0328(COD)
Proposal for a decision
Article 3 – paragraph 1
Article 3 – paragraph 1
Allowances cancelled pursuant to Article 2 shall not be taken into account for the purposes of calculating entitlements to use international credits within the framework of Directive 2003/87/EC. International credits acquired prior to the entry into force of this decision in accordance with Directive 2008/101/EC may be used in 2013 up to a limit of 15% of the allowances cancelled or returned.
Amendment 46 #
2012/0305(COD)
Proposal for a regulation
Article 2 – paragraph 3 – subparagraph 1
Article 2 – paragraph 3 – subparagraph 1
Where a leakage of those gases is detected, the operators shall ensure that the equipment is repaired without undue delay and before any further use of the equipment.
Amendment 61 #
2012/0305(COD)
Proposal for a regulation
Article 8 – paragraph 1 – point c a (new)
Article 8 – paragraph 1 – point c a (new)
ca) persons who charge with hydrofluorocarbons the equipment listed in Article 12(1);
Amendment 82 #
2012/0305(COD)
Proposal for a regulation
Article 11 – paragraph 3 – subparagraph 1
Article 11 – paragraph 3 – subparagraph 1
The use of fluorinated greenhouse gases, or of mixtures that contain fluorinated greenhouse gases, with a global warming potential of 2500 or more, to service or maintain refrigeration equipment designed to operate at a temperature of 50°C or more, with a charge size equivalent to 540 tonnes of CO2 or more, shall be prohibited from 1 January 20205, unless the gases have been recovered or recycled.
Amendment 85 #
2012/0305(COD)
Proposal for a regulation
Article 12 – paragraph 1 – subparagraph 1
Article 12 – paragraph 1 – subparagraph 1
From [dd/mm/yyyy] [insert date 3 years after entry into force of this regulation], refrigeration, air-conditioning and heat pump equipment shall not be charged with hydrofluorocarbons before it is placed on the market or before it is made available to the end-user for its first installationmust not be imported into the European Union unless the importer is registered in the quota registry in accordance with Article 15.
Amendment 88 #
2012/0305(COD)
Proposal for a regulation
Article 13 – paragraph 1
Article 13 – paragraph 1
1. The Commission shall ensure that where safe and technologically- and economically-viable alternatives are available on the market, the quantity of hydrofluorocarbons that producers and importers are entitled to place on the market in the Union each year does not exceed the maximum quantity for the year in question calculated in accordance with Annex V. Each producer and importer shall ensure that the quantity of hydrofluorocarbons calculated in accordance with Annex V that it places on the market does not exceed the quota allocated to it pursuant to Article 14(5) or transferred to it pursuant to Article 16.
Amendment 94 #
2012/0305(COD)
Proposal for a regulation
Article 13 – paragraph 4 – point a
Article 13 – paragraph 4 – point a
a) amending the maximum quantities set out in Annex V in the light of developments of the market in hydrofluorocarbons and related emissions, as soon as a safe and technologically- and economically-viable alternative becomes available on the market; and
Amendment 12 #
2012/0288(COD)
Proposal for a directive
Recital 1
Recital 1
(1) Article 3(4) of Directive 2009/28/EC on the promotion of the use of energy from renewable energy sources and amending and subsequently repealing Directives 2001/777/EC and 2003/30/EC9 requires Member States to ensure that the share of energy from renewable energy sources in all forms of transport in 2020 is at least 10% of their final energy consumption. The blending of biofuels is one of the methods available for Member States to meet this target, and is expected to be the main contributor. The European market in fuels is expected to remain extremely dependent on the availability of diesel oil, which particularly characterises it. In response to this high level of dependence, increased biodiesel production should be encouraged.
Amendment 27 #
2012/0288(COD)
Proposal for a directive
Recital 6
Recital 6
(6) Liquid renewable fuels are likely to be required by the transport sector in order to reduce its greenhouse gas emissions. Advanced biofuels, such as those made from wastes, residues and algae, provide high greenhouse gas savings with low risk of causing indirect land use change and do not compete directly for agricultural land for the food and feed markets. It is appropriate, therefore, to encourage greater production of such advanced biofuels as these are currently not commercially available in large quantities, in part due to competition for public subsidies with established food crop based biofuel technologies. Further incentives should be provided by increasing the weighting of advanced biofuels towards 10% target for transport set in Directive 2009/28/EC compared to conventional biofuels. In this context, othe contribution of biofuels from agricultural food products to the target renewable energy production figure, amounting to 10% of final energy consumption in the transport sector, should be limited to 5% up to 2020. Only advanced biofuels with low estimated indirect land use change impacts and high overall greenhouse gas savings should be supported as part of the post 2020 renewable energy policy framework. To that end, all innovative means of conversion should be encouraged as part of a European biofuel policy. .
Amendment 35 #
2012/0288(COD)
Proposal for a directive
Recital 8
Recital 8
(8) The minimum greenhouse gas saving threshold for biofuels and bioliquids produced in new installations should be increased with effect from 1st July 2014 in order to improve their overall greenhouse gas balance as well as disencouraging further investments in installations with lowhigh greenhouse gas savings performance. This increaseA 50% minimum threshold provides for investment safeguards in biofuels and bioliquids production capacities in conformity with Article 19(6) second subparagraph.
Amendment 55 #
2012/0288(COD)
Proposal for a directive
Recital 12
Recital 12
(11) The Commission should reviewAlthough land-use change emissions are a recognised phenomenon, no objective and harmonised procedures yet exist to measure them. The Commission should therefore review regularly the methodology for estimating land-use change emission factors included in Annexes VIII and V to Directives 2009/28/EC and 98/70/EC respectively in the light of adaptation to technical and scientific progress. To this end, and if warranted by the latest available scientific evidence, the Commission should consider the possibility of revising the proposed crop group indirect land-use change factors, as well as introducing factors at further levels of disaggregation and including additional values should new biofuel feedstocks come to market. In order to increase legal security regarding investment in biofuel production, the Commission should establish an objective and harmonised methodology for estimating land-use change emission factors.
Amendment 86 #
2012/0288(COD)
Proposal for a directive
Article 1 – point 2 – subpoint a
Article 1 – point 2 – subpoint a
Directive 98/70/EC
Article 7b – paragraph 2 – subparagraph 1
Article 7b – paragraph 2 – subparagraph 1
The greenhouse gas emission saving from the use of biofuels taken into account for the purposes referred to in paragraph 1 shall be at least 650 % for biofuels produced in installations starting operation after 1st July 2014. An installation is “in operation” if the physical production of biofuels has taken place.
Amendment 97 #
2012/0288(COD)
Proposal for a directive
Article 1 – point 3 – subpoint a
Article 1 – point 3 – subpoint a
Directive 98/70/EC
Article 7d – paragraph 6
Article 7d – paragraph 6
The Commission shall be empowered to adopt delegated acts pursuant to Article 10a concerning the adaptation to technical and scientific progress of Annex V, including by the revision of the proposed crop group indirect land-use change values; the introduction of new values at further levels of disaggregation; the inclusion of additional values should new biofuel feedstocks come to market as appropriate, review the categories of which biofuels are assigned zero indirect land-use change emissions; and the development of factors for feedstocks from non-food cellulosic and ligno-cellulosic materials, provided they encourage research and development in respect of innovative technologies in the Member States and reflect the need to improve the security of supply in diesel- type fuels.
Amendment 114 #
2012/0288(COD)
Proposal for a directive
Article 2 – point 2 – subpoint b
Article 2 – point 2 – subpoint b
Directive 2009/28/EC
Article 3 – paragraph 1 – subparagraph 2
Article 3 – paragraph 1 – subparagraph 2
For the purpose of compliance with target referred to in the first subparagraph, the maximum joint contribution from biofuels and bioliquids produced from vegetable oil and sugar ethanol, cereal and other starch rich crops, sugars and oil crops shall be no more than the energy quantity corresponding to the maximum contribution as set out in Article 3(4)d.
Amendment 125 #
2012/0288(COD)
Proposal for a directive
Article 2 – point 2 – subpoint c – subpoint ii
Article 2 – point 2 – subpoint c – subpoint ii
Directive 2009/28/EC
Article 3 – paragraph 4 – point d
Article 3 – paragraph 4 – point d
for the calculation of biofuels in the numerator, the share of energy from biofuels produced from vegetable oil and sugar ethanol, cereal and other starch rich crops, sugars and oil crops shall be no more than 5%, the estimated share at the end of 2011, of the final consumption of energy in transport in 2020.
Amendment 137 #
2012/0288(COD)
Proposal for a directive
Article 2 – point 2 – subpoint c – subpoint iii
Article 2 – point 2 – subpoint c – subpoint iii
Directive 2009/28/CE
Article 3 – paragraph 4 – point e – point iiia (new)
Article 3 – paragraph 4 – point e – point iiia (new)
iii a) biofuels produced from materials listed in Annex IX must equal at least 2 % of the final consumption of energy in transport by 2020.
Amendment 140 #
2012/0288(COD)
Proposal for a directive
Article 2 – point 2 – subpoint c – subpoint iii
Article 2 – point 2 – subpoint c – subpoint iii
Directive 2009/28/EC
Article 3 – paragraph 4 – point e – subparagraph 3
Article 3 – paragraph 4 – point e – subparagraph 3
The list of feedstock set out in Annex IX may be adapted to scientific and technical progress, in order to ensure a correct implementation of the accounting rules set out in this Directive. The Commission shall be empowered to adopt delegated acts in accordance with Article 25 (b) concerning the list of feedstock set out in Annex IX, subject to their encouraging research and development into innovative technologies in Member States and their taking into account the improvements needed in security of supply for diesel-type fuels.
Amendment 145 #
2012/0288(COD)
Proposal for a directive
Article 2 – point 5 – subpoint a
Article 2 – point 5 – subpoint a
Directive 2009/28/EC
Article 17 – paragraph 2 – subparagraph 1
Article 17 – paragraph 2 – subparagraph 1
The greenhouse gas emission saving from the use of biofuels and bioliquids taken into account for the purposes referred to in paragraph 1 shall be at least 650 % for biofuels and bioliquids produced in installations starting operation after 1st July 2014. An installation is “in operation” if the physical production of biofuels or bioliquids has taken place.
Amendment 169 #
2012/0288(COD)
Proposal for a directive
Article 3
Article 3
The Commission shall, before 31 December 2017, submit a report to the European Parliament and to the Council reviewing, on the basis of the best latest available scientific evidence, the effectiveness of the measures introduced by this Directive in: - limiting indirect land- use change greenhouse gas emissions associated with the production of biofuel and bioliquids; - encouraging research and development into innovative technologies in Member States and taking into account the improvements needed in security of supply of diesel-type fuels. The report shall, if appropriate, be accompanied by a legislative proposal based on the best available scientific evidence, for introducing estimated indirect land use change emissions factors into the appropriate sustainability criteria to be applied from 1st January 2021 and a review of the effectiveness of the incentives provided for biofuels from non- land using feedstocks and non-food crops under Article 3(4)d of Directive 2009/28/EC.
Amendment 186 #
2012/0288(COD)
Proposal for a directive
Annex II – point 3
Annex II – point 3
Directive 2009/28/EC
Annex IX – Part A – point -a (new)
Annex IX – Part A – point -a (new)
(-a) Used cooking oil.
Amendment 188 #
2012/0288(COD)
Proposal for a directive
Annex II – point 3
Annex II – point 3
Directive 2009/28/EC
Annex IX – Part A– point n a (new)
Annex IX – Part A– point n a (new)
(n a) Sugar crops used to produce new molecules (with the exception of ethanol).
Amendment 193 #
2012/0288(COD)
Proposal for a directive
Annex II – point 3
Annex II – point 3
Directive 2009/28/EC
Annex IX – Part B – point a
Annex IX – Part B – point a
Amendment 572 #
2012/0288(COD)
Proposal for a directive
Annex II – point 3
Annex II – point 3
Directive 2009/28/EC
Annex IX – part A – point n a (new)
Annex IX – part A – point n a (new)
(na) Used cooking oil.
Amendment 596 #
2012/0288(COD)
Proposal for a directive
Annex II – point 3
Annex II – point 3
Directive 2009/28/EC
Annex IX – part B – point a
Annex IX – part B – point a
Amendment 40 #
2012/0191(COD)
Proposal for a regulation
Article 1 – point 2 a (new)
Article 1 – point 2 a (new)
Regulation (EU) No 510/2011
Article 5
Article 5
Amendment 52 #
2012/0191(COD)
Proposal for a regulation
Article 1 – point 5 – point c
Article 1 – point 5 – point c
Regulation (EU) No 510/2011
Annex 1 – point 1 – point c
Annex 1 – point 1 – point c
a = 0,0963.
Amendment 67 #
2012/0190(COD)
Proposal for a regulation
Article 1 – point 4
Article 1 – point 4
Regulation (EC) No 443/2009
Article 5 a (new) – paragraph 1
Article 5 a (new) – paragraph 1
In calculating the average specific emissions of CO2, each new passenger car with specific emissions of CO2 of less than 350 g CO2/km shall be counted as 1.3 passenger cars in the period from 2020 to 2023 and as 1 passenger car from 2024 onwards.
Amendment 69 #
2012/0190(COD)
Proposal for a regulation
Article 1 – point 4
Article 1 – point 4
Regulation (EC) No 443/2009
Article 5 a (new) – paragraph 2
Article 5 a (new) – paragraph 2
Amendment 96 #
2012/0190(COD)
Proposal for a regulation
Article 1 – point 13
Article 1 – point 13
Regulation (EC) No 443/2009
Annex I – point 1 – point c
Annex I – point 1 – point c
a = 0,0333296.
Amendment 103 #
2012/0190(COD)
Proposal for a regulation
Article 1 – point 4
Article 1 – point 4
Regulation 2009/443/EC
Article 5a – paragraph 1
Article 5a – paragraph 1
1. In calculating the average specific emissions of CO2, each new passenger car with specific emissions of CO2 of less than 350 g CO2/km shall be counted as 1.3 passenger cars in the period from 2020 to 2023 and as 1 passenger car from 2024 onwards.
Amendment 109 #
2012/0190(COD)
Proposal for a regulation
Article 1 – point 4
Article 1 – point 4
Regulation 2009/443/EC
Article 5a – paragraph 2
Article 5a – paragraph 2
Amendment 10 #
2012/0184(COD)
Proposal for a regulation
Title
Title
Proposal for a REGULATIONDIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on periodic roadworthiness tests for motor vehicles and their trailers and repealing Directive 2009/40/EC (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.)
Amendment 13 #
2012/0184(COD)
Proposal for a regulation
Recital 7
Recital 7
Amendment 21 #
2012/0184(COD)
Proposal for a regulation
Recital 7
Recital 7
Amendment 27 #
2012/0184(COD)
Proposal for a regulation
Article 2 – paragraph 1 – indent 7
Article 2 – paragraph 1 – indent 7
Amendment 41 #
2012/0184(COD)
Proposal for a regulation
Title 1
Title 1
Proposal for a REGULATIONDIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on periodic roadworthiness tests for motor vehicles and their trailers and repealing Directive 2009/40/EC (Text with EEA relevance)
Amendment 43 #
2012/0184(COD)
Proposal for a regulation
Article 2 – paragraph 1 – indent 7
Article 2 – paragraph 1 – indent 7
Amendment 47 #
2012/0184(COD)
Proposal for a regulation
Article 5 – paragraph 1 – indent 1
Article 5 – paragraph 1 – indent 1
Amendment 47 #
2012/0184(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) A number of technical standards and requirements on vehicle safety have been adopted within the Union. It is however necessary to ensure, through a regime of periodic roadworthiness tests, that after being placed on the market, vehicles continue to meet safety standards throughout their lifetime. This regime should apply toMember States might introduce national requirements concerning roadworthiness tests for categories of vehicles as defined in Directive 2002/24/EC of the European Parliament and of the Council of 18 March 2002 relating to the type- approval of two or three-wheel motor vehicles and repealing Council Directive 92/61/EEC18,; this regime should apply to categories of vehicles as defined in Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval for motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles19 and Directive 2003/37/EC of the European Parliament and of the Council of 26 May 2003 on type-approval of agricultural or forestry tractors, their trailers and interchangeable towed machinery, together with their systems, components and separate technical units and repealing Directive 74/150/EEC20.
