natgillin/translations-raw huggingface dataset:
Flights which take place during the certification process and which cannot be compared to normal commercial operations should not be included in the scope of the DirectiveWhere an owner of an aircraft is required to, for example, repossess an aircraft from a lessee and/or sub-lessee operator following the occurrence of a sudden termination event, event of default or similar occurrence, the “ferry flights” of such aircraft undertaken by or on behalf of the aircraft's owner to recover the aircraft resulting from such circumstances should be excluded from the list of relevant aviation activities, otherwise the significant administrative requirements of the proposed scheme will place a disproportionate burden and financial risk on aircraft owners that are forced to carry out "ferry flights" in such circumstances.
Flights which take place during the certification process and which cannot be compared to normal commercial operations should not be included in the scope of the DirectiveWhere an owner of an aircraft is required to, for example, repossess an aircraft from a lessee and/or sub-lessee operator following the occurrence of a sudden termination event, event of default or similar occurrence, the “ferry flights” of such aircraft undertaken by or on behalf of the aircraft's owner to recover the aircraft resulting from such circumstances should be excluded from the list of relevant aviation activities, otherwise the significant administrative requirements of the proposed scheme will place a disproportionate burden and financial risk on aircraft owners that are forced to carry out "ferry flights" in such circumstances.
ПРИЛОЖЕНИЕ, ТОЧКА 2, БУКВА Б
ANNEX, POINT 2, POINT (B)
Приложение IV, част Б, „Мониторинг на данните за тонкилометри за целите на член 3г“
Annex IV, Part B, "Monitoring of tonne-kilometre data for the purpose of Article 3d",
параграф 2, тире 2 и параграфи 3 и 4 (нови) (Директива 2003/87/ЕО)
paragraph 2, indent 2 and paragraphs 3 and 4 (new)(Directive 2003/87/EC)
– операторът на въздухоплавателно средство може да избере да приложи действителното или стандартното тегло за пътници и регистриран багаж, съдържащо се в документите за теглото и разпределението на товара за съответните полети, или стойност по подразбиране за всеки пътник и регистрирания му багаж от 100 кг .
– an aircraft operator may chose to apply either the actual or standard mass for passengers and checked baggage contained in its mass and balance documentation for the relevant flights or a default value for each passenger and his checked baggage of 100 kg .
– операторът на въздухоплавателно средство може да избере да приложи действителното или стандартното тегло за пътници и регистриран багаж, съдържащо се в документите за теглото и разпределението на товара за съответните полети, или стойност по подразбиране за всеки пътник и регистрирания му багаж от 150 кг .
– an aircraft operator may chose to apply either the actual or standard mass for passengers and checked baggage contained in its mass and balance documentation for the relevant flights or a default value for each passenger and his checked baggage of 150 kg .
Дейността в тонкилометри се изчислява усреднено, когато една услуга между две летища започне в хода на годината, за която се прави изчислението.
The activity in tonne-kilometres shall be adjusted pro-rate where a service between an airport pair commences in the course of the year for which the calculation is being made.
Не се представят данни за дейността, когато една услуга между двойка летища бъде прекратена в хода на годината, за която се прави изчислението.
No activity data shall be provided where a service between an airport pair ceases in the course of the year for which the calculation is being made.
ПРИЛОЖЕНИЕ, ТОЧКА 3, БУКВА Б
ANNEX, POINT 3, POINT (B)
Приложение V, Част Б, точка (14), алинея 1 а) (нова) (Директива 2003/87/ЕО)
Annex V, Part B, point (14), subparagraph 1 a (new) (Directive 2003/87/EC)
Европейските институции и държавите-членки гарантират, че работните методи, които проверяващият ще използва, са хармонизирани преди прилагането на директивата и че нейните разпоредби се прилагат на единна основа.
The European Institutions and the Member States shall ensure that the working methods to be used by the verifier are harmonised before the implementation of the Directive and that its provisions are applied on a uniform basis.
In order to achieve the aim of ensuring uniform treatment of the aviation sector, it is necessary to check that uniform methods and procedures are used and that they are applied in the same way.
In order to achieve the aim of ensuring uniform treatment of the aviation sector, it is necessary to check that uniform methods and procedures are used and that they are applied in the same way.
Differences in the way in which rules are applied and interpreted in the Member States lead to distortion of competition.
Differences in the way in which rules are applied and interpreted in the Member States lead to distortion of competition.
Приложение V, Част Б, точка (16), алинея 1 а) (нова) (Директива 2003/87/ЕО)
Annex V, Part B, point (16), subparagraph 1 a (new) (Directive 2003/87/EC)
The urgency to limit greenhouse gas emissions to combat climate change has been underlined impressively by the recent reports of the International Panel on Climate Change (IPCC).
