natgillin/translations-raw huggingface dataset:
Directive 2004/36 of 21 April 2004 on the safety of third-country aircraft using Community airports.
Directive 2004/36 of 21 April 2004 on the safety of third-country aircraft using Community airports.
Directive, which from May 2006 provides the possibility for a flight ban imposed on a third-country airline to be extended to the whole of the EU.
Directive, which from May 2006 provides the possibility for a flight ban imposed on a third-country airline to be extended to the whole of the EU.
However, both in this respect and in respect of the provision of information to passengers on the identity of the air carrier and the publication of some bans on air carriers, which are covered by the proposal currently before us, the Commission's text needs to be substantially improved.
However, both in this respect and in respect of the provision of information to passengers on the identity of the air carrier and the publication of some bans on air carriers, which are covered by the proposal currently before us, the Commission's text needs to be substantially improved.
List of companies subject to restriction or banning measures
List of companies subject to restriction or banning measures
The Commission has opted for black lists drawn up by each Member State on which the Member State which initiated the operating ban or traffic rights restrictions would be mentioned each time.
The Commission has opted for black lists drawn up by each Member State on which the Member State which initiated the operating ban or traffic rights restrictions would be mentioned each time.
However, this solution would be likely to lead to confusion and legal uncertainty among users and operators.
However, this solution would be likely to lead to confusion and legal uncertainty among users and operators.
Furthermore, different treatment in different Member States could damage the credibility of national decisions concerning air safety and give rise to legal difficulties for those seeking compensation where one or more Member States fail to adopt a restriction measure implemented by another Member State.
Furthermore, different treatment in different Member States could damage the credibility of national decisions concerning air safety and give rise to legal difficulties for those seeking compensation where one or more Member States fail to adopt a restriction measure implemented by another Member State.
The most satisfactory solution both for passengers and in terms of the cogency of common air safety policy would be to publish a single Community black list into which the Member States would feed data but which would cover the whole of the EU, irrespective of the Member State that initiated each measure.
The most satisfactory solution both for passengers and in terms of the cogency of common air safety policy would be to publish a single Community black list into which the Member States would feed data but which would cover the whole of the EU, irrespective of the Member State that initiated each measure.
This system would enhance coordination between civil aviation authorities in the Member States while enabling them to retain their ability to initiate safety measures.
This system would enhance coordination between civil aviation authorities in the Member States while enabling them to retain their ability to initiate safety measures.
However, with a view to providing guidance for the Member States, provision should be made for the Commission, assisted by a committee of national experts, to draw up common criteria for the compilation of the Community list for publication.
However, with a view to providing guidance for the Member States, provision should be made for the Commission, assisted by a committee of national experts, to draw up common criteria for the compilation of the Community list for publication.
This would both ensure that the measures published really are based on objective security considerations and would make it possible to identify the operating restrictions placed on air carriers on safety grounds that need to be brought to passengers' attention because of their importance.
This would both ensure that the measures published really are based on objective security considerations and would make it possible to identify the operating restrictions placed on air carriers on safety grounds that need to be brought to passengers' attention because of their importance.
Given that safety measures are very often implemented for an indefinite period - for example until the fault which led to the measure being imposed is rectified - the common criteria should not cover only the duration of the restriction measure.
Given that safety measures are very often implemented for an indefinite period - for example until the fault which led to the measure being imposed is rectified - the common criteria should not cover only the duration of the restriction measure.
Furthermore, in order to guard against carriers being wrongly entered on to the Community list, each Member State should be entitled to object to a measure being published and extended to cover the whole of the EU.
Furthermore, in order to guard against carriers being wrongly entered on to the Community list, each Member State should be entitled to object to a measure being published and extended to cover the whole of the EU.
The final decision would be taken by the Commission, with the assistance of a committee of national experts.
The final decision would be taken by the Commission, with the assistance of a committee of national experts.
This proposal for a regulation covers both Community carriers, against which traffic rights restriction measures may be taken in the Member States, and - above all - third-country companies that enjoy traffic rights in the Union.