Amendment 50 #
2012/0184(COD)
Proposal for a regulation
Article 5 – paragraph 1 – indent 2
Article 5 – paragraph 1 – indent 2
– Vehicles of category M1, N1 and O2: four years after the date on which the vehicle was first registered, then two years and thereafter annuallyand thereafter every two years;
Amendment 50 #
2012/0184(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 5
Article 3 – paragraph 1 – point 5
Amendment 53 #
2012/0184(COD)
Proposal for a regulation
Recital 7
Recital 7
Amendment 55 #
2012/0184(COD)
Proposal for a regulation
Article 5 – paragraph 2
Article 5 – paragraph 2
Amendment 56 #
2012/0184(COD)
Proposal for a regulation
Article 5 – paragraph 1 – indent 1
Article 5 – paragraph 1 – indent 1
Amendment 60 #
2012/0184(COD)
Proposal for a regulation
Article 5 – paragraph 1 – indent 2
Article 5 – paragraph 1 – indent 2
– Vehicles of category M1, N1 and O2: four years after the date on which the vehicle was first registered, then two years and thereafter annuallyand thereafter every two years;
Amendment 65 #
2012/0184(COD)
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. In the case of major deficiencies, the competent national authority shallmay decide on the conditions under which a vehicle may be used before undergoing another roadworthiness test. The latter test shall take place within six weeks following the initial test.
Amendment 66 #
2012/0184(COD)
Proposal for a regulation
Article 9 – paragraph 3
Article 9 – paragraph 3
3. In the case of dangerous deficiencies, the competent national authority may decide that the vehicle shall not be used on publicly accessible roads and that its registration shall be withdrawn in accordance with Article 3a of Directive XXX of the European Parliament and of the Council amending Council Directive 1999/37/EC on the registration documents for vehicles until the deficiencies are rectified and a new roadworthiness certificate is issued testifying that the vehicle is in a roadworthy condition.
Amendment 94 #
2012/0184(COD)
Proposal for a regulation
Article 2 – paragraph 1 – introductory part
Article 2 – paragraph 1 – introductory part
1. This RegulationDirective shall apply to vehicles with a design speed exceeding 25 km/h of the following categories, as referred to in Directive 2002/24/EC, Directive 2007/46/EC and Directive 2003/37/EC:
Amendment 108 #
2012/0184(COD)
Proposal for a regulation
Article 2 – paragraph 1 – indent 7
Article 2 – paragraph 1 – indent 7
Amendment 125 #
2012/0184(COD)
Proposal for a regulation
Article 2 – paragraph 2 – indent 1 a (new)
Article 2 – paragraph 2 – indent 1 a (new)
– two- or three-wheel vehicles – vehicle categories L1e, L2e, L3e, L4e, L5e, L6e and L7e,
Amendment 185 #
2012/0184(COD)
Proposal for a regulation
Article 5 – paragraph 1 – indent 1
Article 5 – paragraph 1 – indent 1
Amendment 200 #
2012/0184(COD)
Proposal for a regulation
Article 5 – paragraph 1 – indent 2
Article 5 – paragraph 1 – indent 2
– Vehicles of category M1, N1 and O2: four years after the date on which the vehicle was first registered, then and every two years and thereafter annually;
Amendment 213 #
2012/0184(COD)
Proposal for a regulation
Article 5 – paragraph 2
Article 5 – paragraph 2
Amendment 249 #
2012/0184(COD)
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. In the case of major deficiencies, the national competent authority shallmay decide on the conditions under which a vehicle may be used before undergoing another roadworthiness test. The latter test shall take place within six weeks following the initial test.
Amendment 251 #
2012/0184(COD)
Proposal for a regulation
Article 9 – paragraph 3
Article 9 – paragraph 3
3. In the case of dangerous deficiencies, the competent national authority may decide that the vehicle shall not be used on publicly accessible roads and that its registration shall be withdrawn in accordance with Article 3a of Directive XXX of the European Parliament and of the Council amending Council Directive 1999/37/EC on the registration documents for vehicles24 until the deficiencies are rectified and a new roadworthiness certificate is issued testifying that the vehicle is in a roadworthy condition.
Amendment 3 #
2011/2310(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Stresses the need for effective crossborder coordination and cooperation between rail, seaports, inland ports, hinterland terminals and logistics, in order to develop a more sustainable transport system, including high-speed train lines; underlines the need to facilitate mobility between the Atlantic region and the other seaboards in order to guarantee territorial cohesion and continuity;
Amendment 8 #
2011/2310(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Recalls the benefits of the creation of a single European airspace in order to strengthen territorial cohesion via increased traffic between regional airports within the European Union, and therefore calls on the Commission to ensure the use of functional airspace blocks within the deadlines set to achieve this objective;
Amendment 9 #
2011/2310(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Believes that particular priority should be given to connections between harbours and inland regions, including via inland waterways, so as to ensure that all parts of the region can benefit from the growth of maritime transport; in this context recalls the importance of adopting an integrated approach to the management of maritime and coastal zones and the hinterland, in particular by encouraging projects promoting the land-sea interface;
Amendment 17 #
2011/2310(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Calls for the improvement of the existing vessel monitoring systems and the conclusion of data-sharing agreements between competent authorities, in order to permit the identification and tracking of ships and fight threats such as crossborder crime, smuggling, illegal fishing and trafficking; stresses the importance of promoting the deployment and implementation of the European satellite navigation programmes (EGNOS and Galileo), in order to cover search and rescue support systems in the Atlantic; recalls the need to ensure long-term financing by the European Union of the Global Monitoring for Environment and Security (GMES) programme, which contributes in particular to the prevention and management of maritime risks;
Amendment 25 #
2011/2310(INI)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Recalls that the attractiveness, competitiveness and dynamism of the Atlantic coastal areas depend on strengthening their tourism potential; underlines the importance therefore of extending tourist seasons and of diversifying products and client bases in order to eliminate the effects of seasonality, to promote the numerous assets of these areas by also encouraging nautical tourism, cruises, spa tourism and cultural tourism, and to promote action guaranteeing the linking of activities in coastal and maritime areas with tourism products in the interior; stresses the need to mitigate the impact of tourism activities and infrastructures on the environment and to provide for management of coastal areas and the hinterland guaranteeing the sustainability of these areas and their fauna, flora and landscape;
Amendment 16 #
2011/2196(INI)
Motion for a resolution
Recital C
Recital C
C. whereas the connectivity offered by aviation to EU regions, citizens and businesses is unique and cannot be replaced; whereas Europe's airports provide a network of 150 000 city pairs, while Europe's high-speed trains provide a network of about 100 city pairs;
Amendment 148 #
2011/2196(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Notes the tendency of certain air carriers, especially low cost carriers (LCCs), to add unavoidableSuggests that companies must offer, to all residents of all EU states, a credit or debit charges on to the headline price of air tickets,d payment option which would be free of charge, and further recommends that such as charges for the use of debit or creditd should have no monthly or administration chards; is concerned that, as a result, some passengers may be deterred from using regional air services; wishes to see special attention paid to the impact of this practice on regional air services during the revision of air passenger rightsges associated with it, even if offered by a company separate to the airline, and that, where airlines have a large majority of their passengers paying an extra charge related to payment, this charge should be outlawed and considered an unavoidable charge, and therefore included as part of the headline price;
Amendment 19 #
2011/2150(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Calls on the Commission to promotensure uniform application of the Regulations and develop better cooperation amongst the EBs, including via exchange of best practice and formalisation of a European network of EBs;
Amendment 23 #
2011/2150(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Considers that there is a need for a better definition of the EBs’ role, that EBs should be able to act on their own initiative and have no conflict of interest with air carriers or airports and that national sanctions applicable to air carriers in case of breach of EU rules should be made more effective; considers that EBs should be obliged to publish details of the complaints they receive on a yearly basis and that the Commission should publish a league table based on air carriers’ performance;
Amendment 43 #
2011/2150(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Stresses that air carriers should ensure the presence of contact personnel at each airport they operate from who can take immediate decisionsapply the decisions laid down by the Regulation in case of disruption, in particular with regard to assistance, reimbursement, rerouting and rebooking, and with whom complaints can be lodged;
Amendment 57 #
2011/2150(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Underlines that passengers should have the right to be informed about the ‘Passenger Name Record’ (PNR) kept on them by the air carrier; stresses that passengers should not be denied boarding on the basis of their PNR, except if they are suspected of terrorist crim carrier is obliged to do so on grounds of public security, at the request of and in cooperation with the competent national authorities;
Amendment 84 #
2011/2150(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Calls on the Commission to examinpropose measures that would allow passengers to correct online booking errors or to withdraw from an online reservationrelating to PNR data, free of charge, within a cooling-off period of at least 48 hours following the initial booking;
Amendment 100 #
2011/2150(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Calls on the Commission to propose measures that would make it possible to harmonise commercial practice concerning hand luggage so as to protect passengers against excessive restrictions and to allow them to carry on board a reasonable amount of hand luggage, including purchases from airport shops;
Amendment 110 #
2011/2150(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Calls on the Commission to incorporate the European Court of Justice’s interpretations of various definitions and terms, in particularclarify the notion of ‘extraordinary circumstances’ and the rules foron assistance and compensation, in any upcoming revision of the Regulation, taking note of the European Court of Justice’s interpretations of various definitions and terms;
Amendment 125 #
2011/2150(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Calls on the Commission to propose ways of better reconciling the practice of overbooking with the duty of information to the passenger and the right to services provided in accordance with the conditions set out when the ticket was purchased;
Amendment 132 #
2011/2150(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Believes that passengers whose luggage has been lost or delayed should enjoy equivalent rights, in terms of compensation and assistance, to passengers who have been delayed themselvesbe informed of their rights under the Montreal Convention and Regulation (EC) No 889/2002;
Amendment 144 #
2011/2150(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Calls on the Commission to propose a maximum time limit of one month for industry and two months for EBs for handling of passenger complaints; considers that acknowledgement of receipt of complaints should be sent to passengers within 48 hours; and that passengers who make their reservation by electronic means, such as the internet, should also be entitled to make contact, at no cost, with their airline using the same means, and with a clearly marked address for same, so that the customer can quickly and easily make contact with the relevant staff at the airline to resolve any problems.
