WRITTEN QUESTION E-3602/00 by Luciano Caveri (ELDR) to the Commission. Air traffic over the Alps.
Date: 2000-11-22
Institutions: European Parliament, Provisional data
Subjects: Alpine Region, air traffic, common transport policy, competence of the Member States

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19.6.2001

What measures will the Commission take to make the (cid:145)de minimis(cid:146) rule less inflexible, thereby correcting a
somewhat skewed view of (cid:145)competition(cid:146) and facilitating access to training programmes?

Answer given by Mr Monti on behalf of the Commission

(1 February 2001)

Improving education and training is one of the policy objectives of the European Structural Funds. When
funding such measures, the Commission as well as the Member States are bound by the State aid rules,
which are designed to avoid distortions of competition.

As far as eduction and training are concerned, it should be pointed out, however, that many measures in
these fields do not constitute State aid and can therefore be freely implemented by Member States. This is
the case of general measures which directly benefit people and workers everywhere and do not grant an
advantage to certain enterprises or sectors. Examples are: schooling and initial training (such as apprentice-
ships and day release schemes); the training or re-training of unemployed people, including traineeships in
enterprises; measures directly targeted at workers, affording them the opportunity of receiving training
unconnected with the firm or industry in which they work (e.g. the (cid:145)learning account(cid:146)). Other measures do
not fall within the scope of the State aid rules because they are open to all enterprises in all sectors
without discrimination and without discretionary power for the authorities applying the measure, e.g.
general tax incentive schemes, such as automatic tax credits, open to all firms investing in employee
training.

For training measures constituting State aid, the Commission has laid down the assessment criteria in a
framework on training aid (1). This framework confirms the favourable approach of the Commission
towards training measures and allows training aid for general training up to 90 % of the eligible costs. In
order to simplify the State aid notification procedures and to facilitate the granting of training aid, the
Commission has on 6 December 2000 decided to adopt an exemption regulation for training aid, which
takes over the assessment criteria from the training aid framework. As a consequence, training aid
this regulation, Commission Regulation (EC) No 68/2001 of
measures fulfilling the conditions of
12 January 2001 on the application of Articles 87 and 88 of the EC Treaty to training aid (2), can in
future be granted without notification and authorisation by the Commission.

Finally, training measures favouring certain enterprises do not constitute State aid if they remain below the
de minimis ceiling (3). On 6 December 2000 the Commission has adopted a regulation codifying the de
minimis rule. In this regulation, Commission Regulation (EC) No 69/2001 of 12 January 2001 on the
application of Articles 87 and 88 of the EC Treaty to de minimis aid, the Commission has, in the light of
its experience, maintained the threshold of € 100 000 over a three-year. The de minimis Regulation is
without prejudice, however, to the possibility that enterprises receive, also for the same project, State aid
authorised by the Commission or covered by a group exemption regulation.

The Commission therefore considers that
adequately reflected in the existing rules.

its favourable attitude towards education and training is

(1) OJ C 343, 11.11.1998.
(2) OJ L 10, 13.1.2001.
(3) See Commission Communication OJ C 68, 6.3.1996.

(2001/C 174 E/092)

WRITTEN QUESTION E-3602/00

by Luciano Caveri (ELDR) to the Commission

(22 November 2000)

Subject: Air traffic over the Alps

The Mont Blanc area has been an aviation reference point from the era when pilots navigated by
identifying landmarks until today(cid:146)s sophisticated instrument navigation system. Consequently, many air-

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traffic routes still cross the Valle d(cid:146)Aosta, and the number of aircraft flying over it every day (estimated at
an average of around 350 aircraft crossing the region(cid:146)s airspace in any 24-hour period) has increased as a
result of the huge expansion in air traffic on European and international routes.

Such a heavy concentration of air traffic has serious implications for this small region in terms of
atmospheric and noise pollution, and at peak periods the excessive volume of traffic is beginning to make
the Valle(cid:146)s skies resemble the congested airspace around major airports. This is detrimental to the region(cid:146)s
tourist industry, is causing concern among the local population with regard to the environmental problems
that could be caused on the ground by discharges of residual combustion products and has safety
implications for gliding enthusiasts.

It would be possible to divert this traffic to some extent: the aviation route from Saronno to Passeiry
(France) turns to pass directly over the Banko reporting point (i.e. Mont Blanc), at which point it changes
its name from B4 to B37, thus cutting right through the Valle d(cid:146)Aosta; however, if the route went from
Saronno to Passeiry without deviating, aircraft would climb further north and the north-eastern area of the
Valle would be only marginally affected. It would then be necessary to redefine the aviation routes which,
starting from Malpensa airport, head west and currently follow either the Romagnano-Biella-Aosta route
or, in the case of heavier aircraft, press on almost as far as Caselle (D17 BLA) before turning towards Aosta
and then continuing, depending on the route followed, either to Passeiry in France or St Prex in
Switzerland. For some aircraft at least, once they have reached Biella they could be routed either to
Adiso (Gran Paradiso), where they would join the A1 route, or to the Cervi checkpoint (Cervino) on the
B372 route, or to Biban on the L612 route.

What are the Commission(cid:146)s views on the foregoing, in the light of the planned review of the subject at
European level with a view to improving the balance of the current air traffic system over the Alps?

Answer given by Mrs de Palacio on behalf of the Commission

(5 January 2001)

In the context of preparatory work to create a Single European Sky, a high level group composed of
civilian and military representatives from the Member States was set up last year by the Commission, with
the support of the European Council.

Analysis undertaken by the above group has found the current means of organising airspace, regarding
control sectors and aviation routes, to be inefficient. This lack of efficiency, one of the main causes of air
traffic delays, stems from the fact that national
interests have prevailed over European interests in
determining the design of European airspace. The group came to the conclusion that airspace should be
a common resource to be treated as a real Single European Sky which should be designed and regulated at
European level, starting with upper airspace and continuing with lower airspace. The process of designing
and managing this airspace should take into account both civilian and military interests.

Regulation on a European level entails reconciling the many issues of public interest involved (safety,
impact on the environment) and economic factors. This is the context of the Honourable Member(cid:146)s
question concerning aviation routes through lower airspace covering an area above three European
countries: France, Italy and Switzerland.

Member States currently have jurisdiction over this and are working to establish access and departure
routes to and from airports, taking into account the existing physical
limitations, including minimum
flying altitude over the Alps, location of on-the-ground navigation equipment, and a reduction in traffic-
flow conflicts as well as limitations regarding airspace reserved for military exercises.

Work carried out by the high level group will help foster a new approach in designing airspace which will
give priority to the needs of users and will encourage multilateral coordination in order to increase flight
regularity and efficiency and, at the same time, limit negative repercussions such as atmospheric and noise
pollution.

The Commission intends to follow up this preparatory work with an action plan to be submitted to the
Council and Parliament.