CELEX: 51982PC0288
Language: el
Date: 1982-06-08 00:00:00
Title: ΣΥΣΤΑΣΗ ΑΠΟΦΑΣΕΩΣ ΤΟΥ ΣΥΜΒΟΥΛΙΟΥ πού έξουσιοδοτεί τήν 'Επιτροπή νά άρχίσει διαπραγματεύσεις μέ σκοπό τή σύναψη συμφωνίας μεταξύ τής Εύρωπαϊκής Οίκανουικής Κοινότητος καί τρίτων χωρών σχετικά μέ τό καθεστώς πού έφαρμόζεται σέ άρισμένες διεθνές όδικές έπιβατικές μεταφορές πού πραγματοποιούνται μέ πούλμαν ή λεωφορεία (ύποβληθείσα άπό τήν 'Επιτροπή στό Συμβούλιο)

ARCHIVES HISTORIQUES
DE LA COMMISSION
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COM (82) 288
Vol. 1982/0108
 ---pagebreak--- Disclaimer
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 ---pagebreak---            ΕΠΙΤΡΟΠΗ ΤΩΝ ΕΥΡΩΠΑΪΚΩΝ ΚΟΙΝΟΤΗΤΩΝ
                                                                   COM(82)286 TEΛ.
                                                                   Βρυξέλλες , 8 Ιουνίου 1982
                              ΣΥΣΤΑΣΗ ΑΠΟΦΑΣΕΩΣ ΤΟΥ ΣΥΜΒΟΥΛΙΟΥ
                                      που εξουσιοδοτεί
       τήν ' Επιτροπή νά αρχίσει διαπραγματεύσεις μέ σκοπό τη σύναψη συμφωνίας μεταξύ
          της Ευρωπαϊκής Ο'ικανουικς Κοινότητος καί τρίτων χάρν σχετικά μέ τό κα­
             θεστώς πού εφαρμόζεται σέ ὁρισμένες 6ιεθνες ὁδικές επιβατικές με­
                  ταφορές πού πραγματοποιούνται μέ πούλμαν ἤ λεωφορεία
                     ( υποβληθείσα άπό την " Επιτροπή στό Συμβούλια )
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                                 EXPLANATORY MEMORANDUM
  1 . In Regulation n° 117/ 66/ EEC of 28 July 1966 ( 1 ) the Council laid down
      certain common rules for the international carriage of passengers by road,
      including definitions of the various categories of passenger service and
      the rules applying to them within the Community .
      Article 4(2 ) of the Regulation states that "the Community' shall enter
      into any negotiations with third countries which may be found necessary
      for the purpose of implementing this Regulation".
      Article 4(3 ) goes on to stipulate that once the common rules provided
      for in Articles 7 ( concerning regular services ) and 8 ( concerning shuttle
      services ) of the Regulation have been laid down, " the Council shall , as
      soon as possible and on a proposal from the Commission, lay down the
      common rules necessary in order to enable application of this Regulation
      to be extended to international carriage of passengers -by road to or from
      third countries ".
  2 . On 28 February 1972 the Council laid down the common rules provided for
      by Articles 7 and 8 » of Regulation n° 117 / 66 / EEC by adopting Regulation
      ( EEC ) n° 516/72 on shuttle services(2 ) and Regulation ( EEC ) 'n° 517/72
      on regular and special regular services (3 ).
                                     ./•*                            j
:                                                                    i
      The Commission adopted the provisions for implementing those Regulations
      in 1968, in the case of occasional services (4 ), and in 1972 in the case
      of shuttle services and regular services ( 5 ) ( 6 ).
