natgillin/translations-raw huggingface dataset:
(PE-CONS 3671/2005 – C6‑0416/2005 – 2001/0241(COD) )
(PE-CONS 3671/2005 – C6‑0416/2005 – 2001/0241(COD) )
– s ohledem na společný návrh schválený dohodovacím výborem a příslušné prohlášení Komise (PE-CONS 3671/2005 – C6‑0416/2005 ),
– having regard to the joint text approved by the Conciliation Committee and the relevant Commission statement (PE-CONS 3671/2005 – C6‑0416/2005 ),
C 38 E, 12.2.2004, s. 17. k návrhu Komise předloženému Parlamentu a Radě ( KOM(2001)0573 )
17. on the Commission proposal to Parliament and the Council ( COM(2001)0573 )
– s ohledem na pozměněný návrh k návrhu Komise ( KOM(2003)0490 )
– having regard to the amended proposal to the Commission proposal ( COM(2003)0490 )
Dosud nezveřejněn v Úředním věstníku. ,
Not yet published in OJ ,
Přijatá znění, 13.4.2005, P6_TA(2005)0122 . ke společnému postoji Rady
Texts Adopted, 13.4.2005, P6_TA(2005)0122 . on the Council common position
– s ohledem na stanovisko Komise k pozměňovacím návrhům Parlamentu ke společnému postoji ( KOM(2005)0301 )
– having regard to the Commission's opinion on Parliament's amendments to the common position ( COM(2005)0301 )
– s ohledem na zprávu své delegace v dohodovacím výboru ( A6‑0006/2006 ),
– having regard to the report of its delegation to the Conciliation Committee ( A6‑0006/2006 ),
On 12 October 2001 the European Commission submitted a proposal for a European Parliament and Council Regulation on the harmonisation of certain social legislation relating to road transport.
On 12 October 2001 the European Commission submitted a proposal for a European Parliament and Council Regulation on the harmonisation of certain social legislation relating to road transport.
Its aim is to update, clarify and simplify the current legislation in force, namely Regulation 3820/85/EEC, with regard to driving and resting times and breaks for professional drivers engaged in the carriage of goods and passengers by road.
Its aim is to update, clarify and simplify the current legislation in force, namely Regulation 3820/85/EEC, with regard to driving and resting times and breaks for professional drivers engaged in the carriage of goods and passengers by road.
The proposal also seeks to amend Regulation 3821/85/EEC with a view to laying down the technical details for the introduction of digital tachographs.
The proposal also seeks to amend Regulation 3821/85/EEC with a view to laying down the technical details for the introduction of digital tachographs.
Following Parliament's first reading on 14 January 2003 the Council adopted its common position on 9 December 2004 accepting in whole or in part an important number of Parliament's first reading amendments.
Following Parliament's first reading on 14 January 2003 the Council adopted its common position on 9 December 2004 accepting in whole or in part an important number of Parliament's first reading amendments.
Parliament concluded its second reading on 6 April 2005 adopting a total of 43 amendments to the Council common position.
Parliament concluded its second reading on 6 April 2005 adopting a total of 43 amendments to the Council common position.
The Council informed Parliament with letter from 9 September 2005 that it could not accept all of Parliament's amendments and that conciliation was necessary.
The Council informed Parliament with letter from 9 September 2005 that it could not accept all of Parliament's amendments and that conciliation was necessary.
The conciliation was then formally opened on 12 October 2005.
The conciliation was then formally opened on 12 October 2005.
The Parliament delegation held its constituent meeting on 10 May 2005 in Strasbourg.
The Parliament delegation held its constituent meeting on 10 May 2005 in Strasbourg.
Mr Vidal Quadras (Vice-President and chair of the delegation), Mr Costa (chair of the Transport Committee), Mr Markov (rapporteur), Mr Grosch and Mr Piecyk were given a mandate by the delegation to negotiate with the Council.
Mr Vidal Quadras (Vice-President and chair of the delegation), Mr Costa (chair of the Transport Committee), Mr Markov (rapporteur), Mr Grosch and Mr Piecyk were given a mandate by the delegation to negotiate with the Council.