Amendment 148 #
2011/2150(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Is of the opinion that more balanced burden-sharing between air carriers, airports and other service providers concernedenhanced cooperation and coordination between air carriers, airport managing bodies, ground handling agents, air navigation service providers and National Enforcement Bodies, notably in extraordinary circumstances, should be explorncouraged;
Amendment 156 #
2011/2150(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Invites the Commission to revise compensation criteria, levels and mechanisms; stresses that the currently applicable compensation levels should in no way be weakened, and that particular attention should be given to every passenger who has experienced long delays, irrespective of the cause in order to take fully into account the damages he has suffered ;
Amendment 162 #
2011/2150(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
Amendment 167 #
2011/2150(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Believes that the Regulation should specifically cater, in order to guarantee the rights of passengers and at the same time to avoid abuses, the Regulation should clarify provisions, if and when it is allowed for passengers whto self- assist by purchasing refreshments or booking hotels or alternative flights and claiming back reasonable expenses from the air carrier;
Amendment 194 #
2011/2150(INI)
Motion for a resolution
Paragraph 30
Paragraph 30
30. Insists that any damage tocalls on the Commission to make efforts in view of a possible modification of the Montreal Convention, as to ensure that the mobility equipment of PRM must be compensated in full, as such equipment is important for their integrity, dignity and independence and is therefore in no way comparable with luggage, and that the passenger should have the right, whenever possible, to use his or her own wheelchair until the door of the aircraft, and receive it back at the door of the aircraft upon arrival; meanwhile insists that PRMs must be informed of their right to claim compensation for damages to their mobility equipment and of their right to make a special declaration of interest in accordance with the Montreal Convention;
Amendment 9 #
2011/2148(INI)
Motion for a resolution
Recital H
Recital H
H. whereas the Commission has submitted a proposal for the financing of Galileo under the 2014-2020 multiannual financial framework, but the framework does not include financing for the GMES programme, which thus puts the future of this programme seriously at risk;
Amendment 13 #
2011/2148(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Recalls the relevance of the GMES programme for the sustainable development of transport and transport safety, especially in the context of maritime transport and maritime surveillance; and stresses the need to maintain the programme’s funding in the 2014-2020 Multiannual Financial Framework;
Amendment 15 #
2011/2148(INI)
Motion for a resolution
Recital K a (new)
Recital K a (new)
Ka. whereas, as pointed out by the Commission, independent access to space must be ensured so the European space policy objectives can be achieved,
Amendment 18 #
2011/2148(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Agrees with the Commission that Europe needs to maintain independent access to space in order to be able to achieve its space policy aims and to derive lasting benefit from space applications in fields such as transport policy; therefore encourages the Commission to make concrete proposals for the strategic launch vehicles sub-sector, paying particular attention to it in the proposed space industrial policy;
Amendment 63 #
2011/2148(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Calls onUrges the Commission to complete the legislative framework and clarify the approach on effective governance; is disappointed that the Commission has not proposed including and to maintain the financing for GMES in the multiannual financial framework for 2014- 2020; fears that the lack of a financing plan providing economic support will mean that investment made to date has been fruitless;
Amendment 87 #
2011/2148(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Also considers it necessary, in order to strengthen European competitiveness, to retain autonomy in terms of access to space, favouring the use of European transporterlaunch vehicles and verifying the suitability of operational and industrial organisation in relation to joint requirements, and therefore encourages the Commission to make concrete proposals for the strategic launch vehicles sub-sector, inter alia by paying particular attention to it in the space industrial policy;
Amendment 176 #
2011/2107(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Stresses the need to fund large-scale projects, such as ITER, Galileo, SESAR and Global Monitoring for Environment and Security (GMES) outside the FP, creating autonomous budget lines for them, in order to guarantee a transparent and reliable financing structure; suggests that they should be partially funded through the issuing of project bonds by the EIB;
Amendment 65 #
2011/2096(INI)
Motion for a resolution
Paragraph 2 – indent 3
Paragraph 2 – indent 3
– a 320% reduction in carbon dioxide emissions from air transport across European airspace;
Amendment 94 #
2011/2096(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Stresses that efficient co-modality in passenger and goods transport – measured in terms of economic efficiency, environmental protection, social and employment conditions, and safety and security aspects, and geared to existing and planned infrastructure in individual countries and regions – should be the guiding idea for future transport policy, and that these parameters should be used to determine modal distribution in countries and regions rather than retaining the proposed 300 km threshold for goods transport by road;
Amendment 129 #
2011/2096(INI)
Motion for a resolution
Paragraph 5 – indent 1
Paragraph 5 – indent 1
– Member States should commit themselves to eliminate the 25main known bottlenecks in the European transport area by 2020, to prioritise cross-border projects and to submit an approved funding plan by 2015;
Amendment 157 #
2011/2096(INI)
Motion for a resolution
Paragraph 5 bis (new)
Paragraph 5 bis (new)
5 bis. Calls for ambitious industrial policies to be developed in the field of transport, and encourages the Commission to make concrete proposals with regard to the strategic subsectors;
Amendment 162 #
2011/2096(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Highlights that the same safeecurity standards should apply to all kinds of passenger and goods transport at EU level in order to ease traffic and reduce congestion and calls for a proposal to fund safety obligations, bearing in mind that, particularly in the case of maritime and air transport, international coordination is a prerequisite, and that current rules should be reviewed and/or replaced by 2015;
Amendment 274 #
2011/2096(INI)
Motion for a resolution
Paragraph 15 – indent 2
Paragraph 15 – indent 2
Amendment 359 #
2011/2096(INI)
Motion for a resolution
Paragraph 17 – indent 1
Paragraph 17 – indent 1
– a proposal, by 2015, on the creaontinued construction of a single European airspace by further reducing functional airspace blocks, with the Member States also being called upon to promote the implementation of the single European airspace;
Amendment 365 #
2011/2096(INI)
Motion for a resolution
Paragraph 17 – indent 2
Paragraph 17 – indent 2
– service quality, and coordination with international standards, to be prioritised to be given greater consideration in further proposals on market liberalisation;
Amendment 369 #
2011/2096(INI)
Motion for a resolution
Paragraph 17 – indent 3
Paragraph 17 – indent 3
– the European Commission and the Member States to implement the European trade in emissions certificates by 2012, with reference also to international agreementsaccepted by the international aeronautical community by 2012;
Amendment 375 #
2011/2096(INI)
Motion for a resolution
Paragraph 17 – indent 3 bis (new)
Paragraph 17 – indent 3 bis (new)
- TEN-T funds allocated to SESAR to be substantially increased in order to provide for deployment of the programme on time;
Amendment 16 #
2011/2044(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Calls on the Commission to draw up a legislative proposal to offer passengers better protection in the event of the insolvency of airlines, for example through mandatory insurance for airlines or the establishment of a guarantee fund;
Amendment 18 #
2011/2044(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Recognises that people with disabilities very often encounter obstacles and barriers when travelling that exclude them from many of the opportunities of the Single Internal Market and calls on the Commission to pay greater attention to this aspect in relation to passengers’ rights;
Amendment 1 #
2011/2023(INI)
Motion for a resolution
Citation 1 a (new)
Citation 1 a (new)
- having regard to Article 122 of the Treaty on the functioning of the European Union,
Amendment 2 #
2011/2023(INI)
Motion for a resolution
Citation 1 b (new)
Citation 1 b (new)
- having regard to Article 222 of the Treaty on the functioning of the European Union (the solidarity clause) which lays down that ‘the Union and the Member States shall act jointly in a spirit of solidarity if a Member State is the object of a terrorist attack or victim of a natural or man-made disaster’,
Amendment 3 #
2011/2023(INI)
Motion for a resolution
Citation 1 c (new)
Citation 1 c (new)
- having regard to Article 23 of the Treaty on the functioning of the European Union,
Amendment 4 #
2011/2023(INI)
Motion for a resolution
Citation 1 d (new)
Citation 1 d (new)
- having regard to the 1994 Oslo Guidelines on the use of foreign military and civil defence assets in disaster relief,
Amendment 7 #
2011/2023(INI)
Motion for a resolution
Recital A
Recital A
A. whereas the European Union and its Member States are faced with seven major risks: earthquakes and tsunamis; fires, including forest fires; flooding and landslides; industrial and nuclear accidents; terrorist attacks; natural disasters; and major pandemics; whereas there has been a dramatic increase in the number and severity of these natural and man-made disasters affecting the Union and its citizens, as well as other countries and regions around the world, as tragically demonstrated by the recent severe catastrophe in Japan which was hit by a combination of earthquake, tsunami and nuclear catastrophe, with a corresponding increase in the loss of life and in economic, social and environmental damage and damage to cultural heritage,
Amendment 11 #
2011/2023(INI)
Motion for a resolution
Recital B
Recital B
B. whereas the recent tragedies, notably the Haiti earthquake and the Pakistan floods, have demonstrated that the main tools available to the EU for responding to disasters (humanitarian aid and the EU Civil Protection Mechanism) proved to be working well for what they were designed for and given the circumstances, but whereas there is scopea vital need for improvement in terms of effectiveness, efficiency, coherenceordination and visibility of the EU assistance as a whole,
Amendment 14 #
2011/2023(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Ba. whereas, moreover, during a number of crises, particularly the tsunami of 26 December 2004, many questions were raised about the lack of systematic scenarios or protocols at European level for responding to these seven major risks and the inadequate visibility of Europe's action in relation to the overall effort,
Amendment 21 #
2011/2023(INI)
Motion for a resolution
Recital E
Recital E
E. whereas immediate coordination, coherence and communication within the EU and with international actors is crucial, duplicating efforts and overlaps must be avoidedwhereas the current European coordination on the ground of several teams with differing chains of command inevitably leads to duplicating efforts and overlaps and proves costly in terms of human resources, coordination and efficiency; and twhe right type of aid must reach affected populations quicklyreas, given the context of the economic and financial crisis, the European Union must develop a protection system based on the sharing and rationalisation of existing resources without any increase in overall expenditure,
Amendment 28 #
2011/2023(INI)
Motion for a resolution
Recital G
Recital G
G. whereas an integrated European all- hazards approach aimed at responding to crises at all stages of their life cycle is the most effective strategy to deal with disasters; whereas this approach should linking disaster prevention (including mitigation and risk reduction), preparedness, response and recovery is the most effective strategy to deal with disasters,
Amendment 38 #
2011/2023(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Underlines the need to rationalise and simplify the functioning of the current European disaster response and to optimise resources available for common benefit, whilst encouraging all Member States to contribute and thus guarantee European solidarity; considers, accordingly, that the EU’s reaction capacity should form part of an integrated multi-risk approach based on ‘bottom-up’ delegated management, on the voluntary sector and on Member States’ specialisations in one or more risk areas;
Amendment 52 #
2011/2023(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Further calls for the EU’s disaster reaction capacity to make use of Europe’s outermost regions and overseas territories which can form bases for facilitating logistics operations and for pre- positioning its resources in every ocean;
Amendment 59 #
2011/2023(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Re-affirms theEmphasises that the European disaster response system should respect of the principle of double subsidiarity concerning the capability of the Member States to use their own assets, especially in any case of conflicting national needsvis-à-vis the Member States and the United Nations, i.e. that it should respect the national and regional competences of each Member State on the one hand, and the coordinating role played by the United Nations in disaster relief operations on the other; points out that this strategy should live up to the expectations of the United Nations, which see clear value added in creating a European pole with a response capability;
Amendment 86 #
2011/2023(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. CallsAsks that the existing relief systems coordinated by the United Nations be taken into account, whilst calling for improved, strengthened, more cost- effective and well-coordinated transport for all in-kind assistance to disaster sites, in particular through streamlined simplified procedures, an increased co-financing rate and the introduction of new ways of allowing access to additional transport capacities, possibly through framework contracts; considers that the complementary use of military resources should be systematically envisaged and analysed in future scenarios and protocols;
Amendment 90 #
2011/2023(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Calls for a comprehensive communications strategy, involving all EU institutions and Member States, that will improve the overall visibility of the European actions; in the eyes of European citizens and the rest of the world; considers that this strategy should seek to simplify and standardise communication methods and tools; proposes to this end the establishment, for example, of a standard dress code and logo for all European staff, and the appointment of a single spokesperson responsible for communications on the emergency response;
Amendment 92 #
2011/2023(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Calls on the Commission and Member States to develop a clear information and prevention system for all European citizens when they travel; proposes, to this end, that European passports bear the numbers of the crisis units in each of the Member States and a reference to Article 23 of the Treaty on the Functioning of the European Union which lays down that ‘every citizen of the Union shall, in the territory of a third country in which the Member State of which he is a national is not represented, be entitled to protection by the diplomatic or consular authorities of any Member State (...)’.
Amendment 97 #
2011/2023(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Calls for regular training for all experts involved to enhance the interoperability of different assets, as well as for further research and analysis of potential or identified gaponsiders that the dedicated training of European staff and experts in disaster response would make it possible, through ‘common core’ training and specialised modules, to develop awareness of common European working methods and response procedures;
Amendment 56 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 4 – point 4.2 – paragraph 1
Annex I – section 3 – point 4 – point 4.2 – paragraph 1
Transport is a major driver of Europe's economic competitiveness and growth. It ensures the mobility of people and goods necessary for an integrated European single market and an open and inclusive society. It represents one of Europe's greatest assets in terms of industrial capability and quality of service, playing a leading role in many world markets. Transport industry and transport equipment manufacturing together represent 6.3 % of the Union's GDP. At the same time, the European transport industry faces increasingly fierce competition from other parts of the world. Breakthrough technologies will be required to secure Europe's future competitive edge and to mitigate the drawbacks of our current transport system. For the purposes of the economic recovery strategy and the promotion of our industrial know-how, it is necessary to step up European commitments in support of the air transport sector, given its economic and technological importance.
Amendment 62 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 4 – point 4.2 – paragraph 3
Annex I – section 3 – point 4 – point 4.2 – paragraph 3
Within a few decades the expected growth rates of transport wcould drive European traffic into a gridlock and make itheavy congestion with disastrous economic costs and societal impact unbearablerepercussions. Passenger-kilometres are predicted to double over the next 40 years and grow twice as fast for air travel. emissions would grow 35 % by 2050. Congestion costs would increase by about 50 %, to nearly EUR 200 billion annually. The external costs of accidents would increase by about EUR 60 billion compared to 2005.
Amendment 70 #
2011/0398(COD)
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10a) Use of noise abatement operational procedures must not take precedence over the need to ensure flight safety. The competent authorities should therefore ensure that operational restriction measures do not impair the upholding of appropriate safety measures.
Amendment 83 #
2011/0398(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation lays down rules on 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 the harmful effects of aircraft noise, in accordance with the Balanced Approach.
Amendment 90 #
2011/0398(COD)
Proposal for a regulation
Article 1 – paragraph 3 – subparagraph 1
Article 1 – paragraph 3 – subparagraph 1
This Regulation shall apply to movements of aircraft engaged in civil aviation.
Amendment 93 #
2011/0398(COD)
Proposal for a regulation
Article 1 – paragraph 3 – subparagraph 2
Article 1 – paragraph 3 – subparagraph 2
It shall not apply to movements of aircraft engaged in military, customs, police, or similar services.
Amendment 125 #
2011/0398(COD)
Proposal for a regulation
Article 3 – paragraph 3
Article 3 – paragraph 3
3. The Member States shall notify the Commission of the names and addresses of the designated competent authorities and appeal body referred to in paragraph 1. The Commission shall be instructed to make this information public.
Amendment 169 #
2011/0398(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point d
Article 4 – paragraph 2 – subparagraph 1 – point d
(d) not as a first resort, operating restrictionsoperating restrictions, only after considering the beneficial effect in terms of noise abatement of points (a), (b) and (c) of this article.
Amendment 251 #
2011/0398(COD)
Proposal for a regulation
Article 7 – paragraph 3
Article 7 – paragraph 3
3. Where the operating restriction concerns the withdrawal of marginally compliant aircraft from an airport, no new services shall be allowed with marginally compliant aircraft at that airport six months after the notification. The competent authorities shall decide on the annual rate for removing marginally compliant aircraft from the fleet of affected operators at that airport, taking due account of the age of the aircraft and the composition of the total fleet. Without prejudice to paragraph 3 of Article 4, this rate shall not be more than 20% of that operator’s fleet ofat that airport. This annual rate may not exceed 20% of movements and must apply uniformly to every operator concerned on the basis of the number of movements of its marginally compliant aircraft serving thatat a given airport.
Amendment 259 #
2011/0398(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point b a (new)
Article 9 – paragraph 2 – point b a (new)
(ba) aircraft on humanitarian flights.
Amendment 263 #
2011/0398(COD)
Proposal for a regulation
Article 10
Article 10
Amendment 291 #
2011/0398(COD)
Proposal for a regulation
Annex 1 – section 3 – point 2 – point 2.4
Annex 1 – section 3 – point 2 – point 2.4
Forecast noise contours – including an assessment of the number of people likely to be affected by aircraft noise – distinguish between established residential areas and, newly constructed residential areas. and planned future residential areas that have already been granted authorisation by the competent authorities.
Amendment 128 #
2011/0397(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
1. EAt the airport's users' request, each of the airports concerned shall establish a committee of representatives of airport users or of organisations representing airport users (‘Airport Users’ Committee‘).
Amendment 161 #
2011/0397(COD)
Proposal for a regulation
Article 6 – paragraph 2 a (new)
Article 6 – paragraph 2 a (new)
2a. The limitations set out in paragraph 2 may differ between terminals at the same airport, provided they are not applied in a discriminatory manner, that they do not distort competition, that they comply with this Regulation and that the minimum number of suppliers at each terminal remains the same.
Amendment 178 #
2011/0397(COD)
Proposal for a regulation
Article 6 – paragraph 4 – indent 2
Article 6 – paragraph 4 – indent 2
three suppliers of groundhandling services for airports whose annual traffic has been not less than 5 million passengers or 100 000 tonnes of freight for at least the previous three years., or
Amendment 179 #
2011/0397(COD)
Proposal for a regulation
Article 6 – paragraph 4 – indent 2 a (new)
Article 6 – paragraph 4 – indent 2 a (new)
- four suppliers of groundhandling services for airports whose annual traffic has been not less than 35 million passengers or 350 000 tonnes of freight for at least the previous three years.
Amendment 209 #
2011/0397(COD)
Proposal for a regulation
Article 9 – paragraph 3 – point a
Article 9 – paragraph 3 – point a
(a) consistency and plausibility of the business plan as assessed onfor the basis of model costs calculationfirst three years;
Amendment 215 #
2011/0397(COD)
Proposal for a regulation
Article 9 – paragraph 3 – point f a (new)
Article 9 – paragraph 3 – point f a (new)
(fa) procedures and safeguards established to ensure compliance with safety and security requirements;
Amendment 221 #
2011/0397(COD)
Proposal for a regulation
Article 10 – paragraph 2
Article 10 – paragraph 2
2. A supplier of groundhandling services shall begin to provide services within one month from the start date indicated in the invitation to tender. The tendering authority may, in duly justified cases, at the request of the supplier of groundhandling services and after consulting the Airport Users' Committee, prolong this period for a maximum of six months. After expiry of this period, the authorisation will cease to be validfive months. If, after six months from the start date indicated in the invitation to tender, the supplier has not started its activities and cannot demonstrate its willingness to do so, the tendering authority may decide that the authorisation will cease to be valid. In such cases, Member States may impose financial penalties on suppliers of groundhandling services and instead grant authorisation to suppliers ranked second in terms of the number of points under Article 9(5).
Amendment 225 #
2011/0397(COD)
Proposal for a regulation
Article 11 – paragraph 1 – point b a (new)
Article 11 – paragraph 1 – point b a (new)
(ba) if the undertaking satisfies the criteria set out in Chapter IV concerning approval procedures.