The urgency to limit greenhouse gas emissions to combat climate change has been underlined impressively by the recent reports of the International Panel on Climate Change (IPCC).
IPCC 2007: Climate Change 2007, Part I: The Physical Science Basis; IPCC 2007: Climate Change, Part II: Impacts, Adaptation and Vulnerability; IPCC 2007: Climate Change 2007, Part III: Mitigation of Climate Change.
IPCC 2007: Climate Change 2007, Part I: The Physical Science Basis; IPCC 2007: Climate Change, Part II: Impacts, Adaptation and Vulnerability; IPCC 2007: Climate Change 2007, Part III: Mitigation of Climate Change.
The former chief economist of the World Bank, Sir Nicholas Stern, has underlined in its report to the British government that "our actions over the coming decades could create risks of major disruption to economic and social activity, later in this century and in the next, on a scale similar to those associated with the great wars and the economic depression of the first half of the 20th century" (Stern Report, p.
The former chief economist of the World Bank, Sir Nicholas Stern, has underlined in its report to the British government that "our actions over the coming decades could create risks of major disruption to economic and social activity, later in this century and in the next, on a scale similar to those associated with the great wars and the economic depression of the first half of the 20th century" (Stern Report, p.
The European Council that took place on 8-9 March 2007 adopted a quite ambitious strategy in this area.
The European Council that took place on 8-9 March 2007 adopted a quite ambitious strategy in this area.
In the framework of an international agreement greenhouse gas emissions of the European Union and other industrialized countries should be reduced by 30 % compared to 1990 levels in 2020.
In the framework of an international agreement greenhouse gas emissions of the European Union and other industrialized countries should be reduced by 30 % compared to 1990 levels in 2020.
The European Parliament has underlined the urgency of action against climate change in several resolutions and has shown its commitment by setting up a temporary committee on climate change.
The European Parliament has underlined the urgency of action against climate change in several resolutions and has shown its commitment by setting up a temporary committee on climate change.
Surprisingly enough, the Commission proposal on the inclusion of aviation in the emissions trading scheme is the only legal proposal on climate mitigation that is discussed under co-decision in the European institutions at the moment.
Surprisingly enough, the Commission proposal on the inclusion of aviation in the emissions trading scheme is the only legal proposal on climate mitigation that is discussed under co-decision in the European institutions at the moment.
The way the European Parliament and the other institutions deal with this proposal will be decisive for the future policy in this area.
The way the European Parliament and the other institutions deal with this proposal will be decisive for the future policy in this area.
How serious is the European Union when it comes to concrete legislation?
How serious is the European Union when it comes to concrete legislation?
Do we find an intelligent way to reduce greenhouse gas emissions while not undermining the competitiveness of the European industry?
Do we find an intelligent way to reduce greenhouse gas emissions while not undermining the competitiveness of the European industry?
What kind of signal do we give to third parties?
What kind of signal do we give to third parties?
The increase of greenhouse gas emissions in the aviation sector is enormous.
The increase of greenhouse gas emissions in the aviation sector is enormous.
Compared to 1990, already today the emissions have been increased about 100%.
Compared to 1990, already today the emissions have been increased about 100%.
This figure results from the well-known and safe 86 % (1990-2004) plus a figure that is based on the average increase of the years 2003/2004 (7.5 % p.a.) (see EEA Technical Report 6/2006; Eurostat News Release 11/2007).
This figure results from the well-known and safe 86 % (1990-2004) plus a figure that is based on the average increase of the years 2003/2004 (7.5 % p.a.) (see EEA Technical Report 6/2006; Eurostat News Release 11/2007).
This contrasts dramatically with the Kyoto reduction target of 8% or the 30% EU target for post-2012.
This contrasts dramatically with the Kyoto reduction target of 8% or the 30% EU target for post-2012.
Some argue that aviation's share of overall greenhouse gas emissions is "only" about 3%
Some argue that aviation's share of overall greenhouse gas emissions is "only" about 3%
See COM(2005) 459. but the share of the aviation sector of GVA is 0.6 %.
See COM(2005) 459. but the share of the aviation sector of GVA is 0.6 %.
Eurostat, Statistics in Focus 37/2005: The Air Transport Sector in the European Union.
Eurostat, Statistics in Focus 37/2005: The Air Transport Sector in the European Union.
Nobody would argue that this is not significant.
Nobody would argue that this is not significant.
Under the aspect of greenhouse gas emission aviation is the worst transport mode.
Under the aspect of greenhouse gas emission aviation is the worst transport mode.
Per kilometre a passenger using an aircraft is emitting significantly more greenhouse gases than a passenger using train or bus.
Per kilometre a passenger using an aircraft is emitting significantly more greenhouse gases than a passenger using train or bus.
Even using a car is significantly more environmental friendly than flying.