This proposal for a regulation covers both Community carriers, against which traffic rights restriction measures may be taken in the Member States, and - above all - third-country companies that enjoy traffic rights in the Union.
Nonetheless, the scope of the 'black list' provisions should be broadened to cover other carriers.
Nonetheless, the scope of the 'black list' provisions should be broadened to cover other carriers.
Some Member States have drawn up national lists of airlines that do not enjoy traffic rights in those Member States but which ‘would be refused traffic rights if they requested them’ because they are not subject to adequate control by their national authorities (inter alia on the basis of the findings of ICAO audits).
Some Member States have drawn up national lists of airlines that do not enjoy traffic rights in those Member States but which ‘would be refused traffic rights if they requested them’ because they are not subject to adequate control by their national authorities (inter alia on the basis of the findings of ICAO audits).
Such carriers could lease aircraft to airlines enjoying traffic rights in the EU.
Such carriers could lease aircraft to airlines enjoying traffic rights in the EU.
Furthermore, EU nationals can use these airlines when they are travelling outside the EU.
Furthermore, EU nationals can use these airlines when they are travelling outside the EU.
The Commission and the Member States should therefore be able to propose that such airlines be entered on the Community list.
The Commission and the Member States should therefore be able to propose that such airlines be entered on the Community list.
Lastly, the only provision which the proposal makes for publicising the list is for it to be published by the Commission.
Lastly, the only provision which the proposal makes for publicising the list is for it to be published by the Commission.
Provision could also be made for the Community list to be published by each Member State and made available to passengers by ticket sellers, national civil aviation authorities and airports in the Member States.
Provision could also be made for the Community list to be published by each Member State and made available to passengers by ticket sellers, national civil aviation authorities and airports in the Member States.
The important thing is to ensure that passengers are provided with useful information.
The important thing is to ensure that passengers are provided with useful information.
Passenger information on the identity of the operating carrier
Passenger information on the identity of the operating carrier
Informing passengers of the identity of their operating carrier presents a number of problems owing to the complexity of the different types of air transport (interlining
Informing passengers of the identity of their operating carrier presents a number of problems owing to the complexity of the different types of air transport (interlining
Interlining enables passengers to use a single ticket to travel on more than one airline.
Interlining enables passengers to use a single ticket to travel on more than one airline.
It covers journeys for which the passenger knows in advance the different carriers operating the different segments as well as journeys for which the passenger has a ‘fully flexible’ ticket allowing him to change airline at any point in his journey. , leasing, code sharing, package travel, etc.), which can make it difficult to provide passengers with the relevant information rapidly and efficiently.
It covers journeys for which the passenger knows in advance the different carriers operating the different segments as well as journeys for which the passenger has a ‘fully flexible’ ticket allowing him to change airline at any point in his journey. , leasing, code sharing, package travel, etc.), which can make it difficult to provide passengers with the relevant information rapidly and efficiently.
For example, the name of the carrier may not be known at the time the reservation is made.
For example, the name of the carrier may not be known at the time the reservation is made.
In that case, passengers should be given the names of the potential carriers when they make the reservation and of the name of the operating carrier as soon as it becomes known.
In that case, passengers should be given the names of the potential carriers when they make the reservation and of the name of the operating carrier as soon as it becomes known.
Use should be made of the latest communications technology (e-mail, sms) in this connection.
Use should be made of the latest communications technology (e-mail, sms) in this connection.
Furthermore, should the ticket seller be unable to alert the passenger to a change of air carrier (for instance, if the passenger is on the way to the airport or already on the plane, or is flying back from a third country), it could be arranged for the passenger to be informed, at the latest, at check-in.
Furthermore, should the ticket seller be unable to alert the passenger to a change of air carrier (for instance, if the passenger is on the way to the airport or already on the plane, or is flying back from a third country), it could be arranged for the passenger to be informed, at the latest, at check-in.
Similarly, the obligation to provide information on the identity of the air carrier should be extended to cover, in certain cases, flights outside EU territory.
