Regeringens proposition 1992/93:202

om ändring av avtal mellan Sverige, Norge och      iqq2/93-202 EEG om civil luftfart

Regeringen föreslår riksdagen att anta de förslag som har tagits upp i bifogade utdrag ur regeringsprotokollet den 22 april 1993.

På regeringens vägnar

Cari[REDACTED_EFTERNAMN]

Inger[REDACTED_EFTERNAMN]

Propositionens huvudsakliga innehåll

Regeringen föreslår att vissa tillägg till och en ändring av avtalet mellan Sverige, Norge och EEG om civil luftfart godkänns. Genom tilläggen kommer Sverige och Norge att omfattas av de regler som gäller inom EG från den 1 januari 1993 på den civila luftfartens område, det s.k. tredje luftfartspaketet. Tilläggen och ändringen har förhandlats firam bl.a. med tanke på att EES-avtalet inte kom att träda i kraft som planerat och med beaktande av behovet av att samma regler bör gälla i de skandinaviska ländema med tanke på det skandinaviska luftfartssamarbetet inom främst Scandinavian Airlines System, SAS.

Tilläggen föranleder ändringar i bl.a. lagen (1992:138) om tillämpning av avtal mellan Sverige, Norge och EEG om civil luftfart och luft­fartslagen (1957:297).

1 Riksdagen 1992/93. 1 saml. Nr 202

1.     Förslag till

Prop. 1992/93:202

Lag om ändring i lagen (1992:138) om tillämpning av avtal mellan Sverige, Norge och EEG om civil luftfart

Härigenom föreskrivs att 2 § och bilagan till lagen (1992:138) om till-lämpning av avtal mellan Sverige, Norge och EEG om civil luftfart skall ha följande lydelse.

Nuvarande lydelse

Föreslagen lydelse

2 §   Följande bestämmelser i de i bilagan till avtalet upptagna rättsak-

tema nr 4, 5, 11, 12 och 17 skall gälla som lag här i landet.

1. Artiklama 1-4, 8, 9, 11, 12, 14, 15 utom punkt 3, 16 utom punkt

3 samt 17-20 i rådets första förordning 62/17/EEG om tillämpning av

fördragets artiklar 85 och 86, med vidtagna ändringar (nr 4).

2.

Artiklama 1-7,9, 11, 12 utom 2. Artiklama 1-7,9, 11, 12 utom punkt 3, 13 utom punkt 3 samt punkt 3, 13 utom punkt 3 samt 14-17 i rådets förordning 14-17 i rådets förordning 87/3975/EEG om förfarandet för 87/3975/EEG om förfarandet för tillämpning av konkurrensreglema tillämpning av konkurrensreglema på företag inom luftfartssektorn (nr på företag inom luftfartssektom, 5).

med vidtagna ändringar (nr 5).

3.

Artiklama 1-9 i rådets förordning 91/295/EEG om införande av gemensamma regler om kompensation till passagerare som nekas ombordstigning pä luftfartyg i regelbunden lufttrafik (nr 11).

4.

Artiklama 1-19 och 22 i rådets förordning 89/2299/EEG om en uppförandekod för datoriserade bokningssystem (nr 12).

5.   Artiklama 1-8, 11, 13, 14-18 och 21 i rådets förordning

89/4064/EEG om konuoll av företagskoncentrationer (nr 17).

De angivna rättsaktema finns intagna som bilaga till denna lag. I fråga om fullgörande i Sverige av skyldigheter enhgt denna paragraf tillämpas 13 samt 15-19 §§.

Bilaga

Prop. 1992/93:202

Rättsakt nr 4

FORORDNING nr 17

Rättsakt nr 5

RÅDETS FÖRORDNING (EEG) nr 3975/87

BILAGA

Förteckning som avses i artikel 2

k) avräkning och utjämning av konton mellan lufttrafikföretag genom en clearingcentral inklusive sådana tjänster som kan vara nödvändiga eller förknippade med detta; avräkning och utjämning av konton mellan lufttrafikföretag och de agenter de utnämnt genom ett centraliserat och automatiserat betalningssystem inklusive sådana tjänster som kan vara nödvändiga eller förknippade med detta.

RÅDETS FÖRORDNING (EEG) nr 1284/91

Prop. 1992/93 202

av den 14 m 1991

med ändring av forordningen (EEG) nr 3975/87 om förfarandet för

tillämpning av konkurrensreglerna på företag inom luftfartssektorn

EUROPEISKA GEMENSKAPERNAS RÅD HAR ANTAGIT DENNA FÖRORDNING

med beaktande av Fördraget om upprättandet av Europeiska ekonomiska gemenskapen, särskilt artikel 87 i detta,

med beaktande av kommissionens förslag',

med beaktande av Europaparlamentets yttrande,

med beaktande av Ekonomiska och sociala kommitténs yttrande', och

med beaktande av följande:

Rådets förordning (EEG) nr 2342/90 av den 24 juli 1990 om biljett­priser för regelbunden luftfart* och rådets förordning (EEG) nr 2343/90* om lufttrafikföretags tillträde till flyglinjer i regelbunden lufttrafik inom gemenskapen och om delning av passagerarkapaciteten mellan lufttrafik-företag i regelbunden lufttrafik mellan medlemsstatema fömtser ytterhgare liberalisering av tariffsystemet inom gemenskapen.

Eftersom gemenskapens lufttrahsportpolitik kommer att göra det möjUgt för lufttrafikföretag att konkurrera på gmnd av deras egna förtjänster och därigenom bidra till en mer dynamisk lufttransportsektor till förmån för konsumentema, skall kommissionen ges möjlighet att omedelbart vidta åtgärder när lufttrafikföretag i strid med konkurrensreglema vidtar åtgärder som kan hota Uvskraften hos de tjänster som utförs av en konkurrent eller till och med ett lufttrafikföretags existens och sålunda orsakar oåterkallelig skada på det på konkurrens uppbyggda systemet.

Det är lämpligt att införa en speciell ordning enhgt vilken kommis­sionen snabbare kan använda konkurrensreglema i fall när det förehgger ett angeläget behov av att förhindra, eller agera mot, sådana överträ­delser av dessa regler.

Denna ordning bör erbjuda de berörda företagen tillfälle att yttra sig skriftligen över de förfaranden mot vilka invändningama har gjorts.

Det är därför nödvändigt att ändra förordning (EEG) nr 3975/87*.

'EGTnrC 155, 26.6.1990, s, 7 och EGT nr C 101, 18.4.1991, s. 19.

-EGTnrC48. 25.2.1991, s, 166.

'EGT nr C 41. 18,2.1991. s. 44.

'EGTnrL217, 11.8.1990, s, 1.

'EGT nr L 217, 11.8.1990,$, 8.

'EGT nr L 374, 31.12.1987, s. 1,

HÄRIGENOM FÖRESKRIVS FÖUANDE.

Prop. 1992/93:202

Artikel 1

Förordning (EEG) nr 3975/87 ändras härigenom på följande sätt:

1.  Följande artikel skall tillkomma :

"Artikel 4 a

Interimsåtgärder mot konkurrensbegränsande förfaranden

1.

Om inte annat följer av tillämpningen av artikel 4.1 kan kommis­sionen, om den förfogar över klara prima facie-bevis for att vissa förfaranden strider mot artikel 85 eller 86 i fördraget och har till syfte eller resultat att direkt hota en flygförbindelses existens och om begagnandet av det normala förfarandet kan vara otillräckligt fÖr att skydda flygförbindelsen eller det berörda flygbolaget, genom beslut vidta interimsåtgärder för att säkerställa att dessa förfaranden inte vidtas eller att de upphör samt lämna sådana anvisningar som behövs för att hindra förekomsten av dessa förfaranden till dess att ett beslut fattas enligt artikel 4.1.

2.

Ett beslut som fattas i enlighet med punkt 1 skall gälla i högst sex månader. Artikel 8.5 är inte tillämplig."

2.  Följande tillägg skall göras i artikel 13.1:

"e) att vidta varje åtgärd som har beslutats enligt artikel 4 a."

3.  I artikel 16.1 skall "4 a," läggas till efter "4,".

Artikel 2

Denna förordning träder i kraft dagen efter det att den offenthggjorts i Europeiska gemenskapemas officiella tidning.

Denna förordning är till alla delar bindande och direkt tillämpUg i aUa medlemsstater.

Utfärdad i Bryssel den 14 maj 1991.

På rådets vägnar

J.E POOS

Ordförande

Prop. 1992/93:202

rAdETS förordning 

(EEG) nr 2410/92

av den 23 juli 1992

om ändring av förordning (EEG) nr 3975/87 om förfarandet for tillämpning av

konkurrensreglerna pA foretag inom luftfartssektorn

EUROPEISKA GEMENSKAPERNAS RAD HAR ANTAGIT DENNA FÖRORDNING

med beaktande av Fördraget om upprättandet av Europeiska ekonomiska gemenskapen, särskilt artikel 87 i delta,

med beaktande av kommissionens förslag',

med beaktande av Europaparlamcnlci.s yitrandc-,

med beaktande av Ekonomiska och bociala kommiucn.s yirande\

och med beaktande av följande:

Förordning (EEG) nr 3975/87* utgjorde del av ett paket av samordnade åtgärder, vidtagna av rådet som ett första steg mot genomförandet av den inre marknaden pä transportom­rådet; dess räckvidd begränsades därför till internationell luftfart   mellan gemenskapens flygplatser.

Kommissionen har följaktligen för närvarande inga möjlighcicr alt direkt undersöka fall av misstänkt överträdelse av artikel 85 och 86 i fördraget. Kommissionen saknar vidare befo­genheter att fatta beslut eller införa sanktioner som är nöd-, vändiga för att godkänna avtal enligt artikel 85.3 och för att få konstaterade överträdelser i samband med transport inom en medlemsstat att upphöra.

Även luftfart som utövas uteslutande mom en medlemsstat är nu föremål för gemenskapens liberaliseringsåtgärder. Det är därför önskvärt att regler fastställs enligt vilka kommissionen i nära och ständig kontakt med behöriga myndigheter i medlemsstatema kan vidta nödvändiga åtgärder för att tillämpa artikel 85 och 86 i fördraget på detta område inom luftfarten, i sädana fall när handeln mellan medlemsstaterna kan på­verkas.

Del är nödvändigt all skapa en säker och klar räuslig ram för luftfarten inom en mcdlcmshtal och samtidigt iäkra en konse­kvent tillämpning av konkurrensreglerna. Räckvidden för förordning (EEG) nr 3975/87 bör därför utvidgas till att om­fatta inrikes luftlrafik.

HÄRIGENOM FORESKRIVS FOUANDE.

Artikel 1

Ordet "iniemationclla" skall utgå i artikel 1 2 i förordnmg (EEG) nr 3975/87.

Artikel 2

Denna förordning träder i kraft dagen efter det att den har offentligorts i Europeiska gemenskapernas officiella tid­ning.

Denna förordning är till alla delar bindande och direkt tilllämplig i alla medlcmssiaier. Utfärdad i Bryssel den 23 juli 1992

Pä råäeis vägnar

J. COPE

Ordförande

EGTnrC 255. 30.8.1991. s. 9. EGTnrC 125. 18.5.1992. s. 130 EGTnrC 169. 6.7.1992. s. 13. EGT nr L 374. 31.12.1987, s. 1

Denna lag träder i kraft den dag regeringen bestämmer.

2.     Förslag till

Prop. 1992/93:202

Lag om ändring i luftfaitslagen (1957:297)

Härigenom föreskrivs att det i luftfartslagen (1957:297) skall införas två nya paragrafer, 2 kap. 2 a § och 7 kap. 3 a §, av följande lydelse.

Föreslagen lydelse

2 kap.

2 a § Utan hinder av 2 § får ett luftfartyg registreras i Sverige om det ägs av ett lufttralikföretag som har sin centrala administration och sitt huvudkontor i Norge eller i en stat inom Europeiska ekonomiska gemenskapen om företaget till mer än hälften ägs och kontrolleras av en sådan stat eller av en med­borgare i en sådan stat. Detta gäller dock bara så länge lagen (1992:1317) om ett europeiskt ekonomiskt samarbetsområde (EES) inte har trätt i kraft.

7 kap.