      ( 1 ) O.J. n° 147,. 09.08.1966, p. 2688
      ( 2 ) O.J. n° L 67, 20.03.1972 , p. 13
      (3 ) O.J. n° L 67, 20.03.1972, p. 19
      (4 ) O.J. n° L 173., 22.07.1968, p. 8
      ( 5 ) (6 ) O.J. n° L 134, 12.06.1972, p. 1
 ---pagebreak---                                                                                       t
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                                - 2 -
3 . Now that the conditions laid down in Article 4(3 ) of Regulation n° 117 / 66 / EEC
    have thus been met / it is appropriate for the Community to fulfil the
    obligations incumbent upon it under that Article in respect of shuttle
    services and regular services .
4 . Where occasional services are concerned , there have already been negotiat­
    ions for an agreement          - the ASOR - between the European Economic
    Community on the one hand and Austria , Finland, Norway, Portugal , Spain,
    Sweden , Switzerland , Turkey and Yugoslavia on the other . All those countries
    - apart from Yugoslavia , which will not take part in the Agreement at
    this stage - and the Community will sign the ASOR in the first half of
    1982 . Immediately thereafter it will be concluded, and thereby ratified
    as far as the Community is concerned .
    The ASOR applies :                            -                 ,       '
                                                                      y»
    a ) to the international carriage of passengers by road by means of occasional
        services effected :
        - between the territories, of two Contracting Parties or
        - starting and finishing in the territory of the same Contracting
          Party, and, should the need arise during such services , in transit
          through the territory of both a contracting and a non-contracting State ,
          and
        - using vehicles registered in the territory of a Contracting Party
          which ,, by virtue of their construction and equipment , are suitable
          for carrying more than nine persons , including the driver , and are
          intended for that purpose ;
    b ) to unladen journeys by vehicles in connection with these services .
    In addition to the definition of the scope of the Agreement , the ASOR
    also contains :
    - definitions of the various types of service ( i.e. occasional services ,
       regular services and shuttle services ), based on the definitions agreed
       at Community level for services between the Member- States ;
 ---pagebreak---                                      -3 -
      >- measures to liberalize certain occasional services , although the degree
          of liberalization is more limited than that in respect of services
          between    the Member States ;
      - rules concerning the introduction of a control document for occasional
          services and details of how to use it ; a model standard control document
          is annexed to the Agreement ( Community legislation is to be adopted in
         order to introduce the same model for services between the Member
          States ) ;
      - général and final provisions .
      NATURE AND SCOPE OF THE NEGOTIATIONS
  5 . The nature and scope of the negotiations with the third countries must
      be determined in the light of the rules laid down in Article 4(2 ) and
      ( 3 ) of the 1966 Regulation, and of the requirements of the Community
      passenger transport system and of future developments in the flow of
      traffic to and from the third countries concerned .
5.1 . The third countries concerned are those which took part in the ASOR
      negotiations , including Yugoslavia - which took part in all the negotiations
      but is not going to conclude the Agreement at this stage - because of its
      key position as a transit country for services to and from Greece .
      These countries have been chosen either because of their geographical
      location or because of the volume of regular and /or shuttle service
      between them and the Member States . The decisive factor, however , was
      the degree of mutual interest in the establishment of common rules .
       It does not seem desirable at the moment to open similar negotiations
       with the State trading third countries .
 ---pagebreak---                                     - Jf -
5.2 . As regards the negotiating procedure , multilateral negotiations between
      the Community on the one hand ard all the third countries concerned on
      the other would appear to "be preferable , for the following reasons :
      - they can make it possible to produce uniform solutions for all services ,
        whether between the Community and the third countries concerned or
        between the third countries themselves ;
      All the same , in so far as the problems to be discussed or any develop­
      ments in the multilateral negotiations make it desirable for bilateral
      negotiations to be opened   with each of the third countries affected
      or with groups of these countries , this option should not be excluded .
      OBJECTIVES OF THE NEGOTIATIONS
6.    The main objective of the negotiations is to make it possible to lay
      down common rules for regular services and shuttle services performed
      in the various ways provided for in Regulation No . 117/66/EEC , and to
      ensure that the third countries concerned accept control documents
      which comply with the Community rules on the matter .