Four trialogues were held between 5 July and 22 November 2005, followed by subsequent meetings of the EP Delegation, which led to the reaching of agreement on 33 amendments, subject to an overall agreement.
Four trialogues were held between 5 July and 22 November 2005, followed by subsequent meetings of the EP Delegation, which led to the reaching of agreement on 33 amendments, subject to an overall agreement.
The Conciliation Committee met then in the evening of 6 December in the Council with a view to solving the outstanding issues.
The Conciliation Committee met then in the evening of 6 December in the Council with a view to solving the outstanding issues.
After several hours of deliberations an overall agreement was reached in the early hours of the next day, which was confirmed by the EP delegation with 14 votes in favour and 4 against.
After several hours of deliberations an overall agreement was reached in the early hours of the next day, which was confirmed by the EP delegation with 14 votes in favour and 4 against.
The main elements of the agreement reached in conciliation can be summarised as follows:
The main elements of the agreement reached in conciliation can be summarised as follows:
Digital tachographs
Digital tachographs
Already at an early stage of the negotiations Parliament and Council had reached agreement on one of the main features of the new legislation, namely the mandatory introduction of digital recording equipment ('tachographs'), which are difficult to falsify.
Already at an early stage of the negotiations Parliament and Council had reached agreement on one of the main features of the new legislation, namely the mandatory introduction of digital recording equipment ('tachographs'), which are difficult to falsify.
The agreement states that 20 days after publication in the EU Official Journal of the Regulation (expected for the beginning of April 2006, thus the new rules should enter into force from early May 2006) all new vehicles, i.e. vehicles put into service for the first time, should be fitted with digital tachographs and drivers carry a smart card.
The agreement states that 20 days after publication in the EU Official Journal of the Regulation (expected for the beginning of April 2006, thus the new rules should enter into force from early May 2006) all new vehicles, i.e. vehicles put into service for the first time, should be fitted with digital tachographs and drivers carry a smart card.
Breaks and rest periods
Breaks and rest periods
With a view to increasing road safety drivers will take in the future breaks more regularly.
With a view to increasing road safety drivers will take in the future breaks more regularly.
The agreement reached stipulates that after a driving period of 4,5 hours drivers shall take a compulsory break of at least 45 minutes, unless they take a rest period.
The agreement reached stipulates that after a driving period of 4,5 hours drivers shall take a compulsory break of at least 45 minutes, unless they take a rest period.
This break, however, can be replaced by a break of at least 15 minutes followed by another of at least 30 minutes, distributed over the driving period in such a way as to comply with the general rule of at least 45 minutes break for every 4,5 hours of driving.
This break, however, can be replaced by a break of at least 15 minutes followed by another of at least 30 minutes, distributed over the driving period in such a way as to comply with the general rule of at least 45 minutes break for every 4,5 hours of driving.
On rest periods Parliament and Council finally agreed that 'regular daily rest period' should mean any uninterrupted period of rest of at least 11 hours, which alternatively may be taken in two periods, the first of at least 3 hours and the second of at least 9 hours.
On rest periods Parliament and Council finally agreed that 'regular daily rest period' should mean any uninterrupted period of rest of at least 11 hours, which alternatively may be taken in two periods, the first of at least 3 hours and the second of at least 9 hours.
Parliament argued for 12 hours, but it eventually conceded to the Council position with a view to facilitating the reaching of an overall agreement.
Parliament argued for 12 hours, but it eventually conceded to the Council position with a view to facilitating the reaching of an overall agreement.
Moreover, to the driver's benefit has also been agreed that any time a driver spends travelling to a location to take charge of a vehicle or to return from that location, when the vehicle is neither at his home nor at the employer's operational centre where the driver is normally based, shall not be counted as rest or break unless the driver is in a ferry or train and has access to resting facilities like a bunk or a couchette.
Moreover, to the driver's benefit has also been agreed that any time a driver spends travelling to a location to take charge of a vehicle or to return from that location, when the vehicle is neither at his home nor at the employer's operational centre where the driver is normally based, shall not be counted as rest or break unless the driver is in a ferry or train and has access to resting facilities like a bunk or a couchette.