3 a § Utan hinder av 3 § får regeringen eller den myndighet regeringen bestämmer även ge till­stånd till luftfart i inrikes trafik till ett lufttrafikföretag som har sin centrala administration och sitt huvudkontor i Norge eller i en stat inom Europeiska ekonomiska gemenskapen om företaget till mer än hälften ägs och kontrolleras av en sådan stat eller av en med­borgare i en sådan stat.

Denna lag träder i kraft den dag regeringen bestämmer.

3.   Förslag till

Lag om ändring i lagen (1992:1317) om ett europeiskt ekonomiskt samarbetsområde (EES)

Härigenom föreskrivs att ikraftträdandebestämmelsema till lagen (1992:1317) om ett europeiskt ekonomiskt samarbetsområde (EES) skall ha följande lydelse.

Prop. 1992/93:202

Lydelse enligt prop. 1992/93:225      Föreslagen lydelse

1.   Denna lag träder i kraft den

dag regeringen bestämmer. Föl­

jande bestämmelser i bilaga 1 får

dock inte sättas i kraft före den 1

januari 1994:

-

artikel 81 a, b, d, e och f,

-

artikel 82.

2.

Regeringen får sätta lagen i kraft i förhållande till Liechtenstein vid en senare tidpunkt än i för­hållande till andra avtalsslutande parter.

3.

Genom lagen upphävs lagen (1992:138) om tillämpning av avtal mellan Sverige, Norge och EEG om civil luftfart.

1.   Denna lag träder i kraft den

dag regeringen bestämmer. Föl­

jande bestämmelser i bilaga 1 får

dock inte sättas i kraft före den 1

januari 1994:

-

artikel 81 a, b, d, e och f,

-

artikel 82.

2.   Regeringen får sätta lagen i

kraft i förhållande till Liechtenstein

vid en senare tidpunkt än i för­

hållande till andra avtalsslutande

parter.

Kommunikationsdepartementet

Prop. 1992/93:202

Utdrag ur protokoll vid regeringssammanträde den 22 april 1993

Närvarande: statsministem[REDACTED_EFTERNAMN], ordförande, och statsråden B.[REDACTED_EFTERNAMN],[REDACTED_EFTERNAMN],[REDACTED_EFTERNAMN], Laurén,[REDACTED_EFTERNAMN],[REDACTED_EFTERNAMN], Dinkelspiel, HeUsvik,[REDACTED_EFTERNAMN],[REDACTED_EFTERNAMN],[REDACTED_EFTERNAMN],[REDACTED_EFTERNAMN], P.[REDACTED_EFTERNAMN],[REDACTED_EFTERNAMN]

Föredragande: statsrådet[REDACTED_EFTERNAMN]

Proposition om ändring av avtal mellan Sverige, Norge och EEG om civil luftfart

1     Inledning

I regeringens proposition 1992/93:93 om vissa luftfartsfrågor med anledning av avtalet om Europeiska ekonomiska samarbetsområdet (EES) lämnades en kortfattad redogörelse om EG:s åtgärder för att avreglera den civila luftfarten inom gemenskapen. Den 1 januari 1993 trädde det s.k. tredje luftfartspaketet i kraft inom EG. Det tredje luftfartspaketet innebär bl.a. att luftfarten inom EG avregleras ytterhgare och att lufttrafikföretag inom EG ges rätt att fritt trafikera de linjer de önskar mellan orter inom gemenskapen. Vidare innehåller paketet, tillsammans med de övriga rättsakter som tillkommit pä området under senare tid, regler om tillståndskrav för lufttrafikföretag, prissätming, harmonisering av tekniska krav och administrativa procedurer, erkännande av certifikat för flygpersonal samt om fördelning av ankomst- och avgångstider vid större flygplatser. Sludigen ger paketet möjlighet till en utvidgad och förstärkt kontroll av konkurrensförhållandena inom den civila luftfarten.

Den viktigaste nyheten är möjligheten till inrikes luftfart på annat lands territorium, s.k. cabotage. Under en övergångstid fram till den 1 april 1997 får sådan inrikes luftfart begränsas till att ske endast i form av förlängning av en internationell flygsträcka; exempelvis skall ett brittiskt lufttrafikföretag få öppna en hnje London-Munchen-Berhn och ta upp passagerare för inrikes befordran mellan Miinchen och Berhn. Under övergångstiden får vidare endast en begränsad del av lufttrafikföretagets kapacitet användas för sådan inrikes trafik. Genom det tredje luftfarts­paketet släpps prissätmingen för luftfarten i princip fri och de traditio­nella gränsema mellan reguljärflyg och charterflyg suddas ut. Fördel­ningen av ankomst- och avgångstider på de stora flygplatsema skall ske på ett konkurrensneutralt sätt. Kommissionen får också rätt att granska inrikestrafiken och ingripa vid missförhållanden.

I nämnda proposition redovisades också kort innehållet i det avtal

mellan Sverige, Norge och EEG om civil luftfart, i det följande benämnt    Prop. 1992/93:202

luftfartsavtalet, som trädde i kraft den 6 juh 1992. Från början var

avsikten att luftfartsavtalet, som bygger på det s.k. andra luftfjutspaketet,

skulle upphöra att gälla den dag EES-avtalet träder i kraft. Därefter

skulle det tredje luftfartspaketet införlivas i EES-avtalet när partema

förhandlat fram ett tilläggsavtal avseende de rättsakter som tillkommit

inom EG på de områden som omfattas av EES-avtalet.

Sedan Schweiz efter folkomrösUiing sagt nej till EES-avtalet har tidtabellen för EES-avtalet förändrats. Siktet är nu inställt på att det justerade EES-avtalet skall kunna träda i kraft senare under 1993, vilket innebär att de tillkommande rättsaktema blir införlivade ännu något senare.

På gmnd av det etablerade samarbetet mellan de skandinaviska ländema på luftfartens område har i denna situation tanken väckts att låta luftfartsavtalet leva vidare en tid och att med avtalet snarast möjhgt införUva de rättsakter som ingår i det tredje luftfartspaketet.

Enligt de urspmngliga tankarna bakom EES-avtalet skulle även ett sålunda utvidgat luftfartsavtal upphöra att gälla när EES-avtalet träder i kraft, och Sverige och Norge skulle då även i förhållande till EG återgå tiU det andra luftfartspaketet enligt EES-avtalet. Denna återgång till ett tidigare rättsläge framstår i dag varken som en praktisk eller rättsUgt tillfredsställande lösning.

Den blandade kommitté, som har upprättats med stöd av bestämmel­sema i luftfartsavtalet, har därför under våren 1993 dels fattat ett beslut den 26 mars 1993 om att komplettera luftfartsavtalet med nio nya rättsakter, dels utarbetat ett förslag till ett tilläggsavtal med innebörden art luftfartsavtalet skall fortsätta att tillämpas för en begränsad tid även sedan EES-avtalet trätt i kraft. Blandade kommitténs beslut på engelska och i preliminär svensk översätming bör fogas till protokollet i detta ärende som bilaga 1. Förslaget till tilläggsavtalet på engelska och i prehminär svensk översättning bör fogas till protokollet i detta ärende som bilaga 2. De nya rättsaktema bör, i sin engelska lydelse fogas till protokoUet i detta ärende som bilaga 3. Översätming till svenska av rättsaktema pågår, men några slutliga versioner föreUgger ännu inte. Inom Kommunikationsdepartementet har preliminära svenska versioner tillsammans med de danska textema sammanställts i en särskild pro­memoria (dnr K93/1125/2).

EnUgt EES-avtalets artikel 120 skall bestämmelsema i EES-avtalet ha

företräde framfor vid tidpunkten for EES-avtalets ingående gällande

bilaterala och multilaterala avtal som binder EEG, å ena sidan, och en

eller flera EFTA-stater, å andra sidan, i den utsträckning samma fråga

regleras i EES-avtalet. Det var med hänsyn till denna bestämmelse

logiskt att låta luftfartsavtalet upphöra att gälla i och med att EES-avtalet

träder i kraft. När man nu vill åstadkomma en överlappning får man

motivera detta med att de ytterligare friheter som nu införs inte regleras

i EES-avtalet. Detta kan ske genom en toUcning av artikel 120 i

EES-avtalet som innebär att de frågor som inte lösts i EES-avtalet, men

som regleras i luftfartsavtalet, inte anses reglerade av EES-avtalet enhgt

10

artikel 120. Därigenom kan luftfartsavtalet leva kvar i dessa delar tiUs

motsvarande regler kunnat införlivas med EES-avtalet. Den överenskom-    Prop. 1992/93:202

melse varigenom luftfartsavtalets giltighet förlängts innebär också att

luftfartsavtalet skall upphöra att gälla två år efter det EES-avtalet trätt i

kraft om inte den blandade kommittén beslutar annat och att EES-avtalet

skall gäUa framför luftfartsavtalet om de står i sUid mot varandra.

>

Inom den blandade kommittén har man varit väl medveten om innehållet i artikel 120 i EES-avtalet när förslaget till tilläggsavtal utarbetades. De övriga EFTA-staterna har orienterats om att Sverige, Norge och EEG önskar att gå vidare med luftfartssamarbetet inom ramen för luftfartsavtalet. Enligt uppgift har inga allvarligare invändningar förts fram. Kommissionens rättsavdelning har vidare gjort den bedömningen att förslaget tiU tilläggsavtal med hänsyn tiU omständighetema inte kan anses oförenligt med artikel 120. Detta kommer till uttryck i förslagets ingress.

Mot bakgrund av vad som nu sagts torde den förhållandevis snäva toUcning av artikel 120 i EES-avtalet som ligger till grund för förläng­ningen av luftfartsavtalet kunna godtas. Härvid bör också beaktas att de fördragsslutande partema i en gemensam deklaration till EES-avtalet har uttalat sig för att situationer av det slag som kan uppstå om luftfarts­avtalet inte förlängs bör undvikas.

Mot bakgmnd av vad som nu sagts kan förlängningen av luftfartsavtalet för tiden efter det att EES-avtalet trätt i kraft vad gäller det tredje luftfartspaketet inte heller i övrigt anses stå i strid med Sveriges åtaganden enligt EES-avtalet. Luftfartsavtalet kommer därmed att fortsätta att gälla även efter det att EES-avtalet trätt i kraft tiU dess sismämnda avtal hunnit anpassas till det tredje luftfartspaketet om detta sker inom rimlig tid. Därefter kan luftfartsavtalet upphöra att gälla.

I den blandade kommittén har man arbetat med ambitionen att de nya reglema skall kunna U-äda i kraft den 1 juU 1993. De berörda avtalspar­temas intema regler om godkännande och ratifikation kan dock medföra att ikraftträdandedagen kan komma att förskjutas.

I samband med forhandlingama har kommissionen på Norges begäran avgivit en förklaring angående tillämpningen av förordningen (EEG) nr 2408/92 på de regionala flygtjänstema i Norge. De flygUnjer som berörs är det flygnät (STOL-nerwork, Short Take-OflF and Landing) som trafikeras med speciella flygplan som klarar av de korta start- och landningsbanor som finns framför allt i norra Norge.

I denna förklaring redovisar kommissionen förordningens huvudprin­ciper samt möjUghetema att under och efter en övergångstid om tre år från det att den aktuella förordningen träder i kraft i Norge tiUfÖrsäkra en operatör fortsatt ensamrätt tiU trafiken på detta nät.

Kommissionen drar i korthet följande slutsatser. Nuvarande operatör

kan ensam fortsätta trafiken i tre år räknat från den dag den aktueUa

forordningen träder i kraft i Norge. Även efter den dagen medför

övergångsbestämmelsema angående rätten till cabotage att det i praktiken

är omöjligt for ett annat EG-lufttrafikföretag att etablera konkurrerande

trafik före den 1 april 1997. Norge kan också upphandla samhäUsviktig

trafik på flygUnjema innan treårsperioden löper ut. Om detta sker efter

11

ett  offendigt anbudsförfarande  har  man  rätt  att  ge  koncessionären

ensamrätt på linjerna för ytterligare en treårsperiod framåt. Kommis-    Prop. 1992/93:202

sionens  tolkning  är  naturUgtvis  även  relevant  for  flygtrafiken  inom

Sverige.