 ---pagebreak--- As regards extending the scope of the application of the provisions of
Regulation n° 117/ 66 / EEC to include transport services to or from a third
country , there is a legal possibility for the Community to lay down
unilateral measures governing the sections on Community territory, as
confirmed by Article 4(3 ) of the Regulation .
However , the close link between services to or from third countries and
intra-Commun ity services , both from the point of view of the organization
of the firms and as regards the operation of the services , leaves no doubt
that , in practice , the establishment of common rules for the entire
journey, whether on Community territory or in the third countries concerned ,
will make for more effective and more rational organization of the services
involved , facilitate checks and simplify the administrative formalities .
In the light of these considerations , an international agreement or several
 international agreements with the third countries concerned would appear
 the best way of extending the scope of the common rules referred to in
 Article *f(3 )*
 The negotiations on the conclusion of such am agreement or several' such
 agreements must make it possible to lay down the common rules that are
necessary in order to extend , wherever possible , the existing Community
 rules - and in particular those concerning the definitions of the various
 types of passenger services , the rules which apply to them , the authori­
 zation procedures and the format and content of the authorization docu­
ments - to services involving third countries .
Given these general objectives , the negotiating directives must be flexible
enough to make it possible to take account of the progress of the discussions
and of particular technical requirements which may emerge .
 ---pagebreak---                                                         «                            I
                                                                                     t
                                                                                     t
                                   - 6 -
        FORM OF THE AGREEMENT OR AGREEMENTS
    7 . As proposed in section 5*2 ., the negotiations should preferably lead to
        concluding a multilateral Agreement , but there are still reserve powers io
        negotiate bilateral agreements . Moreover , it would appear useful to be abl
        to leave certain administrative work to the secretariat of the European
        Conference of Ministers of Transport ( ECMT ). In view of the existence ,
        within the framework of the ECMT, of certain regulations concerning regular
        services and shuttle services in the field of international bus transport ,
        it would appear appropriate to invite its secretariat to attend the multi­
        lateral negotiations as an observer .
    8 . Economic impact of the rules to be laid down
        A survey conducted in several Member States indicates that all passenger
        services have expanded appreciably over the last few years , both on
        routes within the Community and on routes to and from third countries .
        The main reasons for this are that :
        - coach and bus fares have not risen as fast as rail or air fares ;
        - the travelling conditions have improved ( for example , the vehicles are
          now more comfortable and many motorways have been resurfaced) ;                   !
        - the coach and bus services available to tourists are now better organized,        j
          and the range of services has been improved .
  8.1 . Summary of some of the data gathered by the Commission departments .
8.1.1 . Federal Republic of Germany                                                       i
                                                                                         i
        The total number of coach passengers carried, taking all the routes and          |
        all categories of service together, rose by AO. 6 X between 1970 and 1980.       !
                                                                                       |
        Between 1980 and 1981 , bus services * share of total passenger transport
        rose from 8 % to 9.1 %, while the railways' and airlines' shares fell
        from 13.3 % to 12.2 % and from 15.3 % to 13.9 X respectively .
 ---pagebreak---                                     «s  f
8.1.2 . Belgium
        The number of shuttle services rose from 64 in 1978 to 144 in 1981 - an
        increase of 125 % . Over that period breakdown of these services was as
        follows :
           Year      Total       Intra-Community routes          Routes involving third
                                                                       countries
           1978         64                    12                           52
           1979         94                    38                           56
           1980        128                    59                           69
           1981        144                    50                           94
        Note that in 1981 Belgium had almost twice as many services involving
        third countries as involving other Community countries .