Similarly, the obligation to provide information on the identity of the air carrier should be extended to cover, in certain cases, flights outside EU territory.
Where a journey starts in the EU and certain connecting factors exist, the obligation to provide information should also extend to the air carriage contractor.
Where a journey starts in the EU and certain connecting factors exist, the obligation to provide information should also extend to the air carriage contractor.
To ensure that such a system is effective, carriers should take the necessary practical steps to ensure compliance with the obligation to provide information, particularly under their interlining agreements.
To ensure that such a system is effective, carriers should take the necessary practical steps to ensure compliance with the obligation to provide information, particularly under their interlining agreements.
What is more, the obligation to inform passengers of the identity of their air carrier should be included in the contract of carriage (general terms of sale) with a view to informing passengers of their rights and also to clear up the contradiction with point 9 of the IATA terms printed on the ticket
What is more, the obligation to inform passengers of the identity of their air carrier should be included in the contract of carriage (general terms of sale) with a view to informing passengers of their rights and also to clear up the contradiction with point 9 of the IATA terms printed on the ticket
This point states: ‘The carrier may, without notice, substitute alternative carriers or aircraft’, which could be understood, particularly from the English version, as meaning that the carrier has the right not to inform passengers. .
This point states: ‘The carrier may, without notice, substitute alternative carriers or aircraft’, which could be understood, particularly from the English version, as meaning that the carrier has the right not to inform passengers. .
Lastly, while passengers must not, of course, be given means of action that could lead to abuse, the implications of the regulation for the contract of carriage should also be provided for.
Lastly, while passengers must not, of course, be given means of action that could lead to abuse, the implications of the regulation for the contract of carriage should also be provided for.
Thus, where the initial carrier is blacklisted after the conclusion of the contract or is replaced by an airline itself subsequently blacklisted, harmonised arrangements for passenger compensation, involving the offer of equivalent transport or cancellation at no cost to the passenger, should be laid down.
Thus, where the initial carrier is blacklisted after the conclusion of the contract or is replaced by an airline itself subsequently blacklisted, harmonised arrangements for passenger compensation, involving the offer of equivalent transport or cancellation at no cost to the passenger, should be laid down.
An obligation should also be placed on Member States to introduce penalties for any air ticket sellers failing to comply with their obligation to provide passengers with information on the identity of the operating air carrier.
An obligation should also be placed on Member States to introduce penalties for any air ticket sellers failing to comply with their obligation to provide passengers with information on the identity of the operating air carrier.
Other points
Other points
Article 2 of the Commission proposal contains a number of definitions which should be improved or clarified; for example, the definition of ‘contracting air carrier’.
Article 2 of the Commission proposal contains a number of definitions which should be improved or clarified; for example, the definition of ‘contracting air carrier’.
It would also be useful to state exactly who is obliged to provide information; the use of the term 'ticket seller' would broaden the scope of this obligation while allowing the ticket seller the possibility of bringing an action against the party actually responsible for failing to comply with the obligation to provide information.
It would also be useful to state exactly who is obliged to provide information; the use of the term 'ticket seller' would broaden the scope of this obligation while allowing the ticket seller the possibility of bringing an action against the party actually responsible for failing to comply with the obligation to provide information.
In the future it might be worth giving thought to the role of the European Aviation Safety Agency in the implementation of safety measures on aircraft operated by third-country carriers.
In the future it might be worth giving thought to the role of the European Aviation Safety Agency in the implementation of safety measures on aircraft operated by third-country carriers.
The rapporteur stresses the need to this broaden the EASA's powers in this area and, in future, to give it a leading role in the introduction of such measures.
The rapporteur stresses the need to this broaden the EASA's powers in this area and, in future, to give it a leading role in the introduction of such measures.
The most effective way of solving the problem of the safety of third-country aircraft would be to give the EASA a driving role in monitoring compliance with international and Community air safety standards by issuing safety certificates for third-country airlines.