Amendment 226 #
2011/0397(COD)
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. Where a managing body of the airport supplying groundhandling services in accordance with paragraph (1) no longer meets the conditions of paragraph (1), this supplier may continue to provide groundhandling services for a period of fivthree years without being subject to the selection procedure laid down in Articles 7 to 10. At the end of this fivthree-year period, the supplier shall inform the relevant tendering authority sufficiently in advance and at least six months before the expiry of the five-year period. Financial penalties may be imposed on the supplier if it does not inform the tendering authority sufficiently in advance unless the supplier can demonstrate force majeure. If the supplier ceases its activity before the end of the fivthree-year period, Articles 10 (4) and 10 (5) shall apply.
Amendment 259 #
2011/0397(COD)
Proposal for a regulation
Article 16 – paragraph 1
Article 16 – paragraph 1
1. At airports whose annual traffic has been not less than 2 million passenger movements or 50 000 tonnes of freight for at least three consecutive years, nNo undertaking shall be permitted to provide groundhandling services whether as a supplier of groundhandling services or as a self-handling user or as a sub- contractor unless it has been granted the appropriate approval. An undertaking meeting the requirements of this Chapter shall be entitled to receive an approval.
Amendment 353 #
Amendment 361 #
2011/0397(COD)
Proposal for a regulation
Article 29 – paragraph 1 – subparagraph 1
Article 29 – paragraph 1 – subparagraph 1
At airports whose annual traffic volume has been not less than 2 million passenger movements or 50 000 tonnes of freight for at least the previous three years, the managing body of the airport or the managing body of the centralised infrastructure shall, if it provides groundhandling services for third parties, establish a separate legal entity for the provision ofseparate its accounts concerning groundhandling activities from theose groundhandlingconcerning its other activities.
Amendment 368 #
2011/0397(COD)
Proposal for a regulation
Article 29 – paragraph 1 – subparagraph 2
Article 29 – paragraph 1 – subparagraph 2
This entity shall be independent in terms of its legal form, its organisation and its decision-making from's accounts shall be separate from those of any entity concerned with the management of airport infrastructure where the managing body of the airport provides groundhandling services to third parties, and from any entity concerned with centralised infrastructure where the managing body of the centralised infrastructure provides groundhandling services to third parties.
Amendment 375 #
2011/0397(COD)
Proposal for a regulation
Article 29 – paragraph 2
Article 29 – paragraph 2
Amendment 385 #
2011/0397(COD)
Proposal for a regulation
Article 29 – paragraph 3
Article 29 – paragraph 3
3. The legal entityies providing groundhandling services as referred to in paragraph (1) may not receive any financial cross- subsidisation from aeronautical activities related to the management of airport infrastructure in cases where the managing body of the airport provides groundhandling services, or from aeronautical activities related to the management of centralised infrastructure in cases where the managing body of the centralised infrastructure provides groundhandling services which would allow the legal entity providing groundhandling serviceswhich would allow them to reduce the prices ithey charges for itstheir groundhandling services to third parties.
Amendment 422 #
2011/0397(COD)
Proposal for a regulation
Article 30 a (new)
Article 30 a (new)
Article 30a Presence of a contact person representing each air carrier Each air carrier shall have a contact person, or be legally represented at airports whose annual traffic volume is more than 2 million passengers. This contact person, who may be a groundhandling assistant, must have the authority to enter into financial, operational and legal commitments on behalf of the air carrier at the airport in question.
Amendment 425 #
2011/0397(COD)
Proposal for a regulation
Article 31 – paragraph 2
Article 31 – paragraph 2
2. The Member State, the managing body of the airport, a public authority or any other body which controls the airport may lay down rules of conduct.
Amendment 447 #
2011/0397(COD)
Proposal for a regulation
Article 32 – paragraph 2
Article 32 – paragraph 2
2. At airports whose annual traffic has been not less than 5 million passenger movements or 100 000 tonnes of freight for at least the previous three years, the managing body of the airport or, where appropriate, the public authority or any other body which controls the airport shall set minimum quality standards for the performance of groundhandling services. and immediately notify the Commission of them. The minimum quality standards set by the managing body of the airport shall be communicated to the competent public authority which may, where appropriate, call for these standards to be revised.
Amendment 469 #
2011/0397(COD)
Proposal for a regulation
Article 33
Article 33
Amendment 495 #
2011/0397(COD)
Proposal for a regulation
Article 35 – paragraph 1
Article 35 – paragraph 1
1. Without prejudice to paragraphs (2), (3) and (4), suppliers of groundhandling services may engage in a level of subcontracting for each category of service.
Amendment 510 #
2011/0397(COD)
Proposal for a regulation
Article 35 – paragraph 5
Article 35 – paragraph 5
5. Any supplier of groundhandling services and self-handling airport user using one or morea subcontractors for a category of service shall ensure that the subcontractors complyies with the obligations on suppliers of groundhandling services under this Regulation.
Amendment 513 #
2011/0397(COD)
Proposal for a regulation
Article 35 – paragraph 6
Article 35 – paragraph 6
6. Any supplier of groundhandling services and self-handling airport user using one or morea subcontractors for a category of service shall inform the managing body of the airport of the name and activities of the subcontractors concerned.
Amendment 515 #
2011/0397(COD)
Proposal for a regulation
Article 35 – paragraph 7
Article 35 – paragraph 7
7. Where a supplier of groundhandling services applies for an authorisation to provide groundhandling services under the selection procedure laid down in Article 7, it shall indicate the number,for each category of service the activities and names of the subcontractors it intends to use.
Amendment 517 #
2011/0397(COD)
Proposal for a regulation
Article 36 – paragraph 1 – introductory part
Article 36 – paragraph 1 – introductory part
1. Without prejudice to the international commitments of the Union, the Commission may, on its own initiative or at the request of a Member State, in accordance with the examination procedure referred to in Article 43 (3), decide that athe Member States or Member Statesf the European Union shall take measures, including the complete or partial suspension of the right of access to the groundhandling market within its territory in respect of suppliers of groundhandling services and self-handling airport users from that third country, with a view to remedying the discriminatory behaviour of the third country concerned, whenever it appears that a third country, with respect to access to the groundhandling or self- handling market:
Amendment 544 #
2011/0397(COD)
Proposal for a regulation
Annex 1 – point 5 – point 5.4
Annex 1 – point 5 – point 5.4
5.4. the loading and unloading of the aircraft, including the provision and operation of suitable means, as well as the transport of crew and passengers between the aircraft and the terminal, and baggage transport between the aircraft and the terminal, and the loading and unloading of wheelchairs and other mobility equipment and assistive devices for persons with reduced mobility;
Amendment 27 #
2011/0392(COD)
Proposal for a regulation
Recital 6 a (new)
Recital 6 a (new)
(6a) The Galileo and EGNOS programmes are particularly important in transport applications, including intelligent transport systems. In the road transport sector, they are crucial for the improvement of road safety and traffic management and the reduction of congestion, travel times and fuel consumption. In the rail transport sector, they can enable the automation of track surveillance, improve safety, reduce delays and operating costs and offer passengers more accurate information. In the maritime and inland waterways sectors, they can enhance maritime safety, improve port handling capacity and provide accurate positioning information in emergency situations. In the air transport sector, they encourage and enable the use of small and peripheral airports by civil aviation and play an integral role in the development of the Single Sky Policy. Given the increased demand for an efficient and integrated European transport network, it is imperative to ensure that transport applications enabled by the Galileo and EGNOS systems continue to be developed. This will allow the citizens of the Union to reap the benefits derived from the systems, and ensure that public confidence in the programmes is maintained. The Galileo and EGNOS programmes are also important for making transport more secure by permitting permanent tracking of container fleets in the maritime application, or for making navigation more accurate in launcher trajectory management in the space sector.
Amendment 36 #
2011/0392(COD)
Proposal for a regulation
Article 1 – paragraph 4 – point b
Article 1 – paragraph 4 – point b
(b) to offer a safety-of-life service (SoL) free of charge and aimed at users for whom safety is essential.; this service also fulfils the requirements of certain sectors for continuity, availability and accuracy and includes an integrity function alerting the user to any failure in the system;
Amendment 37 #
2011/0392(COD)
Proposal for a regulation
Article 1 – paragraph 5 – subparagraph 1 – point c
Article 1 – paragraph 5 – subparagraph 1 – point c
(c) to offer a safety-of-life service (SoL) servicefree of charge and aimed at users for whom safety is essential; in particular, this service fulfils the requirements of certain sectors for continuity, availability and accuracy and includes an integrity message alerting the user to any failure in the system over the coverage area.
Amendment 52 #
2011/0392(COD)
Proposal for a regulation
Article 20 – paragraph 1 – point c a (new)
Article 20 – paragraph 1 – point c a (new)
(c a) to pursue dual sourcing, wherever appropriate, in order to reduce dependency on a single supplier and ensure better overall control of the programmes, their costs and time- schedule, a method which, where possible and relevant, should be set out as a specific selection criterion in the call for tender.
Amendment 124 #
2011/0392(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point b
Article 7 – paragraph 1 – point b
b) activities relating to operation of the system established under the Galileo programme, including advance or preparatory actions for this phasthe ground and service provision segments of the Galileo programme, including, but not limited to, development of management capacity, re- profiling of the Safety of Life Service and the Commercial Services, site hosting deployment and exploitation, exploitation of stations, deployment and exploitation of Service Facilities Centres (including the performance centre, Geodesy and Timing), the service centre, site maintenance, centre-specific staff, Space segment maintenance, telecommunications network exploitation and system support; activities relating to the maximisation of the socio-economic benefits of the programme;
Amendment 174 #
2011/0392(COD)
Proposal for a regulation
Article 20 – point b a (new)
Article 20 – point b a (new)
(ba) to pursue, wherever appropriate, multiple sourcing, in the form of dual sourcing, a method which, where possible and relevant, should be set out as a specific selection criterion in the call for tenders;
Amendment 47 #
2011/0391(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The slot-allocation system established in 1993 does not ensure the optimum allocation and use of slots and thus of airport capacity. In the context of growing airport congestion and the limited development of major new airport infrastructure, the slots are a rare resource. Access to such resources is of crucial importance for the provision of air transport services and for the maintenance of effective competition. To this end, the allocation and use of slots could be made more effective by introducing market mechanisms, by ensuring that the unused slots are made available to interested operators as soon as possible and in a transparent manner, and by reinforcing the underlying principles of the system with regard to the allocation, management and use of the slots. At the same time, although the historical slots meet the need for stability in schedules for the airlines, during the future assessment of the application of this Regulation, a gradual introduction of other market mechanisms could be envisaged, such as withdrawing and auctioning historical slots.
Amendment 49 #
2011/0391(COD)
Proposal for a regulation
Recital 7
Recital 7
Amendment 51 #
2011/0391(COD)
Proposal for a regulation
Recital 8
Recital 8
Amendment 60 #
2011/0391(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) The Member State responsible for the schedules facilitated or coordinated airport should ensure the appointment of a schedules facilitator or a coordinator whose neutrality should be unquestioned. To this end, the coordinators' role and that of the schedules facilitators should be enhanced. Provision should be made for the legal, organisational, decision-making and financial independence of the coordinators with regard to stakeholders, the Member State and bodies subordinate to that State. To prevent the coordinator's activity and that of the schedules facilitator suffering from a lack of financial, technical or human resources or expertise, Member States should ensure that the coordinators have all the resources needed for their work.
Amendment 62 #
2011/0391(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Additional obligations should be introduced for air carriers with regard to sending information to the coordinators and schedules facilitators. Provision should be made for additional penalties for omitting information or sending false or misleading information. For network airports, the air carriers should have the obligation to communicate their flight intentions or other relevant information requested by the coordinator or schedules facilitator.
Amendment 71 #
2011/0391(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) Since the environmental aspects may be taken into account in the coordination parameters and regional connectivity can also be fully ensured in the context of the public service obligations, experience has not shown that local rules are useful. Furthermore, it cannot be excluded that such rules do not lead to discrimination in allocating slots. Consequently, the option of resorting to local rules should be restricted. All the technical, operational, performance and environmental constraints that should be applied by the coordinators or the facilitators should be defined in the coordination parameters. The resort to local rules would also be reduced to supervising the use of slots and the possibility of reducing the length of the series of slots in the cases provided for by this Regulation. With a view to promoting better use of airport capacity, two basic principles in slot allocation should be reinforced, namely the definition of the series of slots and the calculation of historical slots. At the same time, the flexibility given to air carriers should be better regulated with a view to preventing distortions during the application of this Regulation in the Member States. Therefore, better use of airport capacity should be encouraged.
Amendment 78 #
2011/0391(COD)
Proposal for a regulation
Recital 24
Recital 24
(24) To allow air carriers to adapt to imperative situations of urgency, such as a marked decline in traffic or an economic crisis that severely affects the activity of air carriers, affecting a lager part of the scheduling period, the Commission should be allowed to adopt urgent measures to ensure the consistency of measures to be taken at coordinated airports. These measures will allow air carriers to retain priority in allocating the same series for the following scheduling period even if the 850% rate has not been met.
Amendment 85 #
2011/0391(COD)
Proposal for a regulation
Recital 26
Recital 26
(26) Experience shows that a significant number of slots are returned to the pool too late to be reallocated effectively. The airport managing body should be encouraged to use the airBetter application of the current ex-porst charge system to discourage this type of behaviour. Despite having recourse to this mechanism, the airport managing body should not, however, discourage air carrpenalties should be encouraged in order to stop airline companiers from entering the market or developing servicesadopting this type of behaviour.
Amendment 103 #
2011/0391(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 13
Article 2 – paragraph 1 – point 13
13) 'series of slots' shall mean at least 15 slots for a summer scheduling period and 10 slots for a winterrequested for the same scheduling period requestedgularly for the same time on the same day of the week for consecutive weeks and regularly allocated by the coordinator on that basis or, if that is not possible, allocated at approximately the same time;
Amendment 107 #
2011/0391(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 18
Article 2 – paragraph 1 – point 18
18) ‘programmed non-scheduled air service’ shall mean a series of flights which does not meet all the conditions of Article 2(16) of Regulation (EC) No 1008/2008, but which operate so regularly or frequently that they constitute a recognisably systematic series;
Amendment 138 #
2011/0391(COD)
Proposal for a regulation
Article 5 – paragraph 3 – subparagraph 2
Article 5 – paragraph 3 – subparagraph 2
The financing referred to under point (c) shall be provided by all the air carriers who operate in the coordinated and schedules facilitated airports, and by those airports in such a way as to ensure that the financial burden is distributed equitably among all interested parties and that the financing does not largely depend on a sole interested party. A stakeholder consultation procedure, with the possibility of appeal, shall be launched by Member States in order to ensure transparent, non-discriminatory charging correlating to the service provided by the coordinator or schedules facilitator. Collection of the air carriers’ payments shall be the responsibility of the airports concerned, which shall pay those amounts to the coordinator or schedules facilitator. The Member States shall ensure that the financial, human, technical and material resources and expertise required by the coordinator for carrying out his duties are at his disposal at all times.