8.1.3 . France
        France has provided data on a number of regular or special regular services
        involving third countries , some of which are set out below :
        Paris - Valencia - Murcia : 1978 : Number of passengers      carried :     94.144
                                               Passenger-ki lometres worked : 101.298.944
                                       1980 : Number of passengers   carried :    111.973
                                               Passenger-kilometres  worked : 119.898.140
        Paris - Istanbul :             1979 : Number of passengers carried :        3.603
                                               Passenger-ki lometres worked :  10.809.000
                                       1980' : Number of passengers carried :       4.146
                                               Passenger-ki lometres worked :  12.438.000
        Amsterdam-Baroelona-Alicante:1978 : Number of passengers carried :         39.639
                                               Passenger-ki lometres worked :  77.278.000
                                       1979 : Number of passengers carried :       99.020
                                               Passenger-kilometres worked : 222.398,920
 ---pagebreak--- ; .                            ;                 !
                                                              .       "     • ■ •
.J                          ... « _      .                                 __
                                           - 8 -
    8.1.4 . " Europabus " - the coach service which certain European railways run for
            tourists - has stated that 47 % of its 30 regular international services
            involved       third countries .
      8.2 . The figures given in section 8.1 clearly illustrate that there has been
            a substantial increase in the number and scale of regular services and
            shuttle services on routes involving third countries , and that the economic
            importance of those services cannot be ignored .
 ---pagebreak---                                          - 9 -
  9 . LEGAL BASIS FOR THE NEGOTIATIONS - THE COMMUNITY 'S POWERS
      Article 75 of the EEC Treaty together with Article b2 of Regulation No . 117/66/
      EEC provides the legal basis for entering into negotiations with third countriei
      in this field .
      The adoption and implementation of Regulation No . 117/66/EEC , Regulation ( EEC )
      No . 516/72 and Regulation ( EEC ) No . 517/72 - all of which were based on Article
      75 of the Treaty - brought the rules governing the international carriage of
      passengers by road into the sphere of the common transport policy and consequeni
      ly necessarily conferred on the Community the power to conclude with third coun­
      tries any agreement on the matters covered by those Regulations , given that
      external links cannot be separated from the rules       governing internal measures .
      What is more , this Community competence is exclusive . Regulation No . 117/66/EEC
      gives the Commission the task of negotiating with third countries any agreements
      related to the field covered by that Regulation . Moreover , since this is an
      area in which the Community has introduced common rules in the context of the
      common transport policy provided . for by the Treaty of Rome , the Member States
      no longer have the right , whether individually or collectively ,. to enter into
      any obligations vis- a-vis third countries such as might affect those rules . The
      Community alone is in a position to guarantee that obligations entered into
      vis- a-vis third countries are implemented in respect of all the area in which
      the Community legal system applies , and consequently: it alone has the power to
      conclude agreements to that effect with third countires .
                                            •                , 1
      The procedural aspects are covered by Article 22o of the EEC Treaty .
                               ;            • 1                ! '
10 . NEGOTIATING DIRECTIVES
      10.1 . Article 2 of the proposal provides that the Commission is to conduct the •
             negotiations on the basis of the Directives annexed to the proposal .
      10.2 . The ECMT has already laid down general rules for the international
             carriage of passengers by coach and bus ( in Resolution No . 20 of 16
                       •*
             December 1969 , as amended on 16 June 1971 )* More specifically , it has
             laid down definitions for regular services and shuttle services respect- .
             ively .                                                                        '
                                                                                            t
!                              '_         '                                                 \
 ---pagebreak---                                                       *
                       <Ä       ,
                                     - 10 -
10.3 . The negotiations should make it possible to eliminate the differences
       between Community Legislation and the rules which currently apply to the
       international carriage of passengers to and from third countries , wherever
       the current parallelism is likely to raise legal problems or make it
       difficult to apply the rules in practice . However , they should be confined
       solely to the types of service provided between the Member States and
       the third countries which are of genuine economic importance to the
       various parties .
10.4 . In the light of the foregoing considerations , the negotiations will be
       directed towards standardizing the definitions of the various types of
       regular services and shuttle services .
10.5 . The desire for common rules does not necessarily imply that the same
       rules should apply to all the third countries concerned if economic and
       social conditions warrant different rules and disparities remain between
       the competitive position of the individual countries . Separate agreements
       could perhaps be concluded with certain of the third countries concerned,
       if this is this case .