Definition of 'driving time' and of 'other work'
Definition of 'driving time' and of 'other work'
On Parliament's insistence the Council finally accepted to include a new definition on 'driving time', which not only takes account of the relevant case law of the ECJ but in connection with the agreement reached on the definition of 'other work' also actively contributes to greater road safety.
On Parliament's insistence the Council finally accepted to include a new definition on 'driving time', which not only takes account of the relevant case law of the ECJ but in connection with the agreement reached on the definition of 'other work' also actively contributes to greater road safety.
It counts namely to 'other work' also the time a driver spends driving a vehicle outside the scope of the Regulation (e.g. his personal car) to and from a vehicle falling within the scope of the Regulation, which is not at his home or at the employer's operational centre where the driver is normally based.
It counts namely to 'other work' also the time a driver spends driving a vehicle outside the scope of the Regulation (e.g. his personal car) to and from a vehicle falling within the scope of the Regulation, which is not at his home or at the employer's operational centre where the driver is normally based.
Given that the maximum weekly working time of 60 hours as laid down in the Working Time Directive 2002/15/EC on persons performing mobile road transport activities should also be respected, this has a result that drivers' fatigue caused from other driving than driving the truck, bus or coach covered by the Regulation is also taken into account, thus effectively contributing to greater road safety.
Given that the maximum weekly working time of 60 hours as laid down in the Working Time Directive 2002/15/EC on persons performing mobile road transport activities should also be respected, this has a result that drivers' fatigue caused from other driving than driving the truck, bus or coach covered by the Regulation is also taken into account, thus effectively contributing to greater road safety.
The AETR agreement
The AETR agreement
Regarding the territorial scope of the Regulation vis-à-vis the European Agreement concerning the Work of Crews of Vehicles engaged in International Road Transport ('AETR') the two sides agreed that due to the international engagements of the EU vehicles registered in a third country, which is not a contracting party of the AETR, will have to comply with the rules of the latter and not with those of the Regulation when they travel on EU territory.
Regarding the territorial scope of the Regulation vis-à-vis the European Agreement concerning the Work of Crews of Vehicles engaged in International Road Transport ('AETR') the two sides agreed that due to the international engagements of the EU vehicles registered in a third country, which is not a contracting party of the AETR, will have to comply with the rules of the latter and not with those of the Regulation when they travel on EU territory.
It was, however, also agreed that the AETR provisions should be aligned with those of the Regulation so that the latter can apply, through the AETR, to such vehicles for any part of the journey made within the Community.
It was, however, also agreed that the AETR provisions should be aligned with those of the Regulation so that the latter can apply, through the AETR, to such vehicles for any part of the journey made within the Community.
In a joint statement the Commission and Member States also commit themselves to make every effort to achieve this goal within 2 years of the entry into force of the Regulation; should this not be the case the Commission will propose appropriate action to address the situation.
In a joint statement the Commission and Member States also commit themselves to make every effort to achieve this goal within 2 years of the entry into force of the Regulation; should this not be the case the Commission will propose appropriate action to address the situation.
Driver's hours
Driver's hours
At an earlier stage of the codecision procedure the two institutions had already reached agreement that the maximum daily driving time shall not exceed 9 hours (or 10 hours not more than twice during the week), whereas the maximum driving time for one week has been set at 56 hours or at 90 hours as a accumulated driving time during any two consecutive weeks.
At an earlier stage of the codecision procedure the two institutions had already reached agreement that the maximum daily driving time shall not exceed 9 hours (or 10 hours not more than twice during the week), whereas the maximum driving time for one week has been set at 56 hours or at 90 hours as a accumulated driving time during any two consecutive weeks.
Ambiguity in the wording of the current legislation makes it possible to drive for up to 74 hours in a week.
Ambiguity in the wording of the current legislation makes it possible to drive for up to 74 hours in a week.
In any event the maximum weekly working time as laid down in Directive 2002/15/EC (for instance driving time plus time for loading and unloading), which is limited to 60 hours per week, has to be respected.
In any event the maximum weekly working time as laid down in Directive 2002/15/EC (for instance driving time plus time for loading and unloading), which is limited to 60 hours per week, has to be respected.