Amendment 190 #
2011/0391(COD)
Proposal for a regulation
Article 9 – paragraph 8
Article 9 – paragraph 8
8. The coordinator shall also take into account additional guidelines established by the air transport industry worldUnion-wide or Union world-wide as well as local guidelines proposed by the coordination committee and approved by the Member State or any other competent body responsible for the airport in question, provided that such guidelines do not affect the independent status of the coordinator, comply with Union law, aim at improving the efficient use of airport capacity and have been notified in advance to and pre-approved by the Commission . The local guidelines may only concern the supervision of the use of slots allocated orwithin two months. In urgent cases, the Member State concerned may call on the Commission to approve a local guideline within a shorter time-scale of just two weeks. Local guidelines may relate to the amendment of the definition of the series of slots, for reducextending its length belowto over 10 slots for the winter scheduling period or below 15 slots for the summer scheduling period, but under no circumstances below 5 slots. The reduction of the length of the series of slots applies only in airports where demand for air services is highly seasonable. The Commission may adopt implementing measures aimed at broadening the scope of a local guideline to apply to all EU airports. Those implementing measures shall be adopted in accordance with the examination procedure referred to in Article 16(2).
Amendment 202 #
2011/0391(COD)
Proposal for a regulation
Article 10 – paragraph 2 – introductory part
Article 10 – paragraph 2 – introductory part
2. Without prejudice to Articles 7, 12, 13 and 17, priorityentitlement is to be givenranted to the air carrier concerned for the allocation of the same series during the following equivalent scheduling period, if that air carrier so requests within the time-limit mentioned in Article 7(1), if the following conditions are satisfied:
Amendment 206 #
2011/0391(COD)
Proposal for a regulation
Article 10 – paragraph 2 – point b
Article 10 – paragraph 2 – point b
b) that air carrier can demonstrate to the satisfaction of the coordinator that the series of slots in question has been operated, as cleared by the coordinator, by that air carrier for at least 850 % of the time during the scheduling period for which it has been allocated.
Amendment 221 #
2011/0391(COD)
Proposal for a regulation
Article 10 – paragraph 5 – subparagraph 1 – introductory part
Article 10 – paragraph 5 – subparagraph 1 – introductory part
If the 850 % usage of the series of slots cannot be demonstrated, the priority provided under paragraph (2) shall not be given , unless the non-utilisation can be justified on the basis of any of the following reasons:
Amendment 234 #
2011/0391(COD)
Proposal for a regulation
Article 10 – paragraph 7
Article 10 – paragraph 7
7. If the conditions set out in paragraph (2)(a) and (b) are not met, the Commission , in consultation with the various partners, may however decide that priorityentitlements for the allocation of the same series should be awarded tomaintained for the air carriers for the following scheduling period, if this is justified on imperative grounds of urgency linked to exceptional events requiring coherence in the application of measures to be taken in these airports. The Commission, within one month of the Member State or airport concerned having so requested, shall adopt the necessary measures, the application of which shall not exceed the length of one scheduling period. It shall adopt these immediately applicable implementing acts in accordance with the procedure referred to in Article 16(3). The measures adopted by the European Commission may differ according to the Member State, airport or type of airline services concerned by the exceptional event in question.
Amendment 238 #
2011/0391(COD)
Proposal for a regulation
Article 11
Article 11
Amendment 250 #
2011/0391(COD)
Proposal for a regulation
Article 13
Article 13
Amendment 252 #
2011/0391(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point b
Article 13 – paragraph 1 – point b
b) transferred between two air carriers, with or without monetary or any other kind of compensation;
Amendment 254 #
2011/0391(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point c
Article 13 – paragraph 1 – point c
c) exchanged, one for one, between air carriers, with or without monetary or any other kind of compensation .
Amendment 263 #
2011/0391(COD)
Proposal for a regulation
Article 13 – paragraph 2 – subparagraph 3
Article 13 – paragraph 2 – subparagraph 3
Amendment 272 #
2011/0391(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
This Regulation shall not affect the powers of public authorities to approve the transfer of slots between air carriers and to direct how these are allocated pursuant to national competition law or to Articles 101, 102 or 106 of the Treaty or Council Regulation (EC) No 139/2004. These transfers can only take place without monetary compensation.
Amendment 275 #
2011/0391(COD)
Proposal for a regulation
Article 17 – paragraph 1
Article 17 – paragraph 1
1. When an air carrier submits a flight plan, it shall include a reference to the slot allocated. TAt the request of the Member State, which may delegate this duty to a coordinator, the network manager shall reject an air carrier's flight plan if the air carrier intends to land or take off at a coordinated airport, during the periods for which it is coordinated, without having a slot allocated by the coordinator. Business aviation operators shall not be deemed to have been allocated a slot if they would have to operate outside the time-band offered by the slot and if the delay is not attributable to air navigation services.
Amendment 278 #
2011/0391(COD)
Proposal for a regulation
Article 17 – paragraph 2 a (new)
Article 17 – paragraph 2 a (new)
2a. Fur the purposes of implementation of paragraph 1 of this article, any aircraft operator planning to operate an exempted flight as defined in Article 2(11) shall communicate to the coordinator their flight plan identification details.
Amendment 280 #
2011/0391(COD)
Proposal for a regulation
Article 18 – paragraph 2 – subparagraph 1
Article 18 – paragraph 2 – subparagraph 1
Air carriers that repeatedly or intentionally operate air services at a time significantly different from the slot allocated as part of a series of slots or use slots in a significantly different way from that indicated at the time of allocation shall lose their priorityentitlement as referred to in Article 10(2). The coordinator may decide to withdraw from that air carrier the series of slots in question for the remainder of the scheduling period and place them in the pool after having consulted the air carrier concerned and after issuing a single warning. If the air carrier requests equivalent slots, the coordinator is not obliged to allocate them.
Amendment 284 #
2011/0391(COD)
Proposal for a regulation
Article 18 – paragraph 3 – subparagraph 1 – introductory part
Article 18 – paragraph 3 – subparagraph 1 – introductory part
Member States shall ensure thaimplement effective, proportionate and dissuasive sanctions are availablfinancial penalties and/ or appropriate sand arections that are effectively applied to deal with
Amendment 288 #
2011/0391(COD)
Proposal for a regulation
Article 18 – paragraph 3 – subparagraph 1 – indent 2
Article 18 – paragraph 3 – subparagraph 1 – indent 2
Amendment 134 #
2011/0302(COD)
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) The previous Multiannual Financial Framework (2007-2013) showed that a limited budget for the TEN-T prevents progress being made on the biggest projects, particularly cross-border projects. An adequate European budgetary framework for the TEN-T would not only make it more attractive to private investment, but also ensure a greater national political will with regard to European projects, and therefore better cooperation between the Member States involved in a cross-border project. The European Union should be more ambitious about major European infrastructure projects, whose complexity and scale mean that the budget allocated to them should be revised upwards and the budgetary rules applying to them should be adapted. The new TEN-T guidelines should be given the budgetary and regulatory means necessary for their achievement.
Amendment 249 #
2011/0302(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 12
Article 2 – paragraph 1 – point 12
(12) "transport bottleneck" means a physical and/or functional barrier that leads to a system break affecting the continuity of long-distance flows. Such a barrier and which can be absorblifted by new infrastructure such as bridges or tunnels that address problems as for example gradients, curve radii, gauge. The need to upgrade existing infrastructure shall not be considered as a bottleneckor by substantially modernising existing infrastructure;
Amendment 264 #
2011/0302(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point a
Article 3 – paragraph 1 – point a
(a) contribute to smart, sustainable and inclusive growth by developing modern and high performing trans-European networks, thus bringing forward benefits for the entire European Union in terms of competitiveness and economic, social and territorial cohesion within the Single Market and creating an environment more conducive to private and public investment through a combination of financial instruments and Union direct support and by exploiting synergies across the sectors. The achievement of this objective will be measured by the volume of public and private investment in projects of common interest, and in particular the volume of public and private investments in projects of common interest realised through the financial instruments under this Regulation. It will be required to comply with the principles of technological neutrality and provide a balance between effectiveness and cost.
Amendment 298 #
2011/0302(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a – point iii
Article 4 – paragraph 1 – point a – point iii
(iii) optimise the integration and interconnection of transport modes and enhancing interoperability of transport services. The achievement of this objective will be measured by the number of inland and maritime ports and airports connected to each other and to the railway network and inland waterways, and by the number of multimodal logistics platforms created.
Amendment 367 #
2011/0302(COD)
Proposal for a regulation
Article 7 – paragraph 2 – subparagraph 1 – point c a (new)
Article 7 – paragraph 2 – subparagraph 1 – point c a (new)
(ca) actions supporting urban nodes as defined in Article 36 of Regulation (EU) No XXXX/2012 [TEN-T Guidelines];
Amendment 461 #
2011/0302(COD)
Proposal for a regulation
Article 10 – paragraph 2 – point c – point ii
Article 10 – paragraph 2 – point c – point ii
(ii) road traffic management systems (ITS), freight transport services, secure parkings on the road core network, as well as actions to support the development of Motorways of the Seas and implementation of SESAR: the amount of Union financial aid shall not exceed 20% of the eligible cost.
Amendment 661 #
2011/0302(COD)
Proposal for a regulation
Annex – Part I - point 7 - introductory part
Annex – Part I - point 7 - introductory part
Sines / Lisboa – Madrid – Valladolid Lisboa – Aveiro – Oporto Aveiro – Valladolid – Vitoria – Bordeaux – Paris – Mannheim/Strasbourg Toulouse – Bordeaux – Paris – Mannheim/Strasbourg
Amendment 665 #
2011/0302(COD)
Proposal for a regulation
Annex – Part I - point 7 - row 6 a (new)
Annex – Part I - point 7 - row 6 a (new)
Toulouse - Bordeaux Rail ongoing public consultation
Amendment 126 #
2011/0294(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Projects of common interest should demonstrate a clear European added value, by enhancing interconnections between Member States and improving the fluidity, speed and sustainability of transport flows throughout the European Union. Cross- border projects typically have high European added value, but may have. Their lower direct economic effects compared to purely national projects. Therefore, they are likely not to be implemented without Union intervention call for priority intervention by the Union in order to ensure that they are implemented.
Amendment 150 #
2011/0294(COD)
Proposal for a regulation
Recital 26
Recital 26
(26) In order to implement the core network within the given time horizon, a corridor approach could be used as an instrument to coordinate on a transnational basis different projects and synchronise the development of the corridors and their interconnection, thereby maximising network benefits.
Amendment 160 #
2011/0294(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) Designing the right governance structure and identifying the sources of financing for complex cross-border projects would be eased by creating corridor platforms for such core network corridors. European Coordinators should facilitate the coordinated implementation of the core network corridors and their interconnection.
Amendment 170 #
2011/0294(COD)
Proposal for a regulation
Recital 29 a (new)
Recital 29 a (new)
(29a) If the objective of a European transport policy which provides EU citizens with a unified, multi-modal and interconnected network is to be achieved, support should be given to the completion of all the projects within the time horizon proposed here. With that aim in view, the projects intended to adapt transport networks in urban centres should be supported and promoted by the coordinator of the closest corridor. This will make for effective interconnection between corridors and clear the way for the completion of the core network within the given time horizon.
Amendment 205 #
2011/0294(COD)
Proposal for a regulation
Article 3 – point n a (new)
Article 3 – point n a (new)
(na) 'interconnection of transport modes' means the physical linking of a transport mode and/or its network with equipment or facilities belonging to another transport mode or network;
Amendment 544 #
2011/0294(COD)
Proposal for a regulation
Article 30 – paragraph 1
Article 30 – paragraph 1
1. Within the sphere of their responsibility, Member States and airport operators shall ensure that any airport offers at least one terminal open to all operators in a non- discriminatory way and apply transparent, appropriate and fair charges.
Amendment 548 #
2011/0294(COD)
Proposal for a regulation
Article 31 – paragraph 1 – point c a (new)
Article 31 – paragraph 1 – point c a (new)
(ca) improve multi-modal interconnections between airports and infrastructure for other transport modes.
Amendment 697 #
2011/0294(COD)
Proposal for a regulation
Article 51 – paragraph 5 – point c
Article 51 – paragraph 5 – point c
(c) draw up a report every year for the European Parliament, the Commission and the Member States concerned on the progress achieved in implementing the core network corridor and its links with other networks;
Amendment 702 #
2011/0294(COD)
Proposal for a regulation
Article 51 – paragraph 7
Article 51 – paragraph 7
7. Without prejudice to the applicable procedures laid down in Union and national law, the Commission may request the opinion of the European Coordinator when examining applications for Union funding for core network corridors for which the European Coordinator is responsible and for nodes situated close to those corridors.
Amendment 725 #
2011/0294(COD)
Proposal for a regulation
Article 53 – paragraph 1 – point c
Article 53 – paragraph 1 – point c
(c) the programme of measures necessary for developing the core network corridor and its interconnections with other corridors;
Amendment 733 #
2011/0294(COD)
Proposal for a regulation
Article 53 – paragraph 3 – subparagraph 1 – introductory part
Article 53 – paragraph 3 – subparagraph 1 – introductory part
In order to support the implementation of the core network corridors and their interconnections with other corridors, the Commission may adopt implementing decisions for the core network corridors. These decisions may:
Amendment 6 #
2011/0273(COD)
Proposal for a regulation
Recital 3 a (new)
Recital 3 a (new)
(3a) Strengthening economic, social and territorial cohesion entails addressing existing territorial imbalances and eliminating disparities in development and accessibility. To do so, it is essential to adjust the balance between coastal and inland areas, urban and rural areas, and well linked and remote areas, making this one of the priorities of cohesion policy. This need is even greater in the border regions and warrants appropriate action under the ERDF and territorial cooperation. Given this imperative, it is necessary to promote and ensure balanced and environmentally friendly spatial planning based on efficient transport, production, energy, service and tourist infrastructures that can be utilised without any physical, technical and administrative barriers within and between Member States. This form of integrated approach is capable of supporting smart, sustainable and inclusive growth and achieving the objectives the Union has set itself in the field of territorial cooperation.
Amendment 10 #
2011/0273(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) Cross-border cooperation should aim to tackle common challenges identified jointly in the border regions (such as poor accessibilityroblems in ensuring territorial continuity, poor accessibility and insufficient or non-existent transport links, inappropriate business environment, lack of networks among local and regional administrations, research and innovation and take-up of information and communication technologies, environmental pollution, risk prevention, negative attitudes towards neighbouring country citizens) and exploit the untapped potentials in the border area (development of cross-border research and innovation facilities and clusters, cross-border labour market integration, transport networks, tourist infrastructure, cooperation among universities or health centres), while enhancing the cooperation process for the purpose of the overall harmonious development of the Union. In the case of any cross-border programme between Northern Ireland and the border counties of Ireland in support of peace and reconciliation, the ERDF shall also contribute to promoting social and economic stability in the regions concerned, notably by actions to promote cohesion between communities.
Amendment 13 #
2011/0273(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) Areas for transnational cooperation should be defined having regard to actions needed to promote integrated territorial development facilitating mobility between tourist and hinterland areas. The Commission should be empowered to define transnational cooperation areas.
Amendment 14 #
2011/0273(COD)
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10a) Under the trans-European transport network operational programme, priority is given to financing projects concerning missing cross-border links and those aimed at removing bottlenecks, in order to facilitate mobility and make territories, particularly tourist destinations, more accessible. In order to achieve these objectives, there is a need to strike an even balance between use of the Connecting Europe facility, the Cohesion Fund and the ERDF, particularly via the ‘European territorial cooperation’ objective.
Amendment 17 #
2011/0273(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) It is necessary to adapt the content requirements of cooperation programmes under the European territorial cooperation goal to their specific needs and to local development issues. Therefore they also need to cover aspects necessary for effective implementation on the territory of participating Member States, such as the bodies responsible for audit and control, the procedure to set up a joint secretariat, and the allocation of liabilities in case of financial corrections. In addition, due to the horizontal character of interregional cooperation programmes, the content of such cooperation programmes should be adapted, especially as regards the definition of the beneficiary or beneficiaries under the current INTERACT and ESPON programmes.