       Moreover , in the context of the negotiations one should not set out
       systematically to bring the ECMT rules into line with the Community
       legislation but examine whether , and if so to what extent , the differences
       between the two systems might call for changes in the Community rules *
                                   •
       The necessary amendments to Community legislation would then be made
       in the Regulation establishing the measures to be taken to bring into
       effect the agreement which is to be concluded .
       The conclusions which can be drawn from examining the differences between
       the various systems in this light - and which should be followed up
       during the .negotiations - are set out below .
 ---pagebreak---                                         - 11 -
10.6 . Scope of the negotiations
   A. Definitions
       a ) The ECMT definition of regular services is broadly similar to the
           Community definition , as laid down in Article 1(1 ) of Regulation
           n° 117 / 66/ EEC , though it goes into greater detail . In particular, it
           is based on the following principles :
           - fixed itinerary ;
           - frequency ; and
           - timetables .
           The ECMT definition of special regular services agrees word for word
           with that in Article 1(3 ) of Regulation n° '117 / 66/ EEC .
           It would be appropriate to look for ways of extending the definition
           laid down in Article 1(1 ) of Regulation n° 117 / 66 / EEC to the third
           countries concerned , since the wording , and in particular the reference
           to " specified routes ", allows a clearer distinction to be made between
           the strictly controlled regular services and the liberalized occasional
           services and will therefore make it easier to stamp out abuses .
       b ) The ECMT definition of shuttle services agrees word for word with that
           in Article 2(1 ), ( 2 ) and ^( 3 ) of the Council Regulation . However, it
           does not incorporate the wording of Article 2(4 ), which provides for
           fixing the conditions under which exceptions to that definition may
           be authorized .
           Since it is essential to continue to allow operators the freedom to
           accept for the return journey passengers who made the outward journey
           with another group, it would be desirable for the wording in question
           to be added to the ECMT definition , which would then apply to services
           between the Member States and the third countries concerned .
 ---pagebreak---                                                                    ...
                                - 12 -
B. Scope
   Both the ECMT Resolution and Regulation n° 117 / 66 / EEC ( see the second
   indent of Article 4(1 ) thereof ) apply to carriage in vehicles intended
   to carry more than nine persons , inc luding the driver . However , the
   Council Regulation also stipulates that the vehicle must be " suitable "
   for that purpose .
   It would be advisable if the occasion arises/ to propose to the third
   countries that they too should add this extra detail and , in conse­
   quence , accept the definition set out in Regulation No . 117 /66/EEC .
C. Common rules of a more general nature
   In addition to the technical points referred to above , a number of more
   general common rules should be agreed with the third countries- in question,
   and in particular :
   - detailed rules for joint examination , by lie representatives of each
     Contracting Party, of the general operation of the agreement or agreements
     said of special cases which may arise when it is implemented ; the
     representatives could also put forward proposals for additions or
     amendments to the agreement or agreements ;
   - detailed rules for a procedure for consultation and conciliation among
     the Contracting Parties whenever a particular need arises or when a
     dispute concerning the interpretation or application of the agreement
     or agreements makes it necessary ;
   - rules concerning the period of validity of the agreement or agreements ,
     which it should be possible to extend automatically for successive
     periods of a pre-established duration        5
   - rules concerning termination of the agreement or agreements by one of the
     Contracting Parties , after consulting the other Party , and the period
     of notice required for notification of termination .