The overall agreement reached with the Council can be regarded as very positive for Parliament as the new Regulation clearly strengthens and improves social legislation for drivers engaged in road transport activities (driving and resting times and breaks), lays down the rules for the introduction of digital tachographs and in overall contributes significantly to greater road safety in Europe.
The overall agreement reached with the Council can be regarded as very positive for Parliament as the new Regulation clearly strengthens and improves social legislation for drivers engaged in road transport activities (driving and resting times and breaks), lays down the rules for the introduction of digital tachographs and in overall contributes significantly to greater road safety in Europe.
The Parliament delegation to the Conciliation Committee therefore recommends that the House approve the joint text at third reading.
The Parliament delegation to the Conciliation Committee therefore recommends that the House approve the joint text at third reading.
Společný návrh nařízení Evropského parlamentu a Rady o harmonizaci některých předpisů v sociální oblasti týkajících se silniční dopravy a o změně nařízení Rady (EHS) č. 3821/85 a (ES) č. 2135/98 a zrušení nařízení (EHS) č. 3820/85, který schválil dohodovací výbor
Joint text approved by the Conciliation Committee for a regulation of the European Parliament and of the Council on the harmonisation of certain social legislation relating to road transport and amending Council Regulations (EEC) No 3821/85 and (EC) No 2135/98 and repealing Regulation (EEC) No 3820/85
PE-CONS 3671/2005– C6-0416/2005 – 2001/0241(COD)
PE-CONS 3671/2005– C6-0416/2005 – 2001/0241(COD)
5 a článek 71 Smlouvy o ES
Articles 251(5) and 71 EC
Předseda(předsedkyně) příslušného výboru
Chair( wo )man of committee responsible
Návrh nařízení Evropského parlamentu a Rady o harmonizaci některých předpisů v sociální oblasti týkajících se silniční dopravy – KOM(2001)0573 – C5-0485/2001
Proposal for a regulation of the European Parliament and of the Council on the harmonisation of certain social legislation relating to road transport – COM(2001)0573 – C5-0485/2001
Datum prvního čtení v EP – P[5]
Date of Parliament’s first reading – P5
Datum druhého čtení EP – P[5]
Date of Parliament’s 2nd reading – P5
Inés Ayala Sender, Den Dover, Roland Gewalt, Ewa Hedkvist Petersen
Inés Ayala Sender, Den Dover, Roland Gewalt, Ewa Hedkvist Petersen
PRODLOUŽENÍ LHŮT
EXTENSION OF DEADLINES
Evropský parlament – 15.12.2005
European Parliament – 15.12.2005
ke společnému postoji Rady k přijetí směrnice Evropského parlamentu a Rady o licenci řídícího letového provozu Společenství
on the Council common position for adopting a directive of the European Parliament and of the Council on a Community Air Traffic Controller Licence
Christine De Veyrac
Christine de Veyrac
PE 365.085v02-00
PE 365.085v02-00
o společném postoji Rady k přijetí směrnice Evropského parlamentu a Rady o licenci řídícího letového provozu Společenství
on the Council common position for adopting a directive of the European Parliament and of the Council on a Community Air Traffic Controller Licence
– s ohledem na společný postoj Rady (10724/2/2005 – C6‑0399/2005 ),
– having regard to the Council common position (10724/2/2005 – C6‑0399/2005 ),
C 320 E, 15.12.2005, s. 50. k návrhu Komise předloženému Evropskému parlamentu a Radě ( KOM(2004)0473 )
50 on the Commission proposal to Parliament and the Council ( COM(2004)0473 )
– s ohledem na pozměněný návrh Komise ( KOM(2005)0293 )
– having regard to the Commission amended proposal ( COM(2005)0293
– s ohledem na doporučení pro druhé čtení dané Výborem pro dopravu a cestovní ruch ( A6‑0007/2006 ),
– having regard to the recommendation for second reading of the Committee on Transport and Tourism ( A6‑0007/2006 ),
La proposition de directive vise à harmoniser les dispositions concernant la formation et la délivrance d'une licence pour les contrôleurs de la circulation aérienne ainsi qu'à faciliter la reconnaissance mutuelle des licences nationales.
The draft directive aims to harmonise provisions on training and licensing air-traffic controllers and to facilitate the mutual recognition of national licences.