Even using a car is significantly more environmental friendly than flying.
All EU institutions have recognized that this problem needs to be addressed and that emissions trading is a useful instrument if it is appropriately designed and combined with other measures.
All EU institutions have recognized that this problem needs to be addressed and that emissions trading is a useful instrument if it is appropriately designed and combined with other measures.
The Commission's proposal aims at amending Directive 2003/87/EC so as to include CO2-emissions from aviation into the Community emissions scheme.
The Commission's proposal aims at amending Directive 2003/87/EC so as to include CO2-emissions from aviation into the Community emissions scheme.
It is proposed to include flights between EU-airports as from 2011 and flights departing and arriving in the EU as from 2012 but excludes not only testing ,rescue and training flights but also government flights .The allowances will be allocated in a harmonised way by the Member States which are in charge of the administrative follow-up of an aircraft operator : The total number of allowances will be based on the average emissions from aviation in the period 2004-2006.
It is proposed to include flights between EU-airports as from 2011 and flights departing and arriving in the EU as from 2012 but excludes not only testing ,rescue and training flights but also government flights .The allowances will be allocated in a harmonised way by the Member States which are in charge of the administrative follow-up of an aircraft operator : The total number of allowances will be based on the average emissions from aviation in the period 2004-2006.
A fixed percentage of the allowances will be distributed without any charge based on a benchmark .For the years 2011 - 2012 it is proposed to auction the average percentage of what the Member States propose to auction in their national allocation plans.
A fixed percentage of the allowances will be distributed without any charge based on a benchmark .For the years 2011 - 2012 it is proposed to auction the average percentage of what the Member States propose to auction in their national allocation plans.
After this period a general review should take place and the percentages of free allocation and auctioning as well as the procedures could be reassessed .The details concerning the auctioning will be fixed in a Commission Regulation.
After this period a general review should take place and the percentages of free allocation and auctioning as well as the procedures could be reassessed .The details concerning the auctioning will be fixed in a Commission Regulation.
Aircraft operations will be able to buy allowances from the other 6 sectors already included in the Community scheme and can use so called project credits (Emission Reduction Units and Certified Emission Reductions) up to certain harmonised limits.
Aircraft operations will be able to buy allowances from the other 6 sectors already included in the Community scheme and can use so called project credits (Emission Reduction Units and Certified Emission Reductions) up to certain harmonised limits.
Evaluation of the Commission proposal
Evaluation of the Commission proposal
The proposal of the Commission is an important step to address the greenhouse gas emissions of aviation.
The proposal of the Commission is an important step to address the greenhouse gas emissions of aviation.
But under environmental aspects and under aspects of competitiveness between the different airlines and the different transport sectors it can and must be significantly improved.
But under environmental aspects and under aspects of competitiveness between the different airlines and the different transport sectors it can and must be significantly improved.
The proposed changes
The proposed changes
Scope and starting date
Scope and starting date
The most important change that is proposed by the rapporteur is the introduction of one single starting date for internal flights and other flights departing and landing in EU airports.
The most important change that is proposed by the rapporteur is the introduction of one single starting date for internal flights and other flights departing and landing in EU airports.
The Commission argues that there is no legal argument against the introduction of the scheme for all departing and landing flights.
The Commission argues that there is no legal argument against the introduction of the scheme for all departing and landing flights.
For political reasons the Commission has proposed two different dates.
For political reasons the Commission has proposed two different dates.
The distinction between internal flights and intercontinental flights would lead to significant problems.
The distinction between internal flights and intercontinental flights would lead to significant problems.
The environmental impact of the scheme will be relatively small if intercontinental flights are not included.
The environmental impact of the scheme will be relatively small if intercontinental flights are not included.
It will lead to a distortion of competition between the airlines and it will also lead to a distortion of competition between tourist regions.
It will lead to a distortion of competition between the airlines and it will also lead to a distortion of competition between tourist regions.
It is difficult to explain that, for example, a flight from the UK to Morocco is not covered by the scheme while a flight from the UK to the Canary Islands will be covered.
It is difficult to explain that, for example, a flight from the UK to Morocco is not covered by the scheme while a flight from the UK to the Canary Islands will be covered.
This is why the rapporteur proposes one single starting date.
This is why the rapporteur proposes one single starting date.
As the mitigation of climate change is becoming more and more urgent the starting date should be as soon as possible.
As the mitigation of climate change is becoming more and more urgent the starting date should be as soon as possible.
The scheme will probably be adopted in 2008.
The scheme will probably be adopted in 2008.
A transitional period of one to two years should be realistic.
A transitional period of one to two years should be realistic.
This is why the rapporteur proposes the starting date 2010.
This is why the rapporteur proposes the starting date 2010.
Relation to third parties
Relation to third parties
Climate change is a global challenge.
Climate change is a global challenge.