 ---pagebreak---                      Σύσταση άποφάσεως του Συμβουλίου ποΰ εξουσιοδοτεί
 τήν ' Επιτροπή νά Αρχίσει διαπραγματεύσεις μέ σκοπό τήν σύναψη συμφωνίας μεταξύ
 της Ευρωπαϊκής Οίκονομικης Κοινότητας καί των τρίτων χορών σχετικά μέ τό καθεστώς
 ποΰ έφαρμόζεται σέ όρισμένες διεθνεΤς όδικές έπιβατικές μεταφορές πού πραγματο­
 ποιούνται μέ πούλμαν η λεωφορεΤα
 ΤΟ ΣΥΜΒΟΥΛΙΟ ΤΩΝ ΕΥΡΩΠΑΪΚΩΝ ΚΟΙΝΟΤΗΤΩΝ ,
 "Εχοντας υπόψη :
τή συνθηκη περΓ Ιδρύσεως τΡ|ς ΕύρωπαΤκ^ς Οίκονομικής Κοινότηταςί
 τή σύσταση της " Επιτροπής ,
   Εκτ ι μώντας :
 δτι       κοινοί κανόνες πού άφορουν τίς διεθνείς όδικές έπιβατικές μεταφορές πού έκτε-
 λουνται       μέ πούλμαν καί λεωφορεΤα ύπό μορφή τακτικδν γραμμδν καί γραμμδν τύπου
 "σαίτας ", καθορίστηκαν μέ τόν κανονισμό          &ριθ . 117/66 /ΕΟΚ του Συμβουλίου ( 1 ),
 δτι δυνόμει του άρθρου 4 παράγραφος 2 του κανονισμού ^           άριθ . 117/66 / ΕΟΚ του
 Συμβουλίου , ή Κοινότητα πρέπει νά διεξαγάγει μέ τίς τρίτες χδρες τίς δ ι αποαγυατεύ-
 σεις πού θά Λπαδει .χΟουν · Αναγκαίες γιά τήν έφαρμογη του έν λόγω κανονισμού * ρτι
 ή παράγραφος 3 του Υδιου άρθρου δρίζει δτι μετά τήν θέσπιση τδν κο ι νων κανρναν_υο * .
 προβλέπονται στά αρθρα 7 καί θ , τό Συμβούλιο θά θεσπίσει ,τό συντομότερο δυνατό
 τούς κοινούς κανόνες πού Απαιτούνται ,γιά τήν έπέκταση*τΓ|ς *έφαρμογί^ς του έν*λόγω κανο­
 νισμού στίς διεθνεΤς όδικές έπιβατικές μεταφορές μέ Αφετηρία η τέρμα τρίτες χδρες *
 δτι οϊ κοινοί κανόνες πού προβλέπονται στά έν λόγω ϊρθρα 7 καί θ θεσπίστηκαν
 πράγματι μέ τούς κανονισμούς (ΕΟΚ) Αριθ . 516/72 (2 ) καί άριθ . 517/72 ( 3) του Συμβου­
λίου *
 Γ1 ] ΕΕ δριθ . I. 147 τ?|ς 9.8.1966 , σ. 2688/66
 ( 2 ) ΕΕ Αριθ . I. 67 της 20.3.1972 , σ. 13
 ( 3) EE &pi0 . L 67 Tffc 20.3.1972 , a . 19
 ---pagebreak---                                                                                         Αι>.