2     Närmare om innehållet i de nya rättsakterna

Rättsakten nr 21 - Förordning (EEG) nr 2407/92 ("Ucensieringsförordningen")

I denna rättsakt uppställs kraven på ett lufttrafikföretag för att det skaU få oj)erativt tiUstånd att utföra lufttransporter av passagerare, post eUer gods mot ersätming. Det skall alltid drivas med god ekonomi och på en hög säkerhetsnivå. För att skydda kunderna skall företaget dessutom vara tillräckligt försäkrat.

Av artikel 8.2 i förordningen följer att luftfartyg som ägs av företag inom gemenskapen skall få registreras i vilket land som helst inom gemenskapen.

Rättsakten nr 22 - Förordning (EEG) nr 2408/92 (marknadstillträde)

Denna rättsakt ersätter delvis respektive bygger vidare på rådets förordning 2343/90 av den 24 juli 1990 om luftlrafikföretags tillträde tUl flyglinjer i regelbunden trafik inom gemenskapen och om delning av passagerarkapaciteten mellan lufttrafikföretag i regelbunden lufttrafik meUan medlemsstatema, som ingår som rättsakt nr 1 i luftfartsavtalet, samt även delvis rådets förordning 294/91 av den 4 febmari 1991 om bedrivande av flygfrakttrafik mellan medlemsstater, som ingår i luftfartsavtalet som rättsakt nr 3. Rättsakten nr 22 utgör ett ytterligare steg for att upprätta den inre marknaden.

I denna rättsakt öppnas stegvis rätten för lufttrafikföretag inom EG att öppna flyglinjer inom gemenskapen, alltså även meUan två orter i andra stater än den i viUcet lufttrafikföretaget har sitt säte. Vidare öppnas rätten tiU inrikes trafik i annat land än det där lufttrafikföretaget har sitt säte, vilket innebär rätt till s.k. cabotage. Från den 1 januari 1993 och fram tiU den 1 april 1997 får cabotagerättigheten begränsas tiU att gälla endast för en förbindelse som utgör en förlängning av en internationell Unje och högst 50 % av säsongskapaciteten på flyglinjen får umyttjas för inrikestrafik i annan stat. Från och med den 1 april 1997 skaU inga restriktioner längre råda för ett EG-lufttrafikföretag att utföra iruikes trafik i regelbunden luftfart i viUcet land som helst inom gemenskapen.

Vidare upphävs genom denna rättsakt bl.a. nu gällande begränsningar i s.k. femte frihetsrättigheter och reglema om utseende av flera lufttrafik-företag som gällde enligt artiklama 8 resp. 6 i förordningen 2343/90.

12

Rättsakten nr 23 - Förordning (EEG) nr 2409/92

Prop. 1992/93:202

(biljettpriser)

I denna förordning finns regler om biljettpriser och tariffer for lufttrans­porter uteslutande inom gemenskapen. I princip skaU prissätmingen vara fri, men viss kontroll skaU i efterhand kunna ske av att basprisema inte bUvit for höga, t.ex. när ett foretag kan umyttja en faktisk ensamstäU-ning. Medlemsstatema kan också ingripa mot prissänkningar om konkurrenssituationen på en marknad blir sådan att de berörda flygföre­tagen gör allmänt utbredda förluster på marknaden. Denna förordning upphäver helt rådets förordning (EEG) nr 2342/90 av den 24 juU 1990 om biljettpriser för regelbunden luftfart, som ingår i luftfartsavtalet som rättsakt nr 2.

Rättsakten nr 24 - Förordning (EEG) nr 1284/91 (ändring av rättsakt nr 5)

Denna rättsakt ger kommissionen möjlighet att snabbt ingripa mot ett lufttrafikföretag som inte följer konkurrensreglema. Rättsakten motsvarar den nästan ordagrant likalydande bestämmelse som återfinns i kapitel 

XI, 

artUcel 4 a i protokoll 4 till övervakningsavtalet och som ger motsvarande befogenheter till EFTA:s övervakningsmyndighet.

Rättsakten nr 25 - Förordning (EEG) nr 2410/92 (ändring av rättsakt nr 5)

Rådets förordning (EEG) nr 3975/87 av den 14 december 1987 om för­farandet för tillämpning av konkurrensreglema på företag inom luftfarts­sektom som finns med i det urspmngliga luftfartsavtalet som rättsakt nr 5 gäUer enligt artikel 1.2 i sin urspmngliga lydelse endast för inter­nationella lufttransporter mellan flygplatser inom gemenskapen. Genom rättsakten nr 25 tas ordet "internationella" bort och förordningen blir därför tillämpUg även på inrikes lufttrafik.

Rättsakten nr 26 - Förordning (EEG) nr 2411/92 (ändring av vilUcoren for gruppundantag)

Rådets förordning (EEG) nr 3976/87 av den 14 december 1987 om tillämpningen av artikel 85.3 i fördraget på vissa kategorier av överens­kommelser och samordnade förfaranden inom luftfartssektom, som ingår i luftfartsavtalet som rättsakt nr 6, ändras genom denna rättsakt på så sätt att man begränsar de områden för viUca s.k. gmppundantag får beslutas. Med gmppundantag menas att vissa förfaranden undantas från Romför­dragets hårda krav på fri konkurrens. Förordningen görs även tillämpUg på inrikes lufttrafik.

Vidare ändras artikel 3. Tidigare gällde ett fåstiagt sista datum efter

viUcet beslut om gmppundantag inte längre skall gälla. Nu gäller att nya

13

förordningar om gmppundantag även fortsätmingsvis får beslutas men då

skaU gälla for en begränsad period.

Prop. 1992/93:202

Rättsakten nr 27 - Förordning (EEG) nr 3922/91 (harmonisering av tekniska krav m.m.)

Denna rättsakt, som gäller harmonisering av tekniska krav och admini­strativa procedurer inom området civU luftfart, trädde i kraft den I januari 1992. Den innebär att man inom gemenskapen harmoniserar sina tekniska krav och administrativa procedurer vad gäller konstmktion, tiUverkning, drift och underhåU av luftfartyg samt personer och organisationer som sysslar med sådana uppgifter. Reglema gmndar sig på de bestämmelser, JAR, som utarbetats av de gemensamma luftfarts­myndigheterna (Joint Aviation Authorities, JA A). Detta organ är associerat till den europeiska konferensen för civil luftfart (European CivU Aviation Conférence, ECAC).

Rättsakten nr 28 - Direktiv 91/670 (gcxlkännande av certifikat)

Detta direktiv behandlar ömsesidigt gcxlkännande av certifikat for förare, navigatörer och flygmaskinister inom den civila luftfarten. I huvudsak innebär det att medlemsstatema skall harmonisera sina regler för utfärdande av certifikat och dessa skall därefter gcxlkännas i andra medlemsstater utan att nya prov skall behöva avläggas. Vidare skaU antagningen till utbildning för sådana certifikat öppnas för gemenskapens medborgare på lUca vilUcor.

Rättsakten nr 29 - Förordning (EEG) nr 95/93 (fördelning av ankomst- och avgångstider)

I denna rättsakt ges regler för en konkurrensneutral fördelning av ankomst- och avgångstider, s.k. slöts, vid gemenskapens flygplatser.

3     Ändring i lagen (1992:138) om tillämpning av avtal mellan Sverige, Norge och EEG om civil luftfart

Rättsakterna nr 24 och 25 ovan innebär ändringar i rådets förordning (EEG) nr 3975/87, som ingår som rättsakt nr 5 i luftfartsavtalet. Rättsakten nr 5 införlivades med svensk rätt genom lagen om tillämpning av avtal meUan Sverige, Norge och EEG om civU luftfart. Ändringsför-ordningama bör därför även de införlivas med lagen.

De övriga nya rättsaktema kräver inte lagform för att införUvas med svensk rätt.

14

4     Ändring i luftfartslagen

Prop. 1992/93:202

I den tidigare nämnda propositionen 1992/93:93 om vissa luftfartsfrågor med anledning av avtalet om Europeiska ekonomiska samarbetsområdet (EES) lämnades förslag bl.a. tiU ändring i 2 kap. 2 § och 7 kap. 3 § luftfartslagen (1957:297) utifrån EES-avtalets bestämmelser. Vidare föreslogs ett ytterligare stycke i lagmmmet som skulle underlätta genomförandet av det tredje luftfartspaketet inom ramen för kommande tillägg tiU EES-avtalet. RUcsdagen antog förslagen (bet. 1992/93 :TU5, rskr. 1992/93:90). Lagändringarna ti-äder i kraft den dag regeringen bestämmer.

För att göra det möjligt att från den dag som tilläggen tiU luftfartsav­talet träder i kraft tillåta att inrikes luftfart bedrivs av ett norskt lufttrafikföretag eUer ett EG-lufttrafikföretag enligt reglema i rådets förordning (EEG) nr 2408/92 av den 23 juU 1992 om EG-luftti-afikföre-tags tillträde till flyglinjer inom gemenskapen måste ytterligare en anpassning av luftfartslagens regler ske. Eftersom det i dagens läge kan antagas att luftfartsavtalet i sin nya lydelse kommer att vara i kraft en begränsad tid bör denna speciella lagändring ske genom att en ny paragraf, 7 kap. 3 a §, införs for att tiUgcxlose behovet. När sedan EES-samarbetet kommit tiU stånd och utvecklats enligt planema kan denna nya paragraf upphävas.

På samma sätt kan problemet med rätten att i Sverige registrera luftfartyg som ägs av lufttrafikföretag med säte i Norge eller i en EG-stat lösas genom att en "tillfäUig" 2 a § i 2 kap. införs. Denna paragraf kan upphävas redan den dag EES-avtalet träder i kraft.

5     Ändring i lagen om ett europeiskt ekonomiskt samarbetsområde (EES)

Lagen (1992:1317) om ett europeiskt ekonomiskt samarbetsområde (EES) innehåller en bestämmelse om att lagen (1992:138) om tiUämpning av avtal meUan Sverige, Norge och EEG om civU luftfart skall upphävas. Den bestämmelsen bör tas bort.

I sammanhanget bör beaktas att i regeringens proposition 1992/93:225 om godkännande av protokoU med justeringar av avtalet om Europeiska ekonomiska samarbetsområdet (EES) m.m. lämnas förslag till en annan lydelse av Ucraftträdandebestämmelsema. De två propositionemas lagförslag behöver därför samordnas vid riksdagsbehandUngen.

6     Upprättade lagförslag

I enlighet med vad jag nu har anfört har inom Kommunikationsdeparte­mentet upprättas förslag tiU

1. lag om ändring i lagen (1992:138) om tillämpning av avtal meUan

Sverige, Norge och EEG om civil luftfart,

r

2. lag om ändring i luftfartslagen (1957:297),

3. lag om ändring i lagen (1992:1317) om ett europeiskt ekonomiskt    Prop. 1992/93:202 samarbetsområde (EES).

Beti-äffande förslaget 3 har samråd skett med statsrådet Dinkelspiel.

7     Lagrådets hörande

Förslagen feller under Lagrådets granskningsområde. Med hänsyn tiU att det är av största vUct i förhållande till övriga berörda länder att avtalet kan träda i kraft den 1 juU 1993 eller i nära ansluming till denna tidpunkt måste riksdagen hinna behandla detta ärende under pågående riksmöte. Eftersom Lagrådets hörande skulle fördröja lagstiftningsärendets behandling så att avsevärt men skulle uppkomma, bör Lagrådets yttrande kunna underlåtas i detta fall.

8     Hemställan

Jag hemställer att regeringen föreslår riksdagen att

1.

godkänna ett förslag till tilläggsavtal mellan Sverige, Norge och EEG om civil luftfart i huvudsaklig överensstämmelse med den blandade kommitténs förslag,

2.

gcxlkänna den blandade kommitténs beslut av den 26 mars 1993,

3.

anta förslaget tiU lag om ändring i lagen (1992:138) om tillämpning av avtal mellan Sverige, Norge och EEG om civU luftfart,

4.

anta förslaget till lag om ändring i luftfartslagen (1957:297),

5.

anta förslaget till lag om ändring i lagen (1992:1317) om ett europeiskt ekonomiskt samarbetsområde (EES).