Amendment 19 #
2011/0273(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) Consistent with the goal of smart, sustainable and inclusive growth, the Structural Funds should provide a more integrated and inclusive approach to tackling local problems, such as a lack of support for transport and tourist infrastructures. In order to strengthen this approach, support from the ERDF support in border regions should be coordinated with support from the European Agricultural Fund for Rural Development (EAFRD) and the European Maritime and Fisheries Fund(EMFF) and should, where appropriate, involve European groupings of territorial cooperation set up under Regulation (EC) No 1082/2006 of the European Parliament and of the Council of 5 July 2006 on a European grouping of territorial cooperation (EGTC) where local development figures among their objectives.
Amendment 22 #
2011/0273(COD)
Proposal for a regulation
Article 2 – point 1
Article 2 – point 1
1) cross-border cooperation and the removal of physical, technical and administrative barriers between adjacent regions to promote integrated regional development between neighbouring land and maritime border regions from two or more Member States or between neighbouring border regions from at least one Member State and one third country on external borders of the Union other than those covered by programmes under the external financial instruments of the Union;
Amendment 25 #
2011/0273(COD)
Proposal for a regulation
Article 6 – introductory part
Article 6 – introductory part
In addition to Article 5 of Regulation (EU) No […]/2012 [the ERDF Regulation], the ERDF shall support the sharing of human resources, facilities and infrastructures across bordersintended to remove the border effect under the different investment priorities, as well as the following investment priorities within the thematic objectives, whilst taking specific circumstances and local needs into account:
Amendment 27 #
2011/0273(COD)
Proposal for a regulation
Article 6 – point a – point -i (new)
Article 6 – point a – point -i (new)
-i) cross-border rebalancing between coastal and inland areas, urban and rural areas and well linked and remote areas, as well as cross-border structural actions supporting economic, social and territorial cohesion, accessibility, growth, development and attractiveness;
Amendment 28 #
2011/0273(COD)
Proposal for a regulation
Article 6 – point a – point i
Article 6 – point a – point i
i) integrating cross-border labour markets, including cross-border mobility and the removal of physical, technical and administrative barriers, joint local employment initiatives and joint training (within the thematic objective of promoting employment and supporting labour mobility);
Amendment 106 #
2011/0196(COD)
Proposal for a regulation
Recital 4
Recital 4
Amendment 124 #
2011/0196(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) In order to reduce the administrative burden on drivers and transport undertakings, it should be clarified that there is no need for written proof of daily or weekly rest periods. For control purposes, pPeriods for which no activity has been recorded for the driver should accordingly be considered as rest periods of availability.
Amendment 173 #
2011/0196(COD)
Proposal for a regulation
Article 1 – point 1
Article 1 – point 1
Location data shall be recorded to allow the identification of the starting and ending place of the daily work period. For that purpose, vehicles put into service for the first time [4836 months after the entry into force of the specifications as referred to in this Article and in Article 3g of this Regulation] shall be fitted with recording equipmenta tachograph connected to a global navigation satellite system (GNSS).
Amendment 202 #
2011/0196(COD)
Proposal for a regulation
Article 1 – point 1
Article 1 – point 1
Council Regulation (EEC) No 3821/85
Article 5 – paragraph 7
Article 5 – paragraph 7
7. The competent control authority, on the basis of the data exchanged, may decide to carry out a check on the vehicle and the recording equipment. This roadside filtering must also be complemented by random enforcement checks, regardless of the reading on the roadside unit, to combat possible manipulation of the signal by certain transport undertakings. This may be aided by the establishment of a European wide database, or national databases, which would track the compliance record of transport undertakings, on the basis of physical checks carried out by enforcement officers.
Amendment 212 #
2011/0196(COD)
Proposal for a regulation
Article 1 – point 1
Article 1 – point 1
Council Regulation (EEC) No 3821/85
Article 7 – paragraph 1
Article 7 – paragraph 1
1. Manufacturers or their agents shall submit an application for EU approval of a type of vehicle unit, motion sensor, model record sheet or tachograph card to the type approval authorities designated to that effect by each Member State and recognised under the SOG-IS European mutual recognition agreement.
Amendment 247 #
2011/0196(COD)
Proposal for a regulation
Article 1 – point 1
Article 1 – point 1
Council Regulation (EEC) No 3821/85
Article 29 – paragraph –1 (new)
Article 29 – paragraph –1 (new)
Amendment 280 #
2011/0196(COD)
Proposal for a regulation
Article 1 – point 1
Article 1 – point 1
Council Regulation (EEC) No 3821/85
Article 35 – paragraph 3
Article 35 – paragraph 3
3. The Commission shall adopt decisions on the methodology for the initial and continuing training of control officers, including on techniques to target controls and to detect manipulation devices and fraud on the basis of minimum harmonised requirements as set out in paragraph 3a. Those implementing acts shall be adopted in accordance with the advisoryexamination procedure referred to in Article 40(23).
Amendment 283 #
2011/0196(COD)
Proposal for a regulation
Article 1 – point 1
Article 1 – point 1
Council Regulation (EEC) No 3821/85
Article 35 – paragraph 3 a (new)
Article 35 – paragraph 3 a (new)
3a. Control officers shall undertake a training course lasting at least one year on EU social security legislation in the road transport sector and on this Regulation, covering in particular: - requirements for and principles governing the use of the tachograph, - data protection and privacy requirements, - use of all control tools for the collection and interpretation of data, - techniques for targeting controls and detecting fraud and manipulation devices, - procedures for the inspection of workshops and fitters, - checking compliance of equipment with type-approved models. This training, provided by the competent national authorities, shall be subject to mutual recognition by the Member States, shall certify that officers possess the appropriate skills to perform effectively their inspection duties defined in this Regulation and in particular in Article 34a thereof, and shall be supplemented by continuous training courses with particular reference to the adjustment of legislation in line with technical progress. The Commission shall publish, within 24 months from the entry into force of this Regulation, a study on the number of officers who have received this training and are performing the control duties defined in this regulation in each Member State, and on the possibility of EU certification for the training of control officers (defining the content of the certification, the deadline for its entry into force and the authority which will be made responsible for such certification).
Amendment 297 #
2011/0196(COD)
Proposal for a regulation
Article 2 – point 1
Article 2 – point 1
Regulation (EC) 561/2006
Article 13
Article 13
Amendment 10 #
2011/0177(APP)
Draft opinion
Paragraph 4
Paragraph 4
4. Insists that the Union should significantly increase targeted investments in TEN-T infrastructure and transport research rather than reducing them, as they can significantly and directly contribute to overcoming difficult economic situations through boosting the Union's competitiveness, economic growth and employment; it should also promote the development of a multimodal approach aimed at increasing public mobility;
Amendment 25 #
2011/0177(APP)
Draft opinion
Paragraph 7
Paragraph 7
7. Underlines that there must remain a realistic link between the number of pre- identified projects in the Annex tof the proposed CEF Regulation and the financial amounts for the CEF in the next MFF, and highlights the value, in this respect, of ranking CEF-funded projects on the basis of their socio-economic worth and their European added value, in order to help manage expenditure more efficiently and intelligently;
Amendment 28 #
2011/0177(APP)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Emphasises the importance of the provision of funding for major technological development programmes (GMES, EGNOS, Galileo, etc.) as a whole, and stresses the need for the GMES Programme to continue to be funded under the MFF, in view of its contribution to sustainable development and security in the transport sector;
Amendment 62 #
2011/0156(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) Directive 2009/39/EC foresees that specific provisions could be adopted regarding the two following specific categories of food falling within the definition of foodstuffs for particular nutritional uses: 'food intended to meet the expenditure of intense muscular effort, especially for sportsmen' and 'food for persons suffering from carbohydrate metabolism disorders (diabetes)'. With regard to food intended to meet the expenditure of intense muscular effort, in light of the report of 22 June 2000 by the European Commission’s Scientific Committee on Food, no successful conclusion could be reached as regards the development of specific provisions due to widely diverging views among Member States and stakeholders concerning the scope of the specific legislation, the number of sub-categories of the food to be included, the criteria for establishing composition requirements and the potential impact on innovation in product development. As regards special provisions for food for persons suffering from carbohydrate metabolism disorders (diabetes), a Commission report9 concludes that the scientific basis for setting specific compositional requirements is lackingWork on this needs to continue and the Commission should draw up a report on ‘food intended to meet the expenditure of intense muscular effort’ so that a coherent and effective strategy to protect consumers, manufacturers in the sector and the operation of the internal market may be produced. Taking the conclusions of this report as its basis, the Commission may submit proposals to amend the relevant Union legislation or may take new initiatives, where appropriate, on a sectoral basis.
Amendment 71 #
2011/0156(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) A limited number of categories of food constitutes the sole source of nourishment of certain groups of the population or represent a partial source of nourishment; such categories of food are vital for the management of certain conditions and/or are essential to maintain the intended nutritional adequacy for certain well-established vulnerable groups of the population. Those categories of food include infant formulae and follow-on formulae, processed cereal-based food and baby food, milk-based drinks for young children and food for special medical purposes. Experience has shown that the provisions laid down in Commission Directive 2006/141/EC, Commission Directive 2006/125/EC, as well as Commission Directive 1999/21/EC ensure the free movement of such food in a satisfactory manner, while ensuring a high level of protection of public health. It is therefore appropriate that this Regulation focuses on the general compositional and information requirements for infant formula and follow-on formulae, processed cereal-based food and baby food for infants and young children, milk-based drinks for young children and to food for special medical purposes, taking into account these three directives. Furthermore, the concept of ‘special nutritional uses’ should be maintained and strictly limited to products able to demonstrate their unique capacity to meet the specific nutritional needs of vulnerable groups of the population, as without this said products would not be able to be placed on the market under current EU law.
Amendment 90 #
2011/0156(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) This Regulation should provide the criteria for the establishment of the specific compositional and information requirements for infant formula, follow-on formula, processed cereal-based food and baby food, milk-based drinks for young children and food for special medical purposes, taking into account Commission Directive 2006/141/EC, Commission Directive 2006/125/EC and Commission Directive 1999/21/EC. In order to adapt the definitions of infant formula, follow-on formula, processed cereal-based food and baby food, milk-based drinks for young children and food for special medical purposes laid down in this Regulation taking into account technical and scientific progress and relevant developments at international level, to lay down the specific compositional and information requirements and the procedure for placing on the market foodstuffs resulting from scientific and technological innovations with respect to the categories of food covered by this Regulation, including for additional labelling requirements to, or derogations from, the provisions of Directive 2000/13/EC and for the authorisation of nutrition and health claims, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission. It is of particular importance that the Commission carries out appropriate consultations during its preparatory work, including at expert level. The Commission, when preparing and drawing-up delegated acts, should ensure a simultaneous, timely and appropriate transmission of relevant documents to the European Parliament and Council.
Amendment 109 #
2011/0156(COD)
Proposal for a regulation
Recital 26
Recital 26
(26) Currently, the statements 'gluten-free' and 'very low gluten' may be used for food intended for particular nutritional uses and for food for normal consumption under the rules specified in Commission Regulation (EC) No 41/2009 concerning the composition and labelling of foodstuffs suitable for people intolerant to gluten. Such statements could be construed as nutrition claims, as defined in Regulation (EC) No 1924/2006. For the sake of simplification, those statements should be regulated solely byRegulation (EU) No 1169/2011 of the European Parliament and of the Council of 25 October 2011 on the provision of food information to consumers1 provides for the possible adoption by the Commission of implementing acts regulating voluntary information on the possible and unintentional presence in food of substances or products causing allergies or intolerances. For reasons of coherence and simplification of the legal framework, the Commission should be granted a mandate under Regulation (ECU) No 1924/2006 and comply with requirements therein. It is necessary that technical adaptations pursuant to Regulation (EC) No 1924/2006, incorporating the nutrition claims 'gluten-free' and 'very low gluten' and their associated conditions of use as regulated under Regulation (EC) No 41/2009 be completed prior to the entry into application of this Regulation. 169/2011 to adopt implementing acts concerning gluten-free or lactose-free foods. It is necessary that the Regulation in question be amended to that effect and that the required implementing provisions be adopted by the Commission prior to the entry into application of this Regulation. The implementing act covering food for people intolerant to gluten should take over and replace all the provisions on labelling and composition set out in Regulation (EC) No 41/2009 in order to ensure the same level of consumer protection. __________________ 1 OJ L 304, 22.11.2011, p. 18.
Amendment 152 #
2011/0156(COD)
Proposal for a regulation
Article 2 – paragraph 2 – point g – point ii
Article 2 – paragraph 2 – point g – point ii
Amendment 157 #
2011/0156(COD)
Proposal for a regulation
Article 2 – paragraph 2 – point h
Article 2 – paragraph 2 – point h
(h) '‘food for special medical purposes'’ means food specially processed or designed and intended for the dietary management of patients to be used under medical supervision. It is intended for the exclusive or partial feeding of patients with a limited, impaired or disturbed capacity to take, digest, absorb, metabolise or excrete ordinary food or certain nutrients contained thereinof their ingredients or metabolites, or with other medically- determined nutrient requirements, whose dietary management cannot be achieved only by modification of the normal diet. Food for special medical purposes is classified under the three following categories: (a) nutritionally complete foods with a standard nutrient formulation which, used in accordance with the manufacturer's instructions, may constitute the sole source of nourishment for the persons for whom they are intended; (b) nutritionally complete foods with a nutrient-adapted formulation specific for a disease, disorder or medical condition which, used in accordance with the manufacturer's instructions, may constitute the sole source of nourishment for the persons for whom they are intended; (c) nutritionally incomplete foods with a standard formulation or a nutrient- adapted formulation specific for a disease, disorder or medical condition which are not suitable to be used as the sole source of nourishment. The foods referred to in points (a) and (b) may also be used as a partial replacement of a person’s diet.
Amendment 177 #
2011/0156(COD)
Proposal for a regulation
Article 3 – paragraph 1 a (new)
Article 3 – paragraph 1 a (new)
1a. All markings or any presentation likely to give the impression that one of the products referred to in Article 1(1) and 1(2) is involved, shall be prohibited in the labelling, presentation and advertising of foodstuffs for normal consumption. However, the Commission shall be empowered to adopt delegated acts in accordance with Article 15 of this regulation in order to adopt measures enabling foodstuffs for normal consumption which are suitable for a particular nutritional use to indicate such suitability. Such provisions may lay down the arrangements for indicating that suitability.
Amendment 239 #
2011/0156(COD)
Proposal for a regulation
Article 10 a (new)
Article 10 a (new)
Article 10a Milks intended for young children Before the end of the transition period as defined in Article 18(1), the Commission shall, after consulting the European Food Safety Authority, submit to the European Parliament and the Council a report stating whether specific measures are needed on the composition and labelling of milk-based drinks for young children. together with, if necessary, a legislative proposal.
Amendment 282 #
2011/0156(COD)
Proposal for a regulation
Article 18 a (new)
Article 18 a (new)
Article 18a Food intended to meet the expenditure of intense muscular effort No later than 1 July 2015, the Commission shall submit a report to the European Parliament and the Council to assess the need to harmonise the rules on the composition and labelling of food intended to meet the expenditure of intense muscular effort. The Commission may accompany this report with proposals to modify the relevant Union provisions.