The most effective way of solving the problem of the safety of third-country aircraft would be to give the EASA a driving role in monitoring compliance with international and Community air safety standards by issuing safety certificates for third-country airlines.
Parliament should call for the agency to be given such powers in the near future.
Parliament should call for the agency to be given such powers in the near future.
Christine De Veyrac 15.3.205
Christine De Veyrac 15.3.205
Inés Ayala Sender, Etelka Barsi-Pataky, Philip Bradbourn, Michael Cramer, Christine De Veyrac, Arūnas Degutis, Armando Dionisi, Petr Duchoň, Saïd El Khadraoui, Robert Evans, Emanuel Jardim Fernandes, Mathieu Grosch, Ewa Hedkvist Petersen, Jeanine Hennis-Plasschaert, Stanisław Jałowiecki, Georg Jarzembowski, Dieter-Lebrecht Koch, Jaromír Kohlíček, Rodi Kratsa-Tsagaropoulou, Jörg Leichtfried, Eva Lichtenberger, Patrick Louis, Erik Meijer, Michael Henry Nattrass, Robert Navarro, Willi Piecyk, Luís Queiró, Reinhard Rack, Luca Romagnoli, Gilles Savary, Renate Sommer, Ulrich Stockmann, Gary Titley, Georgios Toussas, Marta Vincenzi, Corien Wortmann-Kool, Roberts Zīle
Inés Ayala Sender, Etelka Barsi-Pataky, Philip Bradbourn, Michael Cramer, Christine De Veyrac, Arūnas Degutis, Armando Dionisi, Petr Duchoň, Saïd El Khadraoui, Robert Evans, Emanuel Jardim Fernandes, Mathieu Grosch, Ewa Hedkvist Petersen, Jeanine Hennis-Plasschaert, Stanisław Jałowiecki, Georg Jarzembowski, Dieter-Lebrecht Koch, Jaromír Kohlíček, Rodi Kratsa-Tsagaropoulou, Jörg Leichtfried, Eva Lichtenberger, Patrick Louis, Erik Meijer, Michael Henry Nattrass, Robert Navarro, Willi Piecyk, Luís Queiró, Reinhard Rack, Luca Romagnoli, Gilles Savary, Renate Sommer, Ulrich Stockmann, Gary Titley, Georgios Toussas, Marta Vincenzi, Corien Wortmann-Kool, Roberts Zīle
o roli „euroregionů“ v rozvoji regionální politiky
on the role of "Euroregions" in the development of regional policy
PE 360.073v02-00
PE 360.073v02-00
Vysvětlující prohlášení ................................................................................................6
EXPLANATORY STATEMENT................................................................................................7
– s ohledem na článek 158 Smlouvy o ES,
– having regard to Article 158 of the EC Treaty,
– s ohledem na návrh nařízení Evropského parlamentu a Rady o obecných ustanoveních o zřízení Evropského nástroje sousedství a partnerství ( KOM(2004)0628 ),
– having regard to the proposal for a regulation of the European Parliament and of the Council laying down general provisions establishing a European Neighbourhood and Partnership Instrument ( COM(2004)0628 ),
– s ohledem na návrh nařízení Rady o zřízení Fondu soudržnosti ( KOM(2004)0494 ),
– having regard to the proposal for a Council Regulation establishing a Cohesion Fund ( COM(2004)0494 ),
– s ohledem na návrh nařízení Evropského parlamentu a Rady o evropském sdružení pro přeshraniční spolupráci (ESPS) ( KOM(2004)0496 ),
– having regard to the proposal for a regulation of the European Parliament and of the Council establishing a European grouping of cross-border cooperation (EGCC) ( COM(2004)0496 ),
– s ohledem na Evropskou rámcovou úmluvu o přeshraniční spolupráci mezi územními společenstvími nebo úřady Rady Evropy (Madrid, 21. kvěna 1980) a její doplňující protokoly a na Evropskou chartu místní samosprávy Rady Evropy (Štrasburk, 15. října 1985),
– having regard to the European Outline Convention on Transfrontier Co-operation between Territorial Communities or Authorities of the Council of Europe (Madrid, 21 May 1980) and its Additional Protocols, and to the European Charter of Local Self-Government of the Council of Europe (Strasbourg, 15 October 1985),
– s ohledem na zprávu Výboru pro regionální rozvoj ( A6-0311/2005 ),
– having regard to the report of the Committee on Regional Development ( A6-0311/2005 ),