Ärendet bör behandlas under innevarande riksmöte.

9     Beslut

Regeringen ansluter sig till föredragandens överväganden och beslutar att genom proposition föreslå riksdagen att anta de förslag som före­draganden lagt fram.

16

AGREEMENT BETWEEN THE EUROPEAN ECONOMIC     Prop. 1992/93:202

COMMUNITY, THE KINGDOM OF NORWAY AND

Bilaga 1

THE KINGDOM OF SWEDEN ON CIVIL AVIATION

DECISION OF THE JOINT COMMITTEE 26. MARCH 1993

Pursuant to Artide 12.3 in the Agreement between the European Economic Community, the Kingdom of Norway and the Kingdom of Sweden on civil aviation the Joint Committee has decided that the foUowing Regulations and Directive shall be integrated into the Agree­ment and be added to the list in Annex I.

21.  2407/92

Council Regulation of 23 July 1992 on licensing of air carriers. Artides 1-18

22.  2408/92

CouncU Regulation of 23 July 1992 on access for Community air carriers to intra-Community air routes.

Artides 1-15

The Ust of category 1 airports set out in Annex I of the Regulation shall be supplemented as follows:

Norway: Oslo Airport System

Sweden: Stockholm Airport System

The list of airport systems set out in Annex 

II 

of the Regulation shall be supplemented as follows:

Norway: Oslo - Fomebu/Gardermoen

Sweden: Stockholm - Arlanda/Bromma

23.  2409/92

CouncU Regulation of 23 July  1992 on fares and råtes for air services.

Artides 1-11

17

2 Riksdagen 1992/93. 1 saml. Nr 202

24.  1284/91

Prop. 1992/93:202

Bilaga 1 CouncU Regulation of 14 May 1991 amending Regulations No. 3975/87 laying down the procedure for the application of the mles on competition to undertakings in the air transport sector.

Artide 1

Any reference to Artides 85 or 86 in this Regulation shaU be understocxl to mean Artides 4 or 5 of this Agreement respectively.

25.  2410/92

CouncU Regulation of 23 July 1992 amending Regulation No. 3975/87 laying down the procedure for the application of the mles on competition to undertakings in the air transport sector.

Artide 1

Any reference to Artides 85 or 86 in this Regulation shaU be understocxl to mean Artides 4 or 5 of this Agreement respectively.

26.  2411/92

CouncU Regulation of 23 July 1992 amending Regulation No. 3976/87 on the application of Artide 85(3) of the Treaty to certain categories of agreements and concerted practices in the air transport sector.

Artide 1

Any reference to Artides 85 or 86 in this Regulation shaU be understocxl to mean Artides 4 or 5 of this Agreement respectively.

27.  3922/91

CouncU Regulation of 16 December 1991 on the harmonization of technical requirements and administrative procedures in the field of civil aviation.

Artides 1-3, 5-11, 13

28.  91/670

Council Directive of 16 December 1991 on mutual acceptance of personnel Ucences for the exercise of functions in civU aviation.

Artides 1-7

Ig

29.   95/93

Prop. 1992/93:202

Bilaga 1 CouncU Regulation of 18 January 1993 on common mles for Uie allocation of slöts at Community airports.

Artides 1-13

The territory of Svalbard shall be exempted from the application of the Regulations and Directive listed above.

n

In order to safeguard the proper fimctioning of the Agreement, the Joint Committee in accordance wiUi Artide 12.3 recommends the Contiacting Parties to amend the Agreement as set out in the Annex to this decision.

m

Pursuant to Artide 14.3. of the Agreement, the decision in I above is subject to approval or ratification by the Contracting Parties in accord­ance with their own procedures.

This decision shall enter into force on 1 July 1993 or on Uie date on which the last instmment of ratification has been deposited in accordance wiUi Artide 23.3 of the Agreement whichever date is the låter.

For the European Economic Community For Uie Kingdom of Norway For the Kingdom of Sweden

19

Preliminär översättning av Blandade kommitténs beslut

Prop. 1992/93:202

Avtal mellan Europeiska ekonomiska gemenskapen,     ''  konungariket Norge och konungariket Sverige om civil luftfart

Beslut av Blandade kommittén den 26 mars 1993

EnUgt artikel 12.3 i avtalet meUan Sverige, Norge och EEG om civU luftfart har Blandade kommittén beslutat att följande förordningar och direktiv skaU införlivas med avtalet och läggas till listan i bilaga I.

21.  2407/92

Rådets förordning av den 23 juli 1992 om utfärdande av tillstånd tiU lufttrafikföretag.

ArtUdama 1-18

22.  2808/92

Rådets förordning av den 23 juli 1992 om EG-lufttrafikföretags tillträde till flyglinjer inom gemenskapen.

Artiklama 1-15

Listan över kategori-1-flygplatser i bilaga I till förordningen skaU kompletteras med följande: Norge: Oslo flygplatssystem Sverige: Stockholms flygplatssystem

Listan  över  flygplatssystem  i bilaga II  till  förordningen  skaU

kompletteras med följande:

Norge: Oslo - Fomebu/Gardermoen

Sverige: Stockholm - Arlanda/Bromma

23.  2409/92

Rådets förordning av den 23 juli 1992 om biljettpriser och tarifler för luftfart.

ArtUdama I -11

24.  1284/91

Rådets forordning av den 14 maj 1991 om ändring av rådets förordning (EEG) nr 3975/87 om förfarandet för tUlämpning av konkurrensreglema på företag inom luftfartssektom.

Artikel I

20

Varje hänvisning till artUdama 85 eller 86 i förordningen skaU i    Prop. 1992/93:202

stället gälla artiklama 4 respektive 5 i detta avtal.

Bilaga 1

25.  2410/92

Rådets forordning av den 23 juli 1992 om ändring av förordning (EEG) nr 3975/87 om förfarandet for tillämpning av konkurrens­reglema på företag inom luftfartssektom.

Artikel I

Varje hänvisning till artiklama 85 eller 86 i förordningen skaU i StäUet gälla artiklama 4 respektive 5 i detta avtal.

26.  2411/92

Rådets förordning av den 23 juU 1992 om ändring av förordning (EEG) nr 3976/87 om tillämpningen av artikel 85.3 i fördraget på vissa kategorier av överenskommelser och samordnade förfaranden inom luftfartssektom.

ArtUcel 1

Varje hänvisning till artiklama 85 eller 86 i förordningen skaU i stället gälla artiklama 4 respektive 5 i detta avtal

27.  3922/91

Rådets förordning av den 16 december 1991 om harmonisering av tekniska krav och administrativa procedurer inom området civU luftfart.

Artiklarna 1-3, 5-11, 13

28.  91/670

Rådets direktiv av den 16 december 1991 om ömsesidigt gcxlkän­nande av certifikat för personal med funktioner inom den civUa luftfarten.

Artiklama 1-7

29.  95/93

Rådets forordning av den 18 januari 1993 om gemensamma regler för fördelning av ankomst- och avgångstider vid gemenskapens flygplatser.

ArtUdama 1-13

Svalbards territorium skall undantas från tillämpningen av förordningarna och direktivet som nämnts ovan.

21

n

Prop. 1992/93:202

För att säkerställa att avtalet får avsedd verkan, rekommenderar den

°

blandade kommittén i enlighet med artikel 12.3 avtalspartema att ändra avtalet på det sätt som framgår av bilagan till detta beslut.

m

I enhghet med artikel 14.3 i avtalet är beslutet under I ovan föremål för gcxlkännande eller ratifikation av avtalspartema enligt deras egna proce­durer.

Detta beslut skall träda i kraft den I juU 1993 eller därefter den dag då det sista ratifikationsinstmmentet har deponerats i enlighet med artikel 23.3 i avtalet.

22

ANNEX

Prop. 1992/93:202

Agreement between the European Economic Community, the       ' * Kingdom of Norway and the Kingdom of Sweden

Whereas the Agreement between the European Economic Community, the Kingdom of Norway and the Kingdom of Sweden on civU aviation, hereinafter referred to as the Agreement, entered into force on 6 July 1992;

Whereas the Agreement establishes a uniform system of mles in the field of civU aviation;

Whereas since the condusion of this Agreement new legislation in the field of civU aviation has been adopted in the Community and whereas Artide 12 of the Agreement provides for the integration in the Agree­ment of amendments made to the legislation of each Party;

Whereas the Joint Committee, in accordance with Artide 12 of the Agreement, decided on 26 March 1993 to integrate this new legislation in the Agreement;

Whereas this new legislation anticipates legislation that will be appUcable under the EEA Agreement at the moment the intemal procedures for its indusion in the EEA Agreement are completed;

Whereas Artide 19.3 of the Agreement provides that Uie Agreement shaU cease to be in force from the date an agreement between the Community and EFTA countries on the European Economic Area enters into force;

Whereas, in order to ensure that the objective of the Agreement, a uniform system of mles throughout the Community, Norway and Sweden, will be met also after the entry into force of the EEA agreement for the time required to complete the procedures to supplement the legislation in the EEA Agreement, it is important that the Agreement remains in force for a limited period of time;

Whereas in view of these exceptional circumstances this agreement does not prejudice in any way the provisions of the EEA agreement and in particular not the application of artide 120 of the EEA agreement;

HAVE AGREED AS FOLLOWS:

ARTICLE 1

Artide 19.3 of Uie Agreement will be replaced by the following:

This Agreement shall cease to be in force from the date an

agreement between tiie EC and EFTA countries on Uie European

23

Economic Area enters into force.

However, as får as legislation mentioned in Annex 1 and adopted    Prop. 1992/93:202 in accordance with Artide 12.3 is concemed, this Agreement shaU    Bilaga 2 continue to apply to Uie extent Uiat Uie same subject matter is not govemed by Uie EEA agreement.

If Uiis Agreement has continued to apply m part for 18 monUis after the entry into force of the EEA agreement, the Joint Committee shall meet to decide upon Uie continued application of Uiis Agree­ment. If the Joint Committee does not decide otherwise, this Agreement shall cease to be in force two years after Uie entry into force of Uie EEA agreement.

In a case where the application of this Artide conflicts with provisions of the EEA agreement, the latter shall prevaU.

ARTICLE 2

This Agreement shall be subject to approval or ratification in accordance wiUi Uie Contracting Parties' own procedures and Uie Parties shall notify each other of the completion of the procedures necessary for that purpose.

This Agreement shall enter into force on Uie date on which Uie last uistmment of ratification has been deposited. It shaU be pubUshed in Uie Ofläcial Joumal of Uie European Communities.

This Agreement and Uie instiiiments of ratification shaU be deposited ui the cuchives of the Secretariat of the Council of the European Communit­ies, which shall dehver a certified copy Uiereof to each Contracting Party.

ARTICLE 3

This Agreement is drawn up in aU Uie official languages: Danish, Dutch, Enghsh, French, German, Greek, Italian, Portuguese, Spanish of Uie Community as weU as in Uie Norwegian and Swedish languages, aU texts being equaUy auUientic.

For Uie European Economic Community

For the Kingdom of Norway

For Uie Kingdom of Sweden

24

Bilaga 2

Preliminär översättning avförslaget tiU tillägg tiU avtalet

Prop. 1992/93:202

BILAGA

Avtal mellan Europeiska ekonomiska gemenskapen, Konungariket Norge och Konungariket Sverige

Avtalet mellan Sverige, Norge och EEG om civU luftfart, härefter benämnt avtalet, trädde i kraft den 6 juli 1992.

Avtalet lägger gmnden för ett enheUigt regelsystem inom området civU luftfart.

Sedan detta avtal träffats har nya regler antagits inom gemenskapen inom området civU luftfart. Artikel 12 i avtalet ger möjUghet att revidera bestämmelsema i avtalet så att ändringar som gjorts i någon parts lagstiftning införlivas i avtalet.

Blandade kommittén beslöt den 26 mars 1993 enhgt artikel 12 i avtalet att införUva denna nya lagstiftning i avtalet.

Denna nya lagstiftning föregriper lagstiftning som skall vara tillämpUg under EES-avtalet så snart de intema procedurema fÖr dess införUvande i EES-avtalet har slutförts.

Artikel 19.3 i avtalet föreskriver att avtalet skaU upphöra att gälla den dag ett avtal mellan gemenskapen och EFTA-stater om EES träder i kraft.