Amendment 33 #
2011/0023(COD)
Proposal for a directive
Recital 14
Recital 14
(14) The contents of any lists of required PNR data to be obtained by the Passenger Information Unit must correspond to the passenger data which the airlines have already compiled and processed for commercial purposes and should be drawn up with the objective of reflecting the legitimate requirements of public authorities to prevent, detect, investigate and prosecute terrorist offences or serious crime, thereby improving internal security within the Union as well as protecting the fundamental rights of citizens, notably privacy and the protection of personal data. Such lists should not contain any personal data that could reveal racial or ethnic origin, political opinions, religious or philosophical beliefs, trade union membership or data concerning health or sexual life of the individual concerned. The PNR data should contain details on the passenger’s reservation and travel itinerary which enable competent authorities to identify air passengers representing a threat to internal security.
Amendment 38 #
2011/0023(COD)
Proposal for a directive
Recital 15
Recital 15
(15) There are two possible methods of data transfer currently available: the ‘pull’ method, under which the competent authorities of the Member State requiring the data can reach into (access) the air carrier’s reservation system and extract (‘pull’) a copy of the required data, and the ‘push’ method, under which air carriers transfer (‘push’) the required PNR data to the authority requesting them, thus allowing air carriers to retain control of what data is provided. The ‘push’ method is considered to offers a higher degree of data protection and should be mandatory for all air carriers, two years after the entry into force of this Directive, for all air carriers which already collect and process PNR data for commercial purposes and operate international flights to or from the territory of the Member States of the European Union.
Amendment 66 #
2011/0023(COD)
Proposal for a directive
Article 2 – paragraph 1 – point b
Article 2 – paragraph 1 – point b
b) ‘international flight’ means any scheduled or non-scheduled flight by an air carrier planned to land on the territory of a Member State originating in a third country or to depart from the territory of a Member State with a final destination in a third country, including in both cases any transfer orany transit flights;
Amendment 74 #
2011/0023(COD)
Proposal for a directive
Article 2 – paragraph 1 – point f
Article 2 – paragraph 1 – point f
f) ‘push method’ means the method whereby air carriers transfer the required PNR data into the database of the authority requesting them;
Amendment 79 #
2011/0023(COD)
Proposal for a directive
Article 2 – paragraph 1 – point f a (new)
Article 2 – paragraph 1 – point f a (new)
(f a) ‘pull method’ means the method whereby the requesting authority accesses the database of the airline’s reservation system directly and extracts passengers’ data from it;
Amendment 105 #
2011/0023(COD)
Proposal for a directive
Article 6 – paragraph 1
Article 6 – paragraph 1
1. Member States shall adopt the necessary measures to ensure that air carriers which already collect PNR data from their passengers can transfer ('push') the PNR data as defined in Article 2(c) and specified in the Annex, to the extent that such data are already collected by them, to the database of the national Passenger Information Unit of the Member State on the territory of which the international flight will land or from the territory of which the flight will depart. Where the flight is code-shared between one or more air carriers, the obligation to transfer the PNR data of all passengers on the flight shall be on the air carrier that operates the flight. Where the flight has one or more stop-overs at the airports of the Member States, air carriers shall transfer the PNR data to the Passenger Information Units of all the Member States concerned.
Amendment 118 #
2011/0023(COD)
Proposal for a directive
Article 6 – paragraph 2 – point a
Article 6 – paragraph 2 – point a
a) once, 24 to 48 hours before the scheduled time for flight departure;
Amendment 121 #
2011/0023(COD)
Proposal for a directive
Article 6 – paragraph 2 – point b
Article 6 – paragraph 2 – point b
b) once, immediately after flight closure, that is once the passengers have boarded the aircraft in preparation for departure and it is no longer possible for further passengers to board.
Amendment 155 #
2011/0023(COD)
Proposal for a directive
Article 10 – paragraph 1
Article 10 – paragraph 1
Member States shall ensure, in conformity with their national law, that dissuasive, effective and proportionate penalties, including financial penalties, are provided for against air carriers which, do not transmit the data required under this Directive, to the extent that they are already collected by the them, or do not do so in the required formatformat prescribed by the ICAO guidelines on PNR or otherwise infringe the national provisions adopted pursuant to this Directive. Particular account should be taken, however, of situations in which a third country’s competent authorities might refuse to allow air carriers to transfer the PNR data in question.
Amendment 162 #
2011/0023(COD)
Proposal for a directive
Article 11 – paragraph 3
Article 11 – paragraph 3
3. Any processing by Passenger Information Units of PNR data revealing a person’s race or ethnic origin, religious or philosophical belief, political opinion, trade union membership, health or sexual life shall be prohibited. In the event that PNR data revealing such information are received by the Passenger Information Unit they shall be deleted immediately.
Amendment 165 #
2011/0023(COD)
Proposal for a directive
Article 11 – paragraph 4
Article 11 – paragraph 4
4. All processingtransfers of PNR data by air carriers, all transfersprocessing of PNR data by Passenger Information Units and all requests by competent authorities or Passenger Information Units of other Member States and third countries, even if refused, shall be logged or documented by the Passenger Information Unit and the competent authorities for the purposes of verification of the lawfulness of the data processing, self-monitoring and ensuring proper data integrity and security of data processing, in particular by the national data protection supervisory authorities. These logs shall be kept for a period of five years unless the underlying data have not yet been deleted in accordance with Article 9(3) at the expiry of those five years, in which case the logs shall be kept until the underlying data are deleted.
Amendment 170 #
2011/0023(COD)
Proposal for a directive
Article 11 – paragraph 5
Article 11 – paragraph 5
5. Member States shall ensure that, air carriers, their agents or other ticket sellers for the carriage of passengerst the time of booking a flight and at the time of purchase onf air service inform ticket, passengers of international flights at the time of booking a flight and at the time of purchase of a ticketre informed in a clear and precise manner about the provision of PNR data to the Passenger Information Units, the purposes of their processing, the period of data retention, their possible use to prevent, detect, investigate or prosecute terrorist offences and serious crime, the possibility of exchanging and sharing such data and their data protection rights, in particularsuch as the right to access, correct, erase and block data and the right to complain to a national data protection supervisory authority of their choice. The same information shall be made available by the Member States to the public.
Amendment 41 #
2010/2211(INI)
Draft opinion
Paragraph 14 b (new)
Paragraph 14 b (new)
14b. Notes that the accelerated implementation of the Single European Sky project and more specifically the deployment of its technological component SESAR, to begin in 2014, have been defined as a key priority to achieve an efficient and sustainable air transport system in Europe. The SESAR project will allow cutting Air Traffic Management costs by 50%, improving safety records by a factor of 10 and reducing by 10% the environmental impact of each flight;
Amendment 42 #
2010/2211(INI)
Draft opinion
Paragraph 15
Paragraph 15
15. Insists that, given the long lead times that projects such as Galileo or the Single European sky, with its technological component SESAR, entail and the levels of capital investment already committed to Galileothese projects, consistency and commitment in financial planning over financial planning periods is crucial to ensure itstheir successful implementation and spin-off benefits;
Amendment 47 #
2010/2211(INI)
Draft opinion
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Calls for the development of new funding instruments, both by reviewing the policy of the European Investment Bank to allocate more loans to innovative transport projects, and by using revenue from the taxation of heavy vehicles and the auctioning of CO2 emission quotas from the aviation sector, in order to fund joint projects aimed at reducing the environmental footprint of these modes of transport.
Amendment 40 #
2010/2208(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Urges the Commission to examine how simplified procedures might ensure more efficient disbursement of this funding in support of research in the transport field, focusing in particular on SMEs;
Amendment 42 #
2010/2208(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Calls on the Commission to help SMEs gain access more easily to European funding aimed at encouraging innovation related to GNSS applications, especially under FP7 and FP8;
Amendment 9 #
2010/2207(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Emphasises that various aspects of aviation regulation, including noise restrictions and night flight limitations, should be determined at local level, in full compliance with the principle of subsidiarity; asks the Commission to coordinate these issues at the European level, taking into account the national legislation of Member States and the ‘balanced approach’ principle, as defined by the International Civil Aviation Organisation;
Amendment 169 #
2010/2154(INI)
Motion for a resolution
Paragraph 34
Paragraph 34
34. Reiterates and upholds its standpoint that the ban on carrying liquids should come to an end in 2011 and 2013 if the technological effectiveness of the tools provided for the purpose of preserving security is confirmed;
Amendment 171 #
2010/2154(INI)
Motion for a resolution
Paragraph 34 a (new)
Paragraph 34 a (new)
34a. Asks the Commission to demonstrate, based on a risk assessment as well as on the results of operational tests, that the interim step, expected in April 2011, to relax the ban on carrying liquids will neither undermine aviation security nor disturb significantly passenger experience;
Amendment 176 #
2010/2154(INI)
Motion for a resolution
Paragraph 39
Paragraph 39
39. Takes the view that the level of security for cargo still varies from one Member State to another and that, with a view to achieving one-stop security, the Member States should therefore ensure that the existing measures relating to European cargo and mail are correctly applied and that regulated agents approved by another Member State are recognised;
Amendment 181 #
2010/2154(INI)
Motion for a resolution
Paragraph 41
Paragraph 41
41. Calls on the Commission and Member States to strengthen checkinspections concerning air cargo, including those relating to the validation of regulated agents for known consignors; stresses the need, to this end, to have more inspectors available both at national level and within the Commission;
Amendment 185 #
2010/2154(INI)
Motion for a resolution
Paragraph 43
Paragraph 43
43. Asks the Commission to take all the necessary steps to ensure the safe transport of cargo originating in third countries, starting at the airport of origin, and to lay down criteria for determining high-risk cargo, identifying the responsibility of each of the various agents;
Amendment 157 #
2010/2152(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Asks that the Commission work towards positive reciprocal access in that important economic sector, bearing in mind that the clear priority in reciprocal access is not to close our markets, but to open up foreign public procurement markets; agrees that the introduction of deliberately targeted restrictions against selected non-GPA-countries on access to parts of the EU procurement market may be needed to encourage positive reciprocity;
Amendment 3 #
2010/2137(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Calls on the Commission and Member States to develop fairer competition in the transport domain while respecting other European Union policy objectives, such as properly functioning transport and mobility services, policy objectives in the areas of public services, safety and environmental protection, and EU 2020 targets on CO2 emissions and oil dependency;
Amendment 6 #
2010/2137(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Underlines that the financial and economic crisis has led to a very large number of business bankruptcies and failures, not least among transport SMEs and VSEs, that crisis response plans have primarily been national plans and that coordination at European level has been belated and ineffective; regrets that there was no European mechanism, on the lines of a monthly barometer for transport companies, to better anticipate and forestall the effects of the economic crisis; notes that measures to help transport companies cope with cash flow problems and temporary additional costs could have been brought forward at European level in order to avoid the overlapping of national plans, and without state aid arrangements as a whole or the need for fair competition being compromised;
Amendment 9 #
2010/2137(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1b. Reiterates its support for the Commission guidelines on state aid for environmental protection in the field of transport, which helps bolster the sustainability of the European transport sector; encourages the Commission to enhance the incentive nature of the state aids authorised in the field of transport;
Amendment 10 #
2010/2137(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Stresses the need to create and monitor fair competition within and between the transport modes in pricing structures and respecting social, safety and environmental rules, for example between road, waterway and rail freight transport or between short distance flights and long distance rail transport for passengerorder to generate transparent and clear pricing structures and pricing policies;
Amendment 12 #
2010/2137(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Asks the Commission to monitor the respect of social, safety and environmental rules, for example between road, waterway, airway and rail freight transport or between short distance flights and long distance rail transport for passengers;
Amendment 17 #
2010/2137(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Invites the Commission to give an overview on taxation, levies, infrastructure financing and, charging and management, and on VAT systems for different transport modes and effects on intermodal competition, and to include in this overview the effect of obligatory minimum rail infrastructure and voluntary maximum charging of road infrastructure;
Amendment 19 #
2010/2137(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls on the Commission, while reviewing legislation on passenger rights and reimbursement for delays, to guarantee fair and equal compensation schemes for delays across all transport modes (25% compensation for a delay of more than 1 hour, 50% for a delay of more than 2 hours, according to the existing legislation in the field of railways) and the setting-up of independent arbitration bodies between operators and clients;
Amendment 30 #
2010/2137(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Invites the Commission to deliver an overview of cases where low cost air carriers were/are unfairly advantaged vis-à-vis other carriers, through special conditions granted to them while using certain airports, beyond the three-year period prescribed for start-up aid for airline companies;
Amendment 32 #
2010/2137(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. Calls on the Commission to improve the way in which the arrangement involving state aid in certain cases, based on the ‘first time, last time’ principle, can be applied in the air transport sector;
Amendment 35 #
2010/2137(INI)
Draft opinion
Paragraph 9
Paragraph 9
9. Calls on the Commission to prevent Member States and their rail companies from preventing or obstructing the entrance of other companies into their rail services markets, especially while themselves participating in the opening of other markets (reciprocity);
Amendment 36 #
2010/2137(INI)
Draft opinion
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Draws the Commission’s attention to the indirect obstacles to competition arising from the disparity, in the transport sector, in the rules on safety, interoperability and type-approval;
Amendment 37 #
2010/2137(INI)
Draft opinion
Paragraph 9 b (new)
Paragraph 9 b (new)
9b. Calls on the Commission and Member States to be vigilant to ensure, through the decisions taken at both EU and national level, cohesive and harmonised implementation in the railway sector of the rules of competition law; emphasises in particular the need for cohesion between the railway supervisory authorities (regulators) and the national and European competition authorities;
Amendment 39 #
2010/2137(INI)
Draft opinion
Paragraph 10
Paragraph 10
10. Underlines the need to limit as appropriate the market share of maritime consortia of container lines and to share operational advantages, corresponding to the general EU rules on fair competition and the revised Block Exemption Regulation on maritime consortia that entered into force in April 2010ensure, subject to the conditions laid down in Regulation (EC) No 906/2009 concerning the application of Article 101(3) of the Treaty of Lisbon, operational cooperation with a view to the joint provision of liner shipping services by shipping companies, in order to ensure the efficiency and quality of shipping services.
Amendment 188 #
2009/2096(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Considers the creation of the Single European Sky essential to decrease the environmental impact of flights and to achieve a three-fold increase of capacity while improving the safety of the European airspace; insists that the successful implementation of the Single European Sky is only possible with the completion of its technical pillar, SESAR; therefore calls on the Commission to submit proposals to create an appropriate governance framework for SESAR deployment and to provide for adequate public funding;
Amendment 221 #
2009/2096(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Emphasises that intelligent systems in transport organisation, such as Galileo, SESAR and ITS, need support in terms of research as well as in their application, since they lead to considerable environmental improvements due to a reduction in exhaust gases and traffic noise, improve safety by creating solutions to infrastructure bottlenecks and, not least, result in increased energy independence;
Amendment 83 #
2009/0170(COD)
Proposal for a regulation
Recital 24
Recital 24
(24) The measures necessary for the implementation of this Regulation should be adopted in accordance withUniform conditions of implementation should be ensured for the adoption of the Network’s work programme and for the preparation of the Network’s recommendations to the Commission on an aspect of the development and implementation of European policies and rules relating to civil aviation investigations and accident prevention and assistance to the victims of air accidents and their families. In accordance with Article 291 of the Treaty on the Functioning of the European Union, rules and general principles concerning mechanisms for the control by Member States of the Commission’s exercise of its implementing powers shall be laid down in advance by a regulation adopted in accordance with the ordinary legislative procedure. Pending the adoption of that regulation, Council Decision 1999/468/EC of 28 June 1999 laying down the procedures for the exercise of implementing powers conferred on the Commission. In particular the Commission should be empowered to decide1 shall continue to apply, with the exception onf the rules ofegulatory procedures and the work program of the Network established under this Regulation with scrutiny, which is not applicable.