That is why an EU scheme, whatever scope it has, can only be a first step.
That is why an EU scheme, whatever scope it has, can only be a first step.
The European Commission should therefore negotiate with third parties to get step by step to a global scheme.
The European Commission should therefore negotiate with third parties to get step by step to a global scheme.
In case the European institutions agree with any third party on a common scheme which has at least the same environmental benefit as the EU scheme, the Commission may propose a change of the scheme to adapt it to the agreement.
In case the European institutions agree with any third party on a common scheme which has at least the same environmental benefit as the EU scheme, the Commission may propose a change of the scheme to adapt it to the agreement.
It should be made clear that the European Union does not insist on a specific scheme but on the positive effect on the reduction of greenhouse gas emissions.
It should be made clear that the European Union does not insist on a specific scheme but on the positive effect on the reduction of greenhouse gas emissions.
Allocation method
Allocation method
It is a very important step forward that the Commission proposes a harmonised allocation method.
It is a very important step forward that the Commission proposes a harmonised allocation method.
The most important criticism to the current ETS is the distortion of competition through completely different national allocation plans and enormous over-allocation.
The most important criticism to the current ETS is the distortion of competition through completely different national allocation plans and enormous over-allocation.
The Commission proposes to distribute most of the allocations by benchmarks.
The Commission proposes to distribute most of the allocations by benchmarks.
This is much better than the existing grandfathering.
This is much better than the existing grandfathering.
But also a benchmark system can lead to a distortion of competition because as a way one chooses a benchmark is important for the effect on airlines with different business models.
But also a benchmark system can lead to a distortion of competition because as a way one chooses a benchmark is important for the effect on airlines with different business models.
The proposed benchmark by the Commission could favour freight transport against passenger transport.
The proposed benchmark by the Commission could favour freight transport against passenger transport.
This is why it should be adapted.
This is why it should be adapted.
Even the adapted benchmark may lead to some distortion of competition.
Even the adapted benchmark may lead to some distortion of competition.
This is one of the reasons why more significant parts of the allocation should be distributed by auctioning.
This is one of the reasons why more significant parts of the allocation should be distributed by auctioning.
Another argument in favour of auctioning is the possibility to address the needs of newcomers who bring innovation into the sector.
Another argument in favour of auctioning is the possibility to address the needs of newcomers who bring innovation into the sector.
It is also important to avoid windfall profits as much as possible.
It is also important to avoid windfall profits as much as possible.
In the current ETS the allocations are distributed for free and even so prices have been increasing.
In the current ETS the allocations are distributed for free and even so prices have been increasing.
A significant number of allocations being auctioned would give the Member States a possibility to generate income and reduce other taxes and charges in the transport sector.
A significant number of allocations being auctioned would give the Member States a possibility to generate income and reduce other taxes and charges in the transport sector.
Use of the money generated by auctioning
Use of the money generated by auctioning
There is a general feeling in the public that no more taxes, charges and other are burdens should be imposed on the citizens and on the business.
There is a general feeling in the public that no more taxes, charges and other are burdens should be imposed on the citizens and on the business.
This is why it should be made clear in the proposal that the money generated by auctioning is given back to the citizens and to the economy.
This is why it should be made clear in the proposal that the money generated by auctioning is given back to the citizens and to the economy.
Looking at the greenhouse gas emissions, aviation is the worst mode of transport.
Looking at the greenhouse gas emissions, aviation is the worst mode of transport.
A passenger using the plane is emitting significantly more greenhouse gas emissions than a passenger using the bus or railway for the same distance.
A passenger using the plane is emitting significantly more greenhouse gas emissions than a passenger using the bus or railway for the same distance.
Even driving a car is under normal circumstances much more environment friendly than using an aircraft.
Even driving a car is under normal circumstances much more environment friendly than using an aircraft.
Against this background it is a contradiction that cars and especially buses and railway, which are more environment friendly, suffer from a lot of taxes and charges, even some environmental taxes.
Against this background it is a contradiction that cars and especially buses and railway, which are more environment friendly, suffer from a lot of taxes and charges, even some environmental taxes.
The railway is already covered by the emissions trading scheme because it uses electricity.
The railway is already covered by the emissions trading scheme because it uses electricity.
Therefore the rapporteur proposes to reduce taxes and charges in environment friendly transport modes.
Therefore the rapporteur proposes to reduce taxes and charges in environment friendly transport modes.
The European Union has committed itself to reducing greenhouse gas emissions by 8% compared to the 1990 level until 2012.
The European Union has committed itself to reducing greenhouse gas emissions by 8% compared to the 1990 level until 2012.
Until 2020 they should be reduced by about 20% and if there is an international agreement even by about 30%.
Until 2020 they should be reduced by about 20% and if there is an international agreement even by about 30%.