I syfte att säkerställa att målet för avtalet, ett enheUigt regelsystem för gemenskapen, Norge och Sverige, skall uppnås även efter det att EES-av­talet trätt i kraft för den tid som krävs fÖr att fullfölja procedurema fÖr att lägga till lagstifmingen till EES-avtalet, är det vUctigt att avtalet förblir gällande för en begränsad tidsperiod.

Med hänsyn tiU dessa exceptionella omständigheter strider detta avtal inte på något sätt mot regleringen i EES-avtalet och specieUt inte på tiUämp­ningen av artikel 120 i EES-avtalet.

HÄRIGENOM FÖRESKRIVS FÖUANDE.

ARTIKEL 1

ArtUcel 19.3 i avtalet skaU ersättas med följande:

Detta avtal skall upphöra att gälla den dag ett avtal meUan EG-statema och EFTA-stater om EES träder i kraft.

Dock skaU, såvitt gäller rättsaktema som omnämns i bUaga 1 och

25

som är antagna i enhghet med artikel 12.3, detta avtal fortsätta att

tillämpas i den utstiäckning samma frågor inte regleras av EES-    Prop. 1992/93:202

avtalet.

Bilaga 2

Om detta avtal har fortsatt att tillämpas delvis under 18 månader sedan EES-avtalet trätt i kraft, skaU Blandade kommittén mötas för att besluta om detta avtals fortsatta giltighet. Om Blandade kommittén inte beslutar annat, skall detta avtal upphöra att gäUa två år efter det att EES-avtalet har ttätt i kraft.

I fell när tillämpningen av denna artikel står i strid med före­skriftema i EES-avtalet, skaU det senare avtalet äga företräde.

ARTIKEL 2

Detta avtal skall gcxlkännas eller ratificeras i enUghet med avtalspartemas egna procedurer och partema skaU underrätta varandra om slutförandet av de nödvändiga procedurema for detta.

Detta avtal träder i kraft den dag då det sista ratifikationsinstmmentet har deponerats. Det skall publiceras i Europeiska gemenskapemas officieUa tidning.

Detta avtal och ratifikationsinstmmenten skall deponeras i arkiven på Ministerrådets sekretariat, vilket skall överlämna en bestyrkt kopia till var och en av de avtalsslutande partema.

ARTIKEL 3

Detta avtal har upprättats på alla gemenskapens officiella språk: danska, hoUändska, engelska, franska, tyska, grekiska, itahenska, portugisiska, spanska samt på norska och svenska språken. Alla textema äger lika giltighet.

26

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24. 8. 92

Official Joumal of the European Communities

No L 240/1

(Acts whose publication is obligatory)

COUNCIL REGULATION (EEC) No 2407/92

of 23 July 1992

on licensing of air carriers

THE COUNCIL OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European Economic Community, and in particular Artide 84 (2) thereof.

Whereas, however, it is necessary to allow Member States a reasonable period, until 1 January 1993, for the application of this Regulation;

Whereas it is important to defme non-descriminatoiy requirements in relation to the location and control of an undertaking applying for a licence;

Having regard to the proposal from the Commission ('),

Having    regard    to    the    opinion    of    the    European Parliament {),

Whereas in order to ensure dependable and adequate service it is necessary to ensure that an air carrier is at all times operating at sound economic and high safety levels;

Having regard to the opinion of the Economic and Sodal Cx>inmittee (),

Whereas for the protection of users and other parties concemed it is important to eiuuie that aii carriers are suffidently insured in respect of liability risks;

Whereas it is important to esublish an air transport policy for the intemal märket över a period expiring on 31 December 1992 as provided for in Artide 8a of the Treaty;

Whereas the intemal märket shall comprise an area without intemal frontiers in which the free movement of goods, persons, services and capital is ensured;

Whereas the application in the air transport sector of the prindple of the freedom to provide services needs to take into accoum the spedfic characteristics of that sector;

Whereas in Coundl Regulation (EEC) No 2343/90 of 24 July 1990 on access for air carriers to scheduled intra-C:onununity air service routes and on the sharing of passenger capadty berween air carriers on scheduled air services between Member States (*) the Council dedded to adopt for implementation not låter than 1 July 1992 conunon rules goveming the licensing of air carriers;

Whereas within the intemal märket air carriers should be ablc to use aircraft owned anywhere in the C>}mmimity, without prejudice to the responsibilities of the licensing Member State with respect to the technical fitness of the

Whereas it should also be possible to leasc aircraft registered outsidc the Conununity for a short term or in exceptional drcumstances, providing safety standards are equivalent to those applicable within the Community;

Whereas procedures for the granting of Ucences to air carriers should be transparent and nondiscriminatory.

HAS ADOPTED THIS REGULATION:

Article 1

C) OJ No C 258, 4. 10. 1991, p. 2. (2) OJ No C 125, 18. 5. 1992, p. 140. {') OJ No C 169, 6. 7. 1992, p. 15. (

1. This Regulation concems requirements for the granting and maintenance of operating licences by Member States in relation to air carriers established in the Community.

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2. The carriage by air of passengcrs, mail and/or cargo, performed by non-powcr driven aircraft and/or ultra-light power driven aircraft, as well as local flights not involving carriage between differcnt airports, are not subject to this Regulation. In respea of these operations, national law conceming operating licences, if any, and Community and national law conceming the air operator's certificate (AOC) shall apply.

Article 2

For the purposes of this Regulation:

(a)

'undertaking' means any natural person, any legal person, whether profit-making or not, or any official body whether having its own legal personality or not;

(b)

'air carrier' means an air transport undertaking with a valid operating licence;

(c)

'operating licence' means an authorization granted by the Member State responsible to an undertaking, permitting it to carry out carriage by air of passengcrs, mail and/or cargo, as stated in the operating licence, for remuneration and/or hire;

(d)      'air operator's certificate (AOC)' means a document

issued to an undertaking or a group of undertakings by

the compctent authorities of the Member States which

affirms that the operator in question has the

profcssional ability and organisation to secure the safe

operation of aircraft for the aviation activities spedfied

in the cerrificate;

(e)      'business plan' means a detailed description of the air

carrier's intended commerdal activities for the period in

question, in particular in relation to the märket

development and investments to be carried out,

induding the Bnandal and economic impUcations of

these activities;

(f)       'management account| means a detailed statement of

income and costs for the period in question.including a

breakdown berween air-transport-relatcd and other

aaivities as well as between pecuniary and

non-pecuniary elements;

(g)      'effeaive control' means a relationship constituted by

rights, contracts or any other means which, cither

separately or jointly and having regard to the

considerations of faa or law involved, confer the

possibility of directly or indirectly exerdsing a decisive

influence on an undertaking, in particular by:

(a)

the right to use all or part of the assets of an undertaking;

(b)

rights or contraas which confer a dedsivc influence on the composition, voting or decisions of the bodies of an undertaking or otherwise confer a decisive influence on the mnning of the business of the undertaking.

Artide 3

1. Without prejudice to Article 5(5), Member States shall not grant operating licences or mamtain them in force where the requirements of this Regulation are not complied with.

2.

An undertaking meeting the requirements of this Regulation shall be entitled to receive an operating licence. Such licence does not confer in itself any rights of access to spedfic routes or märkets.

3.

Without prejudice to Artide 1 (2), no undertaking established in the Community shall be permitted within the territory of the Community to carry by air passengers, mail and/or cargo for remuneration and/or hire unless the undertaking has been granted the appropriate operating licence.

Operating licence

Article 4

1.  No undertaking shall be granted an operating licence

by a Member State unless:

(a)

its prindpal place of business and, if any, its registered office are located in that Member Sute; and

(b)

its main occupation is air transpon in isolation or combined with any other commerdal operation of aircraft or repair and maintenance of aircraft.

2.

Without prejudice to agreements and conventions to which the Coitununity is a contracting party, the undertaking shall be owned and continue to be owned directly or through majority owncrship by Member States and/or nationals of Member Sutes. It shall at all times be effectively controlled by such States or such nationals.

3.

(a) Notwithstanding paragraphs 2 and 4, air carriers

which have already been recognized in Armex I to Council Regulation (EEC) No 2343/90 and Coundl Regulation (EEC) No 294/91 of 4 February 1991 on the operation of air cargo services berween Member States (') shall retain their rights under this and assodated Regulations as löng as they meet the other obligations in this Regulation and they continue to be controlled directly or indirectly by the same third countries and/or by nationals of the same third country as those exerdsing such control at the time of adoption of this Regulation. Such control may, however, be transferred to Member States and/or to Member State nationals at any time.

(I) 

OJ NoL36, 8. 2. 1991, p. 1.

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(b) The possibility of buying and selling shares under subparagraph (a) does not cover nationals who have a significant interest in an air carrier of a third country.

plan two months in advance of the period to which it refers shall constitute suffident notice under this paragraph for the purpose of changes to current operations and/or circumstances which are includcd in that business plan.

4. Any undertaking which direaly or indirectly panidpates in a controlling shareholding in an air carrier shall meet the requirements of paragraph 2.

5. An air carrier shall at all times be abie on request to demonstrate to the Member State responsible for the operating licence that it meets the requirements of this Artide. The Commission aaing at the request of a Member State shall examine compliance with the requirements of this Artide and take a dedsion if necessary.

Article 5

4. If the licensing authority deems the changes notified under paragraph 3 to have a significant bearing on the finances of the air carrier, it shall require the submission of a revised business plan incorporating the changes in question and covering, at least, a period of 12 months from its date of implementation, as well as all the relevant information, including the data referred to in part B of the Annex, to assess whether the air carrier can meet its existing and potential obligations during that period of 12 months. The licensing authority shall take a dedsion on the revised business plan not låter than three months after all the necessary information has been submined to it.

1.  An applicant air transpon undenaking to which an

operating licence is granted for the first time must be abIe

to demonstrate to the reasonable satisfaaion of the

competent authorities of the licensing Member State that:

(a)

it can meet at any time its actual and potential obligations, established under realistic assumptions, for a period of 24 months from the start of operations; and

(b)

it can meet its fixed and operational costs incurred from operations according to its business plan and established under realistic assumptions, for a period of three months from the start of operations, without taking into account any income from its operations.

2,  For the purpose of paragraph 1, each applicant shall

submit a business plan for, at least, the first two years of

operation. The business plan shall also detail the

applicant's finandal links with any other commerdal

activities in which the applicant is engaged either direaly or

through related undertakings. The applicant shall also

provide all relevant information, in particular the data

referred to in part A of the Annex.

5. Licensing authorities may, at any time and in any event whenever there are clear indications that financial problems exist with an air carrier licensed by them, assess its financial performance and may suspend or revoke the licence if they are no longer satisfied that the air carrier can meet its actual and potential obligations for a 12-month period. Licensing authorities may also grant a temporary licence pending finandal reorganization of the air carrier provided safety is not at risk.

6. An air carrier shall provide to its licensing authority cvcry financial year without undue delay the audited accounts relating to the previous finandal year. At any time upon request of the licensing authority an air carrier shall provide the information relevant for the purposes of paragraph 5 and, in particular, the data referred to in part C of the Annex.

3. An air carrier shall notify in advance to its licensing authority plans for: operation of a new scheduled service or a non-schedulcd service to a continent or worid region not previously served, changes in the type or number of aircraft used or a substantial change in the scale of its activities. It shall also notify in advance any intended mergers or acquisitions and shall notify its licensing authority within fourteen days of any change in the ownership of any singie shareholding which represents 10 % or more of the total shareholding of the air carrier or of its parent or ultimatc hoiding company. The submission of a 12-month business

(a) Paragraphs 1, 2, 3, 4 and 6 of this Artide shall not apply to air carriers exdusively engaged in operations with aircraft of less than 10 tonnes mto w (maximum take olf weight) and/or less than 20 seats. Such air carriers shall at all times be able to demonstrate that their net capital is at least ECU 80 000 or to provide when required by the licensing authority the information relevant for the purposes of paragraph 5. A Member State may nevertheless apply paragraphs 1, 2, 3, 4 and 6 to air carriers licensed by it that operate scheduled services or whose tumover exceeds ECU 3 million per year.