                                    - 2 -
  δτι οί διαπραγματεύσεις μεταξύ της Κοινότητας καί ορισμένων τρΓτων χωρων σχετικά
  με τΓς εκτακτες γραμμές περατώθηκαν καί δτι ή σχετική συμφωνία πρόκειται νά συναφΒεΤ
   σύνταξα
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  δτι ι") οίκοναμική σημασία τδν όδικων έπιβατικων μεταφορών μεταξύ της Κοινότητας καί
        τρίτων χωρδν υπό μορφή τακτικών γραμμών καί γραμμδν τύπου " σαΤτας ", καθίστα
  έπιθυμητή την έπέκταση τί^ς έφαρμογης των κοινοτικών κανόνων καί σε αυτές τίς μεταφο­
  ρές ,
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  δτι , γιά τόν σκοπό αυτό , πρέπει να έξουσιοδοτηθεΤ ή " Επιτροπή νά άρχίσει τίς δναγ-
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  δτι πρέπει , άπό τώρα , νά καθορισθεί τό περιεχόμενο καί τό πεδίο έφαρμογης της συμφω­
  νίας     των συμφωνιών καθώς καί νά προβλεφθούν ο 1 λεπτομέρειες του συμβιβασμού ;
  οτι οι τρίτες χώρες πού ένδιαφερονται περισσότερο γιά τίς άδικές επιβατικές μεταφορές
  πρός καί &πό τήν Κοινότητα καί μέ τίς όποιες εΤνα < , κατά συνέπεια, σκόπιμο νά άρχί-
  σουν κατ'άρχήν διαπραγματεύσεις εΤναι ή Αύστρία, ή Ισπανία , ή Φινλανδία , ή Νορβηγία,
  ή Πορτογαλία, ή Σουηδία , ή Ελβετία , ή Τουρκία καί ή Γιουγκοσλαβία,                       ;
  ΑΠΟΦΑΣΙΖΕΙ
 ---pagebreak---                                                                     VL) '   'l /
                           Αρθρο  1
Ή Επιτροπή έξουσιοδοτεΤται νά άρχίσει διαπραγματεύσεις μέ την Αυστρία , την Ισπανία
την Φινλανδία , την Νορβηγία , την Πορτογαλία , τήν Σουηδία , την Ελβετία , τήν Τουρκία ,
καί την Γιουγκοσλαβία μέ σκοπό την σύναψη μεταξύ της Κοινότητας καί αώτΠν των
                  „        ~   ,  ,  ,      ,_8ρ:ατπ ζονται.
χωρων , συμφωνίας Π συμφωνιών με τις οποίες / κοινοί κανόνες σχετικά με τίς τακτικές
γραμμές καί τίς γραμμές τύπου "σαΤτας" , πού έκτελοΰνται στ<5 πλαίσια τ2ν διεθνών όδι-
κδν έπιβατικων μεταφορών μέ πούλμαν η λεωφορεία .
                          ApBpo 2
 Η Επιτροπή θ<5 διεξαγάγει στίς διαπραγματεύσεις βδσει τδν κατευθυντηρίων γραμμδν πού
καθορίζονται στό παράρτημα .
 Εγινε στίς Βρυξέλλες ,                                Γ ι α τό Συμβούλ ι ο
                                                       Ό Πρόεδρος
 ---pagebreak---                                                                        ΠΑΡΑΡΤΗΜΑ
                 ΚΑΤΕΥΘΥΝΤΗΡΙΕΣ ΓΡΑΜΜΕΣ ΓΙΑ ΤΙΣ ΔΙΑΠΡΑΓΜΑΤΕΥΣΕΙΣ
 1.    Γεν ι κός στόχος
Γενικός οτόχος τ2ν διαπραγματεύσεων είναι ή σύναψη συμφωνίας η συμφωνιών μεταξύ
της Κοινότητας καΓ όρισμένων τρίτων χωρων σχετικό μέ τό καθεστώς πού έφαρμόζεται             .
στίς διεθνεΓς όδικές Επιβατικές· μεταφορές μέ πούλμαν καΓ λεωφορεία .
2 . Περιεχόμενο καί πεδίο έφαρμογης της συμφωνίας η των συμφωνιών
     2.1 .    Όρισμοί τΏν τόπων μεταφορΒς
              α ) Οϊ όρισμοί πού περιλαμβάνονται στό δρθρο 1 του κανονισμού ( ΕΟΚ) άριθ .
                  117/66 του Συμβουλίου , τής 28 , 'ΐουλίου 1966 ( ΐ ) έφαρμόζονται καί στίς
                  τακτικές καί ε ! δικές τακτικές γραμμές μεταξύ τό5ν ΚρατΕ5ν μελών καί τδν
                  τρίτων χωρδν .