A. vzhledem k tomu, že následkem rozšíření Evropské unie na 25 členských států dne 1. května 2004 se zvýšily rozdíly mezi evropskými regiony, vzhledem k tomu, že nadcházející rozšíření mohou tyto rozdíly ještě dále zvýšit, a vzhledem k tomu, že rozšíření vedlo rovněž k podstatnému zvýšení počtu příhraničních regionů, je třeba poznamenat, že euroregiony rozhodujícím způsobem přispěly k překonání hranic v Evropě, k budování dobrých sousedských vztahů, spojování lidí na obou stranách hranic a rozbíjení předsudků, zejména prostřednictvím spolupráce na místní a regionální úrovni přesahující hranice států,
A. Whereas the enlargement of the European Union to 25 Member States on 1 May 2004 has brought greater disparities between European regions, and whereas forthcoming enlargements may further increase those disparities, and whereas it has also led to a substantial increase in the number of border regions, it should be noted that Euroregions have made a decisive contribution towards overcoming frontiers in Europe, building good-neighbourly relations, bringing people together on both sides of borders and breaking down prejudices, in particular through cooperation at local and regional level across national borders,
B. vzhledem k tomu, že v rozšířené Unii je třeba regionální rozdíly snížit a je třeba, aby se na ně zaměřila účinná politika soudržnosti usilující o harmonický rozvoj v rámci EU,
B. Whereas regional disparities in the enlarged union need to be reduced and need to be addressed with an effective cohesion policy, aimed at harmonious development within the EU,
C. vzhledem k tomu, že součástí účinné politiky soudržnosti a evropské integrace je zajištění udržitelného rozvoje přeshraniční spolupráce a v konečném důsledku překonání obtíží, které se až dosud vyskytovaly při financování společných projektů rovnoměrně prospěšných místním úřadům a regionům na obou stranách hranice,
C. Whereas part of an effective cohesion policy and European integration is to ensure the sustainable development of cross-border co-operation and finally to overcome the difficulties existingto date in funding joint projects benefiting equally local authorities and regions on either side of a border,
D. vzhledem k tomu, že euroregiony a podobné struktury představují (vypouští se) důležitý nástroj přeshraniční spolupráce, který je (vypouští se) nicméně nutno dále rozvíjet a zlepšovat, a měly by mít určitý právní statut,
D. Whereas Euroregions and similar structures are important instruments of cross-border co-operation that nonetheless have to be further developed and improved and that they should have certain legal status,
E. vzhledem k tomu, že bytostným posláním euroregionů je podporovat přeshraniční spolupráci příhraničních regionů či místních subjektů a regionálních úřadů i sociálních partnerů a všech dalších činitelů, kterými nutně nemusejí být členské státy EU, v oblastech, jako jsou kultura, vzdělání, cestovní ruch a hospodářské záležitosti a jakékoli další aspekty každodenního života,
E. Whereas the ultimate aim of Euroregions is to promote cross-border co-operation between border regions or local entities, and regional authorities as well as social partners and all other actors, that do not necessarily have to be Member States of the EU, on aspects such as culture, education, tourism and economic issues and any other aspect of daily life,
1. domnívá se, že přeshraniční spolupráce má pro evropskou soudržnost a integraci zásadní význam, a tudíž musí být široce podporována;
Considers that cross-border cooperation is of fundamental importance to European cohesion and integration, and must therefore be given wide support;
- informační místa a střediska služeb pro občany, instituce, regionální a místní orgány;
- an information and Service points for citizens, institutions, regional and local authorities;