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(b)

The Commission may, after Consulting the Member States, increase as appropriate the values referred to in subparagraph (a) if economic developments indicate the ncccssity of such a decision. Such change shall be published in the Of/tcial Joumal of the European Communities.

(c)

Any Member State may refer the Commission's dedsion to the Council within a time limit of one month. The Council, acting by a qualified majority, may in exceptional circumstances take a different dedsion within a period of one month.

Article 6

1.  Where the competent authorities of a Member State

require, for the purpose of issuing an operating licence,

proof that the persons who will continuously and

effeaively manage the operations of the undertaking are of

good repute or that they have not been dedared bankrupt,

or suspend or revoke the licence in the event of serious

professional misconduct or a criminal offence, that

Member State shall accept as sufficient evidence in respect

of nationals of other Member States the produaion of

documents issued by competent authorities in the Member

State of origin or the Member State from which the foreign

national comes showing that those requirements are met.

Where the competent authorities of the Member State of origin or of the Member State from which the foreign national comes do not issue the documents referred to in the first subparagraph, such dociunents shall be replaced by a dedaration on oath or, in Member States where there is no provision for dedaration on oath, by a solemn dedaration made by the person concemed before a competent judidal or administrative authority or, where . appropriate, a notaiy or qualified professional body of the Member State of origin or the Member State from which the person comes; such authority or notary shall issue a cenificate attesting the authentidty of the dedaration on oath or solemn dedaration.

2.  The competent authorities of Member States may

require that the documents and ccrtificates referred to in

paragraph 1 be presented no more than three months after

their date of issue.

Article 7

2. (a) Without prejudice to paragraph 3, aircraft used by an air carrier shall be registered, at the option of the Member State issuing the operating licence, in its national register or within the Community.

(b) If a lease agreement for an aircraft registered within the Community has been deemed acceptable under Artide 10, a Member State shall not require the registration of that aircraft on its own register if this would require stmctural changes to the aircraft.

3. In the case of shon-term lease agreements to meet temporary needs of the air carrier or otherwise in exceptional circumstances, a Member State may grant waivers to the requirement of paragraph 2 (a).

4. When applying paragraph 2 (a) a Member State shall, subjea to applicable laws and regulations, induding those relating to airworthiness cenificarion, accept on its national register, without any discriminatory fec and without delay, aircraft owned by nationals of other Member States and transfers from aircraft registers of other Member States. No fee shall be applied to transfer of aircraft in addition to the normal registration fee.

Air operator's ccrtificates (ACX;) Artide 9

1. The granting and vaiidity at any time of an operating licence shall be dependent upon the posscssion of a valid AOC spedfying the aaivities covercd by the operating licence and complying with the critcria established in the relevant Council Regulation.

2. Until such time as the Council Regulation referred to in paragraph 1 is applicable, national regulations conceming the AOC, or equivalent title conceming the certificarion of air transport operators, shall apply.

Article 10

An air carrier shall be insured to cover liability in case of accidents, in particular in respea of passengers, luggage, cargo, mail and third parties.

Article S

1. Ownership of aircraft shall not be a condition for granting or maintaining an operating licence but a Member State shall require, in relation to air carriers licensed by it that they habe one or more aircraft at their disposal, through ownership or any form of lease agreement.

1. For the purposes of ensuring safety and liability standards an air carrier using an aircraft from another undertaking or providing it to another undertaking shall obtain prior approval for the operation from the appropriate licensing authority. The conditions of the approval shall be part of the lease agreement berween the parties.

2. A Member State shall not approve agreements leasing aircrafi with crew to an air carrier to which it has granted an operating licence unless safety standards equivalent to those imposed under Article 9 are met.

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No L 240/5

i»   grant  or   revoke in the Official Joumal

General provisions

Artide H

4.   Dedsions   by   Member   States   to operating licences shall be published of the European Communities.

1. An operating licence shall be valid as long as the air carrier meets the obligations of this Regulation. However, a Member State may make provision for a review one year after a new operating licence has been granted and every five years thereafter.

2. When an air carrier has ceased operations for six months or has not started operations for six months after the granting of an operating licence, the Member State responsible shall decide whether the operating licence shall be resubmined for approval.

3. In relation to air carriers licensed by them, Member States shall decide whether the operating licence shall be resubmitted for approval in case of change in one or more elements affeaing the legal situation of the undertaking and, in panicular, in the case of mergers or takeovers. The air carrier(s) in question may continue its (their) operations unless the licensing authority decides that safety is at risk, stating the reasons.

Artide 12

An air carrier against which insolvency or similar proceedings are opened shall not he permined by a Member State to retain its operating licence if the competent body in that Member State is convinced that there is no realistic prospea of a satisfaaory finandal reconstruaion within a reasonable time.

Artide 14

1. In order to carry out its duties under Artide 4 the Commission may obtain all necessary information from the Member States concemed, which shall also ensure the provision of information by air carriers licensed by them.

2. When the information requested is not supplied within the time limit fixed by the Ckjmmission, or is supplied in incomplete form, the Commission shall by dedsion addressed to the Member State concemed require the information to be supplied. The decision shall specify what information is required and fix an appropriate time limit within which it is to be supplied.

3. If the information required under paragraph 2 is not provided by the time limit set or the air carrier has not otherwise demonstrated that it meets the requirements of Anicle 4, the Commission shall, except where spedal drcumstances exist, fonhwith inform all Member States of the situation. Member States may, until notified by the Commission that documentation has been provided to demonstrate the fulfilment of the requirements in question, suspend any märket access rights to which the air carrier is entided under Council Regulation (EEC) No 2408/92 of 23 July 1992 on access for Community air carriers to intra-Comunity air routes ().

ArticU 15

Artide 13

1. Procedures for the granting of operating licences shall be made public by the Member State concemed and the Commission shall be informcd.

In addition to the rules of this Regulation the air carrier shall also respea the requirements of national law compatible with Community law.

Artide 16

2. The Member State concemed shall take a dedsion on an application as soon as possible, and not låter than three months afier all the necessary information has been submitted, taking into account all available evidence. The decision shall be communicated to the applicant air transport undertaking. A refusal shall indicate the reasons there»'or.

3. An undertaking whose application for an operating licence has been refused may refer the question to the Cx)mmission. If the Commission finds that the requirements of this Regulation have not been fulfilled it shall State its views on the correa interpretation of the Regulation without prejudice to Anicle 169 of the Treaty.

Notwithstanding Artide 3(1), operating licences in force in a Member State at the date of entry into force of the Regulation shall remain valid, subjea to the laws on the basis of which they were granted, for a maximum period of one year except in the case of Anide 4 (1) (b) for which a maximum period of three years shall apply, during which periods the air carriers hoiding such licences shall make the necessary arrangements to conform with all the requirements of this Regulation. For the purposes of this Article, carriers hoiding operating licences shall be deemed

('} Scc page 8 of this OfficiaJ Joumal.

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24. 8. 92

to include carriers legitimately operating with a valid AOC at the date of entry into force of this Regulation but without hoiding such licences.

This Article shall be without prejudice to Anicle 4 (2) (3) (4) and (5) and Anide 9, except that air carriers which operated by vinue of exemptions prior to the entry into force of this Regulation may continue to do so, for a period not exceeding the maximum periods spedfied above, pending enquiries by Member States as to their compliance with Article 4.

communicate any such measures to the Commission when adopted.

Article 18

1.  Member States and the Commission shall cooperate in

implementing this Regulation.

2.  Confidential  information obtained  in application of

this Regulation shall be covered by professional secrecy.

Artide 17

Member States shall consult the Commission before adopting laws, regulations or administrative provisions in implementation     of     this     Regulation.     They     shall

Artide 19 This Regulation shall enter into force on 1 January 1993.

This Regulation shall be binding in its entirety and direaly applicable in all Member States.

Done at Brussds, 23 July 1992

For the Council

The President

J. COPE

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24. 8. 92

Offidal Joumal of the European Communities

No L 240/7

ANNEX Information for use in association with Article 5 of financial fitness of air carriers

A. Infonnation to be provided by a first-timc applicant from a fuiaocial Htncss point of view

1.  The mest recent intemal management accounts and, if available, audited accounts for the previous

financial year.

2.

A projcacd balance sheet, induding proBt and loss account, for the following two years.

3.

The basis for projcaed expenditure and income figurcs on such items as fuel, farcs and råtes, salanes, maintenance, depredation, exchange råte flucaiadons, airport charges, insurancc, etc. Traffic/rcvcnue

forecasts.

4.

Details of the stan-up costs incurred in the period from submission of application to commencement of operations and an cxplanation of how it is proposes to financc these costs.

5.

Details of existing and projected sources of finance.

6.

Details of shareholders, induding nationality and typK of shares to be held, and the Artides of Association. If part of a group of undenakings, infonnation on the relationship between them.

7.

Projected cash-flow statements and liquidity plans for the first two years of operation.

8.

Details of the finandng of aircraft purchase/leasing induding, in the case of leasing, the terms and conditions of contraa.

B.       Information to be provided for assessment of the continutng financial fitness of existing licence holders

planning a change in their structures or in their activities with a significant bearing on their finances

1.

If necessary, the most recent intemal management balance shcet and audited accounts for the previous financial year.

2.

Precise details of all proposed changes e.g. change of type of service, proposed takeover or merger, modifications in share capital, changes in shareholders, etc.

3.

A projected balance shcet, with a profit and loss account, for the current Bnandal year, induding all proposed changes in stniccure or activities with a significant bearing on finances.

4.

Past and projeaed expenditure and income figures on such items as hicl, fares and råtes, salarics, maintenance, depredation, exchange råte fluccuations, airport charges, insurancc, etc. Traffic/revenue forecasts.

5.

Cash-flow statements and liquidity plans for the following year, induding all proposed changes in structure or actividcs with a signiHcant bearing on finances.

6.

Details of the finandng of aircraft purchase/leasing induding, in the case of leasing, che terms and conditions of contract.

C. Information to be provided for assessment of the continuing financial fitness of existing licence bölders

1.

Audited accounts not latcr than six months after the cnd of the relevant period and, if necessary, the most recent intemal management balance shcet.

2.

A projcaed balance sheet, induding profit and loss account, for the forthcoming year.

3.

Past and projcaed expenditure and income figures on such items as fuel, fares and råtes, salaries, maintenance, depredation, exchange råte fluctuations, airpon charges, insurancc, etc. Traffic/rcvcnue forecasts.

4.

Cash-flow statements and liquidity plans for the following year.

33

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No L 240/8

Official Joumal of the European Communities

24. 8. 92

COUNCFL REGULATION (EEC) No 2408/92

of 23 July 1992

on access for Community air carriers to intra-Comraunity air routes

THE COUNCIL OF THE EUROPEAN COMMUNITIES,

Whereas in Regulation (EEC) No 2343/90 the Coundl dedded to abolish capadty restriaions berween Member States by 1 January 1993;

Having regard to the Treaty establishing the European Economic Community, and in particular Anide 84 (2) thereof,

Having regard to the proposal from the Commission (),

Whereas in Regulation (EEC) No 2343/90 the Council confirmcd that cabotage traffic rights are an integral pan of the intemal märket;

Having    regard    to    the    opinion    of    the    European Parliament (),

Having regard to the opinion of the Economic and Sodal Committee (),

Whereas arrangements for greater cooperation över the use of Gibraltar airport were agreed in London on 2 December 1987 by the Kingdom of Spain and the United Kingdom in a joint dedaration by the Ministers of Foreign Affairs of the rwo countries, and such arrangements have yet to come into operation;

Whereas it is important to establish an air transpon policy for the intemal märket över a period expiring on 31 December 1992 as provided for in Artide 8a of the Treaty;

Whereas the development of the air traffic system in the Greek islands and in the Adantic Islands comprising the autonomous region of the Azorcs is at present inadequate and for this reason airports situated on these islands should be temporarily exempted from the application of this Regulation;

Whereas the intemal märket shall comprise an area without intemal (rentiers in which the free movement of goods, persons, services and capital is ensiued;

Whereas Coundl Dedsion 87/602/EEC of 14 December 1987 on the sharing of passenger capadty between air carriers on scheduled air services between Member States and on access for air carriers to scheduled air service routes between Member States (*) and Coiudl Regulation (EEC) No 2343/90 of 24 july 1990 on access for air carriers to schedtJed intra-Community air service routes and on the sharing of passenger capadty between air carriers on scheduled air services between Member States (5) constitute the first steps - towards achieving the intemal märket in respea of access for Conununity air carriers to schedules intra-Conununity air routes;

Whereas it is necessary to abolish restrictions conceming multiple designation and fifth-freedom trafiic rights and phase in cabotage rights in order to stimulate the development of the Conununity air transpon sector and improve services for users;

Whereas it is necessary to make spedal provision, luder limited drcumstances, for public service obligations necessary for the maintenance of adequate air services to national regions;

Whereas it is necessary to make spedal provision for new air services between regional airports;

Whereas Regulation (EEC) No 2343/90 provides that the Council shall dedde on the revision of that Regulation by 30 June 1992 at the latest;

Whereas for air transpon planoing puiposes it is necessary to give Member States the right to establish non-discriminatory rules for the distribution of air traffic between airports within the same airport system;

Whereas in Regulation (EEC) No 2343/90 the Council dedded to adopt rules goveming route licensing for implementation not låter than 1 July 1992;

Whereas the exercise of traffic rights has to be consistent with operational rules relating to safety, protection of the envirorunent and conditions conceming airpon access and has to be treated without discrimination;

C) OJ No C 258, 4. 10. 1991, p. 2.