Cette proposition s'insère dans la législation visant la création d'un ciel unique européen et la complète.
This proposal is the final part of the legislation to create a single European sky.
Dans ce cadre, quatre règlements ont été adoptés en 2004, qui modifient fondamentalement le secteur de la gestion de la circulation aérienne et couvrent les aspects institutionnels, économiques, techniques ou encore sociaux du paquet "ciel unique européen".
To this end, four regulations were adopted in 2004, fundamentally changing the air-traffic management sector and covering the institutional, economic, technical and social aspects of the ‘Single European Sky’ package.
La présente proposition de directive, suivant l'exposé des motifs de la Commission, contribue à l’équilibre entre les différents aspects du paquet “ciel unique européen”, fournit l’occasion de réexaminer ou de renforcer les aspects de sécurité de la gestion de la circulation aérienne, facilite la création de blocs d’espace aérien transfrontaliers fonctionnels et crée des conditions égales pour les services de formation dans l'Union européenne.
This draft directive, according to the Commission's explanatory statement, helps to maintain the balance between the various aspects of the ‘Single European Sky’ package, provides an opportunity to revise or reinforce the safety aspects of air traffic management, facilitates the establishment of cross-border functional airspace blocks and creates a level playing field for training services in the EU.
En outre, elle facilite la mobilité des contrôleurs de la circulation aérienne ainsi que la fourniture de services transfrontaliers de contrôle de la navigation aérienne.
It also facilitates mobility of air-traffic controllers and provision of cross-border air-traffic control services.
Selon la Commission, la présente directive doit se fonder sur les normes internationales existantes, comme celles de l’Organisation de l’aviation civile internationale (OACI), qui portent notamment sur les exigences linguistiques, et celles d'EUROCONTROL.
The Commission considers that this directive should be based on existing international laws, such as those of the International Civil Aviation Organisation (ICAO), particularly concerning language requirements, and of Eurocontrol.
La présente directive transpose ces exigences dans le droit communautaire.
The directive transposes these requirements into Community law.
Elles constituent les éléments essentiels de la proposition, ouvrant ainsi la voie à l'instauration de la licence communautaire.
These are the key elements of the proposal, thus opening the way to introducing a Community licence.
Le 8 mars 2005, le Parlement européen a adopté sa position en première lecture avec 21 amendements.
On 8 March 2005 Parliament adopted its position at first reading with 21 amendments.
Le 24 juin 2005, le président de la commission des transports du Parlement a envoyé une lettre au Conseil dans laquelle il s'engage à recommander au Parlement d'approuver ce texte sans amendements en deuxième lecture.
On 24 June 2005 the chairman of Parliament's Committee on Transport wrote to the Council undertaking to recommend that Parliament approve this text without amendment at second reading.
Le 14 novembre 2005, le Conseil a arrêté sa position commune, laquelle est similaire au compromis négocié avec le Parlement.
On 14 November 2005 the Council adopted its common position, which is similar to the compromise negotiated with Parliament.
En effet, la position commune, qui est identique au compromis sur le fond, a fait l'objet de légères modifications par les juristes-linguistes sur la forme.
The substance of the common position is identical with the compromise; its form has been slightly changed by the lawyer linguists.
Ces changements mineurs sont entièrement acceptables et ne remettent pas en cause l'accord passé entre les trois institutions.
These minor changes are entirely acceptable and do not call into question the agreement reached between the three Institutions.
Position commune
Common position
La Commission a estimé que la position commune adoptée le 14 novembre 2005 ne changeait rien aux objectifs et à l’approche de sa proposition initiale et peut donc y souscrire, d’autant plus que la position commune tient dûment compte des amendements proposés par le Parlement européen en première lecture et de la proposition modifiée de la Commission.
The Commission considered that the common position adopted on 14 November 2005 did not change the objectives and approach of its initial proposal and is therefore able to endorse it, particularly as the common position takes account of the amendments proposed by Parliament at first reading and of the Commission's amended proposal.
Les principales modifications apportées à la proposition de la Commission portent notamment sur les points évoqués ci-dessous:
The main changes to the Commission proposal concern the following points:
Champ d'application
Field of application