Amendment 84 #
2009/0170(COD)
Proposal for a regulation
Recital 24 a (new)
Recital 24 a (new)
(24a) The Commission should be empowered to adopt delegated acts in accordance with Article 290 of the Treaty on the Functioning of the European Union concerning adaptations to technical progress, in particular with regard to modifications in the context of Annex 13 to the ICAO Convention, of the definitions in Article 2 and the Annex to this Regulation. It is of particular importance that the Commission carries out appropriate consultations during its preparatory work, including at expert level.
Amendment 97 #
2009/0170(COD)
Proposal for a regulation
Article 2 – point 16 a (new)
Article 2 – point 16 a (new)
(16a) ‘preliminary report’ means the communication used for the prompt dissemination of data obtained during the early stages of the investigation.
Amendment 99 #
2009/0170(COD)
Proposal for a regulation
Article 2 – point 16 a (new)
Article 2 – point 16 a (new)
(16a) ‘families’ means the immediate relatives or next of kin of the victim of an accident or serious incident;
Amendment 105 #
2009/0170(COD)
Proposal for a regulation
Article 4 – paragraph 4
Article 4 – paragraph 4
4. Safety investigations referred to in paragraph 1 and 3 shall in no case be concerned with apportioning blame or liability. They shall be independent, separate from and without prejudice to any judicial or administrative proceedings to apportion blame or liability.
Amendment 113 #
2009/0170(COD)
Proposal for a regulation
Article 8 – paragraph 9
Article 8 – paragraph 9
9. The rules of procedure of the Network and its work programme shall be decided in accordance with the tasks assigned to the Network under Article 7(2). The work programme shall be adopted in accordance with the procedure referred to in Article 24. The chairpersonoordinator of the Network shall present the draft of the rules of procedure and of the draft work programme to the Commission.
Amendment 124 #
2009/0170(COD)
Proposal for a regulation
Article 13 – paragraph 3
Article 13 – paragraph 3
3. To ensure proper coordination of inquires into the causes of accidents and incidents, the safety investigation authority shall cooperate with other authorities in particular through advance arrangements with the judicial, civil aviation, search and rescue and other authorities likely to be involved in the investigMember States shall ensure good cooperation between the safety investigation authority and other authorities likely to be involved in the investigation, such as the judicial, civil aviation, search and rescue and other authorities, on the basis of advance arrangements. Those arrangements must respect the independence of the safety investigation authority and allow the technical investigation to be conducted diligently and efficiently. The arrangements must also comply with the rules laid down in this Regulation, such as the rule concerning the forwarding of certain information referred to in the second sub-paragraph of Article 15(2) of this Regulation.
Amendment 133 #
2009/0170(COD)
Proposal for a regulation
Article 15 – paragraph 2 a (new)
Article 15 – paragraph 2 a (new)
2a. If the authority responsible for the administration of justice in a Member State is aware of information obtained in the context of the safety investigation, other than the information referred to in Article 15(2)(a), (b) and (c), which it is authorised to disclose, it may only disclose that information on condition that it is able to produce evidence thereof on the basis of the procedures made available to it in the context of the judicial procedure. If that is not the case, the information concerned shall remain confidential.
Amendment 146 #
2009/0170(COD)
Proposal for a regulation
Article 18 – paragraph 3
Article 18 – paragraph 3
3. The head of the safety investigation authority is authorised to inform victims and their families or their associations or, make public any information on the factual observations and the proceedings of the safety investigation and possibly preliminary conclusions and/orreports and safety recommendations, provided that it does not compromise the objectives of the investigation.
Amendment 147 #
2009/0170(COD)
Proposal for a regulation
Article 18 – paragraph 3 a (new)
Article 18 – paragraph 3 a (new)
3a. Before making public the information referred to in paragraph 3, the head of the safety investigation authority shall forward that information to the victims, the families or their associations. In particular, he must forward to the persons concerned, provided they have given contact details, the preliminary reports and the final report.
Amendment 156 #
2009/0170(COD)
Proposal for a regulation
Article 22 – paragraph 3
Article 22 – paragraph 3
3. The list shall not be publicly available beforeIf a passenger has given details of a contact person as provided for under paragraph 2a, it is that contact person who must be informed of the passenger’s presence on board the aircraft involved in an accident. The list cannot be made public until all families of the passengers have been informed thereof by the relevant authorities. Member States may decide to keep all or part of the list confidential, in particular if specifically requested to do so by a victim’s family member.
Amendment 164 #
2009/0170(COD)
Proposal for a regulation
Article 24 a (new)
Article 24 a (new)
Article 24a Adaptation to technical progress 1. In order to take account of technical progress, the Commission may adopt, by means of delegated acts in accordance with Article 24b and in compliance with the conditions laid down in Articles 24c and 24d, adaptations to the definitions in Article 2 and to the provisions of the Annex to this Regulation, taking into account in particular the changes made to Annex 13 of the international civil aviation convention. 2. When adopting such delegated acts, the Commission shall act in accordance with the provisions of this Regulation.
Amendment 165 #
2009/0170(COD)
Proposal for a regulation
Article 24 b (new)
Article 24 b (new)
Article 24b Exercise of the delegation 1. The power to adopt the delegated acts referred to in Article 24a shall be conferred on the Commission for a period of five years following the entry into force of this Regulation. The delegation of power shall be automatically extended for periods of an identical duration, unless the European Parliament or the Council revokes it in accordance with Article 24c. 2. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and the Council. 3. The power to adopt delegated acts shall be conferred on the Commission subject to the conditions laid down in Articles 24c and 24d.
Amendment 166 #
2009/0170(COD)
Proposal for a regulation
Article 24 c (new)
Article 24 c (new)
Article 24c Revocation of the delegation 1. The delegation of power referred to in Article 24a may be revoked at any time by the European Parliament or by the Council. 2. The institution which has commenced an internal procedure for deciding whether to revoke the delegation of power shall endeavour to inform the other institution and the Commission within a reasonable time before the final decision is taken, indicating the delegated powers which could be subject to revocation and possible reasons for revocation. 3. The revocation decision shall put an end to the delegation of the powers specified in that decision. It shall take effect immediately or at a later date specified therein. It shall not affect the validity of the delegated acts already in force. It shall be published in the Official Journal of the European Union.
Amendment 167 #
2009/0170(COD)
Proposal for a regulation
Article 24 d (new)
Article 24 d (new)
Article 24d Objections to delegated acts 1. The European Parliament or the Council may raise objections to the delegated act within a period of two months from the date of notification. At the initiative of the European Parliament or the Council, this period shall be extended by two months. 2. If, on the expiry of that period, neither the European Parliament nor the Council has objected to the delegated act, it shall be published in the Official Journal of the European Union and shall enter into force on the date stated therein. The delegated act may be published in the Official Journal of the European Union and enter into force before the expiry of that period if the European Parliament and the Council have both informed the Commission of their intention not to raise objections. 3. If the European Parliament or the Council raises objections to a delegated act, it shall not enter into force. The institution which raises objections shall state the reasons for objecting to the delegated act.
Amendment 44 #
2009/0063(COD)
Proposal for a directive
Article 1 – paragraph 2 – subparagraph 1
Article 1 – paragraph 2 – subparagraph 1
2. This Directive applies to any airport located in a territory subject to the provisions of the Treaty in the case of passengers on commercial flights.
Amendment 79 #
2009/0063(COD)
Proposal for a directive
Article 8 – paragraph 5 a (new)
Article 8 – paragraph 5 a (new)
5a. When a Member State applies, in accordance with its national law, a regulatory or legislative procedure to determine and approve the structure or level of security charges at national level, the national authorities responsible for examining the validity of security charges shall perform the tasks of the independent supervisory authority set out in paragraphs 1 to 5.
Amendment 49 #
2008/0247(COD)
Proposal for a regulation
Recital 17 a (new)
Recital 17 a (new)
(17a) Long-distance international freight traffic crosses several countries and it is necessary to ensure a journey without hindrance within the European Union, particularly when crossing borders. It is thus important that a minimum number of international train paths are reserved for this transeuropean transport. These special pre-established train paths should offer a high level of reliability contributing to the punctuality of goods trains.
Amendment 166 #
2008/0247(COD)
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
1. The governance body shall define the standard categories of freight trafficin paths, which shall be valid in the whole of the freight corridor. At least one of these categories (hereinafter referred to as “priorityfacilitated freight”) shall include goods whose transportation is very time-sensitive and which thereforeamong the freight train paths those which require an efficient transport time and guaranteed punctuality.
Amendment 172 #
2008/0247(COD)
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. The criteria defining the standard categories of freight trafficin paths shall be adopted, where applicable, in compliance with the regulatory procedure referred to in Article 18(3).
Amendment 173 #
2008/0247(COD)
Proposal for a regulation
Article 12 – Title
Article 12 – Title
Amendment 179 #
2008/0247(COD)
Proposal for a regulation
Article 12 – paragraph 1
Article 12 – paragraph 1
1. Notwithstanding Article 20(2) of Directive 2001/14/EC, the infrastructure managers of the freight corridorconcerned shall reserve the capacity needed for priority freight trafficto meet the requirements of international freight transport services making journeys of a minimum distance of 300 km for the coming financial year, prior to the annual exercise to define the working timetable referred to in Article 18 of Directive 2001/14/EC and using as a basis the freight traffic observed and the market study defined in Article 5(1) or the expected traffic changes on the network giving priority to freight.
Amendment 189 #
2008/0247(COD)
Proposal for a regulation
Article 12 – paragraph 2
Article 12 – paragraph 2
2. The infrastructure managers shall keep a reserve of capacity within the final working timetable to allow them to respond quickly and appropriately to ad hoc requests for capacity as referred to in Article 23 of Directive 2001/14/EC made for international freight transport covering a minimum distance of 300 km. This capacity must be sufficient to allow requests for train paths to be met while guaranteeing a sufficient level of quality for the allocated train path in terms of journey times on the train path and timetables adapted to freight traffic.
Amendment 205 #
2008/0247(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. The infrastructure managers of the freight corridor shall draw up and publish the rules of priority between the different types of trafficcategories of freight train paths in the event of traffic disruption in the freight corridor in the network statement referred to in Article 3 of and Annex I to Directive 2001/14/EC.
Amendment 212 #
2008/0247(COD)
Proposal for a regulation
Article 14 – paragraph 2
Article 14 – paragraph 2
2. The rules of priority referred to pre-established international train paragraph 1 above must at least provide that the train pathth as defined in Article 12, allocated to a priority freight train complying with the initial provisions for its train path, may neither be reallocated to another train, nor modified, except where the initial holder of the train path agrees to reallocation to another train or modification of the train path.
Amendment 213 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 2
Article 1 – point 2
Directive 1999/62/EC
Article 7 – paragraph 1
Article 7 – paragraph 1
1. Member States may maintain or introduce tolls and/or user charges on their road trans-European transport network or on certainany sections of that networkeir road network which customarily carries a significant volume of international goods transport under the conditions laid down in paragraphs 2, 3 and 4 of this article and in Articles 7a to 7j.
Amendment 269 #
2008/0147(COD)
Proposal for a directive – amending act
Article 1 – point 2
Article 1 – point 2
Directive 1999/62/EC
Article 7c – paragraph 3 a (new)
Article 7c – paragraph 3 a (new)
3a. The Member States concerned must submit an action plan for reducing the negative impact of the external costs referred to in Article 7b(2), in compliance with Article 9(2).
Amendment 60 #
2008/0127(COD)
Proposal for a regulation – amending act
Recital 14
Recital 14
(14) If the improvement of performance, in particular the implementation of the ATM Master Plan exceeds the resources currently available, provisions should be made to finance common projects. These additional resources may come, in particular, from revenue from the inclusion of aviation in the Community emissions trading system (ETS) or charges paid by air traffic users.
Amendment 138 #
2008/0127(COD)
Proposal for a regulation – amending act
Article 2 – paragraph 9 −point c
Article 2 – paragraph 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 Rput forward financial resources, in particular through RTE-T funds, European Investment Bank loans and income from the incorporation of air navigation activities into the ETS, with a view to funding common projects, especially to speed up the implementation of the new generation European air traffic management system (SESAR). It may also decide, in accordance with the procedure referred to in Article 5(3) of the framework Regulation and the cost- effectiveness principles referred to in Articles 11 and 14 of this regulation, that charges shall be used to finance common projects designed to assist specific categories of 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.
Amendment 161 #
2008/0127(COD)
Proposal for a regulation – amending act
Article 3 – paragraph 6
Article 3 – paragraph 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 Eurocontrol or any other body 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 within the governance structure covering the implementation of these duties.
Amendment 46 #
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: - holds one or more capital shares in or is entitled to appoint top executives or members of the board of directors, the supervisory board or any other governing body of, a system vendor and - has been recognised by the Commission as effectively controlsling a system vendor, as well as any air carrier or rail- transport operator which it owns or effectively controls; The Commission may at any time ask the air carrier or rail-transport operator holding one or more capital shares in a system vendor to provide it with all information considered necessary to determine its possible status as a parent carrier.
Amendment 60 #
2007/0243(COD)
Proposal for a regulation
Article 3 - paragraph 1 - point (b)
Article 3 - paragraph 1 - point (b)
(b) make it a condition of participation in its CRS that a participating carrier may not at the same time be a participant in another system or may not freely use alternative reservation systems such as its own Internet booking system.
Amendment 105 #
2007/0243(COD)
Proposal for a regulation
Article 10 – paragraph 3
Article 10 – paragraph 3
3. A parent carrier shall neither directly nor indirectly discriminate in favour of its own CRS by linking the use of any specific CRS by a subscriber with the receipt of any commission or other incentive or disincentive for the sale of its transport products.
Amendment 108 #
2007/0243(COD)
Proposal for a regulation
Article 10 – paragraph 4
Article 10 – paragraph 4
4. A parent carrier shall neither directly nor indirectly discriminate in favour of its own CRS by requireing use of any specific CRS by a subscriber for sale or issue of tickets for any transport products provided either directly or indirectly by itself.
Amendment 133 #
2007/0243(COD)
Proposal for a regulation
Article 12
Article 12
Where the Commission, acting on a complaint or on its own initiative, finds that there is an infringement of this Regulation it may by decision require the undertakings or associations of undertakings concerned to bring such infringement to an end. Investigations regarding possible infringements of this regulation shall fully take into account the results of any inquiry under Articles 81 and 82 of the EC Treaty.
Amendment 145 #
2007/0243(COD)
Proposal for a regulation
Annex I - paragraph 6 a (new)
Annex I - paragraph 6 a (new)
6a. Except where indicated in paragraph 8, no flight shall be featured more than once on a principal display.
Amendment 148 #
2007/0243(COD)
Proposal for a regulation
Annex I - paragraph 6 b (new)
Annex I - paragraph 6 b (new)
6b. Where air carriers operate under code-share arrangements, each of the carriers concerned – not more than two – shall be allowed to have a separate display using its individual carrier designator code. Where more than two air carriers are involved, the designation of the two carriers may be a matter for the carrier actually operating the flight.