(2)           OJ No C 125, 18. 5. 1992, p. U6.

(3)           OJ No C lé9, 6. 7. 1992, p. 15.

(

(5) OJ No L 217, 11. 8. 1990, p. 8.

Whereas, taking into account problems of congestion or environmental problems, it is necessary to indude the [Xjssibility of imposing certain limitations on the exerdse of traffic rights;

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Whereas, taking into account the competitive märket situation, provision should be made to prevent unjustifiable economic effeas on air carriers;

Whereas it is necessary to specify the duties of Member States and air carriers for the purposes of providing necessary information;

Whereas it is appropriate to ensure identical assessment and evaluation of märket access for the same types of air services;

Whereas it is appropriate to deal with all matters of märket access in the same Regulation;

Whereas this Regulation partially replaces Regulation (EEC) No 2343/90 and Coundl Regulation (EEC) No 294/91 of 4 February 1991 on the operation of air cargo services between Member States (')

HAS ADOPTED THIS REGULATION: Article 1

(b)'Community air carrier' means an air carrier with a valid operating licence granted by a Member State in accordance with Coundl Regulation (EEC) No 2407/92 of 23 July 1992 of licensing of air carriers ();

(c) 'air service' means a flight or a series of flights carrying passengers, cargo and/or mail for remuneration and/or hire;

(d)'scheduled air service' means a series of flights possessing all the following charaaeristics:

(i) it is performed by aircraft for the transport of passengers, cargo and/or mail for remuneration, in such a maimer that on each flight seats are available for individual purchase by members of the public (either direaly from the air carrier of from its authorized agents);

(ii) it is operated so as to serve traffic between the same two or more airports, either:

1.

according to a published timetable; or

2.

with  flights  so  regular or frequent that they constitute a recognizably systemaric series;'

1.

This Regulation concems access to routes within the Community for scheduled and non-scheduled air services.

2.

The application of this Regulation to the airport of Gibraltar is understood to be without prejudice to the respective legal positions of the Kingdom of Spain and the United Kingdom with regard to the dispute över sovereignty över the territory in which the airpon is situated.

3.

Application of the provisions of this Regulation to Gibraltar airport shall be suspended until the arrangements in the joint dedaration made by the Foreign Ministers of the Kingdom of Spain and the United Kingdom on 2 December 1987 have come into operation. The Govemments of Spain and the United Kingdom will so inform the Council on that date.

4.

Airports in the Greek islands and in the Altantic islands comprising the autonomous region of the Azorcs shall be exempted from the application of this Regulation until 30 June 1993. Unless otherwise dedded by the Coimcil, on a proposal from the Commission, this exemption shall apply for a further period of five years and may be continued for five years thereafter.

Article 2

For the purposes of this Regulation:

(a) 'air carrier' means an air transport undertaking with a valid operating licence;

(e)      'flight* means a departure from a spedfied airport

towards a spedfied destination airpon;

(f)      'traffic right' means the right of an air carrier to carry

passengers, cargo and/or mail on an air service

between tow Community airports;

(g)      'seat-only sales' means the sale of seats, without any

other service bundled, such as accommodation, directly

to the public by the air carrier or its authorized agent or

a charterer;

(h) 'Member State(s) concemed' means the Member State(s) between or within which an air service is operated;

(i) 'Member'State(s) involved' means the Member State(s) concemed and the Member State($) where the air carrier(s) operating the air service is (are) licensed;

(j) "Sute of registration' means the Member State in which the licence referred to in (b) is granted;

(k) 'airpon' means any area in a Member State which is open for coiimierdal air transpon operations;

(I) 

'regional airpon' means any airpon other than one listed in Annex I as a category 1 airpon;

(m)'airpon system' means two or more airports grouped together as serving the same dty or conurbation, as indicated in Annex U;

C) OJNoL36, 8. 2. 1991, p. 1.

(2) S« page 1 of this Official Joumal.

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(n) 'capadty' means the number of seats offered to the general public on a scheduled air service över a given period;

(o) 'public service obligation' means any obligation imposed upon an air carrier to take, in respea of any route which it is licensed to operate by a Member State, all necessary measures to ensure the provision of a service satisfying fixed standards of continuity, regularity, capadty and pridng, which sundards the air carrier would not assume if it were solely considering its commerdal interest.

in its territory, any such route being considered vital for the economic development of the region in which the airport is located, to the extent necessary to ensure on that route the adequate provision of scheduled air services satisfying fixed standards of continuity, regularity, capadty and pridng, which standards air carriers would not assume if they were solely considering their commerdal interest. The Commission shall publish the existcncc of this public service obligation in the Official Joumal of the European Communities.

Article 3

1. Subjea to this Regulation, Community air carriers shall be permitted by the Member State(s) concemed to exerdse traffic rights on routes within the Community.

(b) The adequacy of scheduled air services shall be assessed by the Member States having regard to:

(i)    the public interest;

2. Notwithstanding paragraph 1, before 1 April 1997 a Member State shall not be required to authorize cabotage traffic rights within its territory by Communiry air carriers licensed by another Member State, unless:

(i) the traffic rights are exerdsed on a service which constitutes and is scheduled as an extcnsion of a service from, or as a preliminary of a service to, the State or registration of the carrier;

(ii) the air carrier does not use, for the cabotage service, more than SO % of its seasonal capadty on the same service of which the cabotage service constitutes the extension or the preliminary.

3. An air carrier operating cabouge services in accordance with paragraph 2 shall fumish on request to the Member State(s) involved all information necessary for the implementation of the provisions of that paragraph.

(ii) the possibility, in particular for island regions, of having recourse to other forms of transpon and the ability of such forms to meet the transpon needs under consideration;

(iii) the  air  fares  and  conditions  which  can  be quoted to users;

(iv)  the combined effea of all air carriers operating or intending to operate on the route.

(c) In instanccs where other forms of transpon cannot ensure an adequate and unintemipted service, the Member States concemed may indude in the public service obligation the requirement that any air carrier intending to operate the route gives a guarantee that it will operate the route for a cenain period, to be spedfied, in accordance with the other terms of the public service obligation.

4. Notwithstanding paragraph 1, before 1 April 1997 a Member State may, without discriuiination on grounds of nationality of ownership and air carrier idenrity, whether Incumbent or applicant on the routes concemed, regulate access to routes within its territory for air carriers licensed by it in accordance with Regulation (EEC) No 2407/92 while otherwise not prejudging Community law and, in panicular, competition rules.

Article 4

(a) A Member State, following considtations with the other Member States concemed and after having informed the Commission and air carriers operating on the route, may impose a public service obligation in respea of scheduled air services to an airport serving a peripheral or development region in its territory or on a thin route to any regional airpon

(d) If no air carrier has commenced or is about the commence scheduled air services on a route in accordance with the public service obligation which has been imposed on that route, then the Member State may limit access to that route to only one air carrier for a period of up to three years, afier which the situation shall be reviewed. The right to operate such services shall be offered by public tender either singly or for a group of such routes to any Community air carrier entitled to operate such air services. The invitation to tender shall be published in the Official Joumal of the European Communities and the deadline for submission of tenders not be earlier than one month after the day of publicarion. The submissiotis made by air carriers shall fonhwith be communicated to the other Member States concemed and to the Commission.

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(e) The invitation to tender and subsequent contraa

shall cover, inter alia, the following points:

(i) the standards required by the public service obligation;

(ii) mles conceming amendment and termination of the contraa, in particular to take account of unforeseeable changes;

(iii)   the period of vaiidity of the contraa;

(iv) penalties in the event of failure to comply with the contraa.

(f) The seleaion among the submissions shall be made

as soon as possible taking into consideration the

adequacy of the service, including the prices and

conditions which can be quoted to users, and the

cost of the compensation required from the Member

State(s) concemed, if any.

(g) Notwithstanding subparagraph (f), a period of two

months shall elapse after the deadline for

submission of tenders before any seleaion is made,

in order to permit other Member States to submit

comments.

(h) A Member State may reimburse an air carrier, which has been seleaed under subparagraph (f), for satisfying standards required by a public service obligation imposed under this paragraph; such reimbursement shall take into account the costs and revenue generated by the service.

(i) Member States shall take the measures necessary to ensure that any dedsion taken under this Artide can be reviewed effectively and, in particular, as soon as possible on the grounds that such dedsions have infringed Community law or national rules implementing that law.

(j) When a public service obligation has been imposed in accordance with subparagraphs (a) and (c) then air carriers shall be able to offer seat-only sales only if the air service in question meets all the requirements of the public service obligation. Consequently that air service shall be considered as a scheduled air service.

(k) Subparagraph (d) shall not apply in any case in which another Member State concemed proposes a satisfaaory altemative means of fulfilling the same public service obligation.

2.

Paragraph 1 (d) shall not apply to routes where other forms of transpon can ensure an adequate and unintemipted service when the capadty offered exceeds 30 000 seats per year.

3.

At the request of a Member State which considers that the development of a route is being unduly rescriaed by the terms   of  paragraph   1,   or   on   its   own   initiative,   the

Commission shall carry out an investigation and within two months of receipt of the request shall take a dedsion on the basis of all relevant faaors on whether paragraph 1 shall continue to apply in respea of the route concemed.

4. The Cotnmission shall communicate its dedsion to the Council and to the Member States. Any Member State may refer the Commission's dedsion to the Coundl within a time limit of one month. The Council, aaing by a qualified majority, may take a different dedsion within a period of one month.

Article 5

On domestic. routes for which at the time of entry into force of this Regulation an exdusive concession has been granted by law or contraa, and where other fotms of transport cannot ensure an adequate and unintemipted service, such a concession may continue until its expiry date or for three years, whichever deadline comes first.

Article 6

1. Notwithstanding Article 3, a Member State may, where one of the air carriers licensed by it has started to operate a scheduled passenger air service with aircraft of no more than 80 seats on a new route between regional airports where the capadty does not exceed 30 000 seats per year, refuse a scheduled air service by another air carrier for a period of two years, unless it is operated with aircraft of not more than 80 seats, or it is operated in such a way that not more than 80 seats are available for sale between the two airpons in question on each flight.

2.   Artide   4   (3)   and   (4)   shall   apply   in   relation   to paragraph 1 of this Artide.

Article 7

In operating air services, a Community air carrier shall be permitted by the Member State(s) concemed to combine air services and use the same flight number.

Article 8

1.  This Regulation shall not affea a Member Statc's right

to regulate without discrimination on grounds of

nationality or identity of the air carrier, the distribution of

traffic between the airpons within an airpon system.

2.  The exerdse of traffic rights shall be subjea to

published Community, national, regional or local

operational rules relating to safety, the protcaion of the

environment and the allocation of slöts.

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3. At the request of a Member State or on its own initiative the Commision shall examine the application of paragraphs 1 and 2 and, within one month of receipt of a request and after Consulting the Committee referred to in Article 11, dedde whether the Member State may continue to apply the measure. The Commission shall communicate its dedsion to the Council and to the Member States.