              β ) Στίς γραμμές τύπου "σαίτας " έφαρμόζεται ό όρισμός του άρθρου 2 παράγραφος
                  1 , 2 καί 3 του κανονισμού ( ΕΟΚ) άριθ . 117/66 " ό όρισμός αύτός , έξάλλου ,
                  θό συμπληρωθεί άπό διόταξη δυνόμει της όποίας ο ! δημόσιες άρχές θά έπι –
                  τρέπουν ατούς μεταφορεΤς ν<5 δέχονται ατην διαδρομή έπιστροωης όρισμένους
                  έπι βάτες ο ! όποΤοι Εχουν πραγματοποιήσει την διαδρομή μεταβάσεως μέ δλλη
                  όμάδα έπιβατδν .
     2.2 .    Προδιαγραφές γιά τό όχήματα
                  0 ? προδιαγραφές πού άφορουν την κατασκευή καί τόν έξοπλισμό τδν όχημά-
                  των πού προβλέπονται στό δρθρο 4 παράγραφος 1 πρώτη περίπτωση του κανονι-
                  σμοΟ ( ΕΟΚ) άριθ . 117/66 , έφαρμόζονται καί στίς μεταφορές μεταξύ τδν Κρα-. ν ,
                  τδν μελών καί τΩν τρίτων ένδ ι αφερομένων χωρδν.
  ( 1 ) ΕΕ άριθ . Ι_ 147 τΡίς 9 Αώγούστου 1966
 ---pagebreak---                                                                                         / >-
                                 - 2 -                           Vïl / 1 «C
 2.3 . Ιυμφων Γα καί συμβιβασμός
       Πρέπει νά προβλεφθούν οΐ λεπτομέρειες συμβιβασμού σύμφωνα μέ τίς 6πα7ες
       ο ! έχπρδσωποι των συμβαλλομένων μέρων 9ά συμβιβάζονται καττ5πι ν α! τάσεως
       ένός των μέρων , κάθε φορά πού αίιτί Επιβάλλεται από κάποιον Ιδιαίτερο
       λύγο η κάποια διαφωνία σχετικά μέ τήν έρμηνεία η τήν Εφαρμογή της συμ­
       φωνίας η των συμφωνιών .
       Οί έκπρόσωποι Β <5 πρέπει έπίσης νά έξετάσουν την έν γένει λειτουργία της
       συμφωνίας καί νά διατυπώσουν , ένδεχομένως , προτάσεις προκειμένου νά τήν
       τροποποιήσουν η νά τη συμπληρώσουν .,
2.4 .  Διάρκεια Ισχύος καί παράταση της συμφωνίας
        'Η προτεινόμενη διάρκεια Ισχύος της συμφωνίας εΤναι δεκαετής .      Μετά τήν παρέ­
       λευση τδν 10 έτων καί έφέσον ή συμφωνία δέν καταγγελθεί &πό τά συμβαλλόμενα
       μέρη , ή Ισχύς τ?|ς συμφωνίας θά παρατείνεται σιωπηρά .
2.5 .  Καταγγελία τΡ|ς συμφωνίας
       Κάθε συμβαλλόμενο μέρος θά μπορεΤ νά καταγγείλει τή συμφωνία , &φου προηγουμέ­
       νως συνεννοηθεί καί είδοποιήσει σχετικά τό άντ ι συμβαλλόμενο μέρος .
  3·   Τύπος της συμφωνίας
3.1 .  01 διαπραγματεύσεις θά Αρχίσουν καί θά συνεχισθούν σύμφωνα μέ τίς Τδιες δια­
       δικασίες πού άπέληζαν στην δημιουργία της Α50Η .
3.2      Οπως στό πλαίσιο της Α50Β δρισμένα διοικητικά καθήκοντα , πού θά προβλεφθούν
       άπό τή συμφωνία καί θά άφορουν τήν λειτουργία της , θά Ανατεθούν στη Γραμματεία
       τί^ς Εδρωπα7κΡ|ς Διασκέψεως 'ΥπουργΏν Μεταφορδν ( ΟΕΜΤ ).