4. Any Member State may refer the Commission's decision to the Council within a time limit of one month. The Coundl, aaing by a qualified majority, may in exceptional drcumstances take a different dedsion within a period of one month.

whether the aaion may be implemented, wholly or partially, during the examination taking into account in panicular the possibility of irreversible effeas. After Consulting the Committee referred to in Anide 11 the Commission shall, one month after having received all necessary information, dedde whether the aaion is appropriate and in conformity with this Regulation and not in any other way contrary to Community law. The Commission shall communicate its decision to the Coundl and the Member States. Pending such dedsion the Commission may dedde on interim measures induding the suspension, in whole or in pan, of the action, taking into account in particular the possibility of irreversible effeas.

5. When a Member State deddes to constitute a new airpon system or modify an existing one it shall inform the other Member States and the Commission. After having v.rrified that the airports are grouped together as serving the same dty or conurbation the Commission shall publish a revised Annex 

II 

in the Official Joumal of the European Communities.

Artide 9

1.

When serious congestion and/or environmental problems exist the Member State responsible may, subjea to this Artide, impose conditions on, limit or refuse the exercise of traffic rights, in particular when other modes of transport can provide satisfaaory levels of service.

2.

Action taken by a Member State in accordance with paragraph 1 shall:

be non-discriminatory on grounds of nationality or identity of air carriers,

have a limited period of vaiidity, not exceeding three years, after which it shall be reviewed,

not unduly affea the objecrives of this Regulation,

not unduly distort competition between air carriers,

not be more restriaive than necessary in order to relieve the problems.

5. Notwithstanding paragraphs 3 and 4, a Member State may take the necessary aaion to deal with sudden problems of shon duration provided that such aaion is consistent with paragraph 2. The Commission and the Member State(s) shall be informed without delay of such aaion with its adequate justification. If the problems necessitating such action continue to exist for more than 14 days the Member State shall inform the Commission and the other Member States accordingly and may, with the agreement of the Commission, prolong the aaion for further periods of up to 14 days. At the request of the Member State(s) involved or on its own initiative the Commission may suspend this aaion if it does not meet the requirements of paragraphs 1 and 2 or is otherwise contrary to Community law.

6. Any Member State may refer the Commission's dedsion under paragraph 4 or 5 to the Council within a time limit of one month. The Coundl, acting by a qualified majority, may in exceptional drcimistanccs take a different dedsion within a period of one month.

7. When a dedsion taken by a Member State in accordance with this Artide limits the activity of a Community air carrier on an intra-Commimity route, the same conditions or limitation shall apply to all Community air carriers on the same route. When the dedsion involves the refusal of new or additional services, the same treatment shall be given to all requests by Conununity air carriers for new or additional services on that route.

3. When a Member State considers that action under paragraph 1 is necessary it shall, at least three months before the entry into force of the aaion, inform the other Member States and the Conunission, ptoviding adequate justification for the action. The aaion may be implemented unless within one month or receipt of the information a Member State concemed contests the aaion or the Commission, in accordance with paragraph 4, takes it up for further examination.

8. Without prejudice to Article 8(1) and except with the agreement of the Member State(s) involved, a Member State shall not authorize an air carrier:

(a)

to establish a new service, or

(b)

to increase the frequency of an existing service.

4. At the request of a Member State or on its own initiative the Commission shall examine action referred to in paragraph 1. When the Commission, within one month of having been informed under paragraph 3, takes the aaion up for examination it shall at the same time indicate

between a spedfic airport in its territory and another Member State for such time as an air carrier licensed by that other Member State is not permitted, on the basis of slot-allocation rules as provided for in Anicle 8 (2), to establish a new service or to increase frequencies on an

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existing service to the airport in question, pending the adoption by the Council and the coming into force of a Regulation on a code of condua on slöt allocation based on the general principle of non-discrimination on the grounds of nationality.

3.

Furthermore, the Committee may be consulted by the Commission on any other question conceming the application of this Regulation.

4.

The Committee shall draw up its mles of procedure.

Artide 10

I. Capadty limitations shall not apply to air services covered by this Regulation except as set out m Artides 8 and 9 and in this Anide.

2. Where the application of paragraph 1 has led to serious finandal damage for the scheduled air carrier(s) licensed by a Member State, the Commission shall carry out a review at the request of that Member State and, on the basis of all relevant faaors, including the märket situation and in particular whether a situation exists whereby the opportunities of air carriers of that Member State to effeaively compete iri the märket are unduly affeaed, the financial posistion of the air carrier(s) concemed and the capadty utilization achieved, shall take a dedsion on whether the capadty for scheduled air services to and from that State should be stabilized for a limited period.

Artide 12

1.

In order to carry out its duties under this Regulation the Commission may obtain all necessary information from the Member States concemed, which shall also ensure the provision of information by air carriers licensed by them.

2.

When the information requested is not supplied within the time limit fixed by the Commission, or is supplied in incomplete form, the Commission shall by decision addressed to the Member State concemed require the information to be applied. The dedsion shall specify what information is required and fix an appropriate time limit whithin which it is to be supplied.

Artide 13

The Commission shall publish a report on the application of this Regulation by 1 April 1994 and periodically thereafter.

3. The Commission shall communicate its decision to the Councd and to the Member States. Any Member State may refer the Commission's dedsion to the Council within a time limit of one month. The Coimcil, acting by a qualified majority, may in exceptional drcumstances take a different dedsion within a period of one month.

Artide 14

1.  Member States and the Commission shall cooperate in

implementing this Regulation.

2.  Confidential information obtained in application of

this Regulation shall be covered by professional secrecy.

Artide 11

1. The Commission shall be assisted by an Advisory Committee composed of the representatives of the Member States and chaired by the representative of the Commission.

2.   The Committee shall advise the Commission on the application of Artides 9 and 10.

Article 15

Regulation (EEC) No 2343/90 and 294/91 are hereby replaced with the exceptions of Artide 2 (e) (ii) and of Annex I to Regulation (EEC) No 2343/90, as interpreted by Annex U to this Regulation, and Artide 2 (b) of and the Annex to Regulation (EEC) No 294/91.

ArticU 16 This Regulation shall enter into force on 1 January 1993.

This Regulation shall be binding in its entirety and direcdy applicable in all Member States.

Done at Bmssels, 23 July 1992

For the Council

The President

J. COPE

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ANNEX I List of category 1 airports

BELGIUM:

DENMARK:

GERMANY:

SPAIN:

GR£ECE:

Brussels-Zaventcm

Copenhagen airport system

Frankfurt-Rhein/Main

Dusseldorf-Lohausen

Munich

Berlin airport system

Palma-Mallorca Madrid-Bara jas Malaga Las Palmas

Athens-Hellinikon

Thessaionika-Macedonia

FRANCE:

Paris airport system

IRELAND:

Dublin

ITALY:

Rome airpon system Milan airport system

NETHERLANDS:

Amstcrdam-Schiphol

PORTUGAL:

Lisbon Faro

UNITED KINGDOM:

London airpon system Luton

AlNEX 

II

List of airport systems

DENMARK:

Copcnhagen-Kastrup / F

GERMANY:

Berlin-Tegel / Schönefck

FRANCE:

Paris-Charles De Gaull

Lyon-Bron-Satolas

ITAJLY:

Rome-Fiumicino / Ciampino Milan-Linate/Malpensa/Bergamo (Orio al Serio) Venice-Tesscra/Trcviso

UNITED KINGDOM;

London-Heathrow/Garwick/Stansted

ANNEX III Interpretadon referred to in Artide 15

: air camcr

Under the terms of Annex I to Regulation (EEC) No 2343/90 the air carrier Scanair, which is structurcd and organized cxaaly as Scandinavian Airlines System, is to be considered in the same way as the ; Scandinavian Airlines System.

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COUNCIL REGULATION (EEC) No 2409/92

of 23 July 1992

on fares and råtes for air services

THE COUNCIL OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European Economic Community, and in particular Artide 84 (2) thereof,

Having regard to the proposal from the Commission ('),

HAS ADOPTED THIS REGULATION: Artide 1

1. This Regulation concems the criteria and procedures to be applied for the establishment of fares and råtes on air services for carriage wholly within the Community.

Having regard to the opinion of the European Parliament (),

Having. regard to the opinion of the Economic and Sodal Committee (),

Whereas it is important to establish an air transport policy for the intemal märket över a period expiring on 31 December 1992 as provided for in Artide 8a of the Treaty;

Whereas the intemal märket shall comprise an area without intemal frontiers in which the free movement of goods, persons, services and capital is ensured;

2.   Without prejudice to paragraph 3, this Regulation shall

not apply:

(a)

to fares and råtes charged by air carriers other than Community air carriers;

(b)

to fares and råtes established by public service obligation, in accordance with Coundl Regulation (EEC) No 2408/92 of 23 July 1992 on access for Community air carriers to intra-Community air routes C).

3.   Only Community air carriers shall be entided to

introduce new products or lower fares than the ones

existing for identical produas.

Whereas Council Dedsion 87/éOl/EEC of 14 December 1987 on fares for scheduled air services between Member States (*) and Coundl Regulation (EEC) No 2342/90 of 24 July 1990 on fares for scheduled air services (') constitute the first steps towards achieving the intemal märket in respea of air fares;

Whereas air fares should normally be detennined freely by märket forces;

Whereas it is appropriate to complement price freedom with adequate safeguards for the interests of consumers and industry;

Whereas it is appropriate to deal with all matters of pridng in the same Regulation;

Whereas this Regulation replaces Regulation (EEC) No 2342/90 and partially replaces Council Regulation (EEC) No 294/91 of 4 February 1991 on the operation of air cargo services between Member States (),

C) OJ No C 258, 4. 10. 1991, p. 2. (2) OJ No C 125, 18. 5. 1992, p. 150. (5) OJ No C 169, «. 7. 1992, p. 15. C) OJ No L 374, 31. 12. 1987, p. 12. (5) OJ No L217, 11. 8. 1990, p. 1. C) OJ No L 36, 8. 2. 1991, p. 1.

Article 2

For the purposes of this Regulation:

(a)

'air fares' means the prices expressed in ecus or in local currency to be paid by passengers to air carriers or their agents for the carriage of them and for the carriage of their baggage on air services and any conditions imder which those prices apply, induding remuneration and conditions offered to agency and other auxiliary services;

(b)

'seat råtes' means the prices expressed in ecus or in local currency to be paid by chanerers to air carriers for the carriage on air services of the charterer or its customers and their baggage and any conditions under which those prices apply, induding remuneration and conditions offered to agency and other auxiliary services;

(c)

'charter fares' means the prices expressed in ecus or in local currency to be paid by passengers to charterers for services which constitute or indude their carriage and the carriage of their baggage on air services and any conditions under which those prices apply, induding remuneration and conditions offered to agency or other auxiliary services;

() Sce page 8 of this Offidal Journal.

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(d)      'cargo råtes' means the prices expressed in ecus or in

local currency to be paid for the carriage of cargo and

the conditions under which those prices apply,

including remuneration and conditions offered to

agency and other auxiliary services-,

(e)      'standard cargo råtes' means the råtes which the air

carrier would normally quote induding the availability

of normal discounts;

(f)       'air service' means a flight or a series of flights carrying

passengers, cargo and/or mail for remuneration

and/or hire;

(g)      'air carrier' means an air transpon undertaking with a

valid operating licence.

(h) 'Community air carrier' means an air carrier with a valid operating licence issued by a Member State in accordance with Council Regulation (EEC) No 2407/92 of 23 July 1992 on licensing of air carriers (');

(i) 'Member State(s) concemed' means the Member St3te(s) berween or within which the fare or råte is applied;

(j) 'Member State(s) involved' means the Member State(s) concemed and the Member State(s) where the air carrier(s) operating the air service is (are) licensed;

(k) 'basic fare' means the lowest fully flexible fare, available on a one way and retum basis, which is offered for sale at least to the same extent as that of any other fully flexible fare offered on the same air service.

Artide 3

Charter fares and seat arid cargo råtes charged by Community air carriers shall be set by free agreement berween the parties to the contract of carriage.

before the air fares come into effea, except in the case of matching of an existent fare for which no more than prior notification is required.

3. Before 1 April 1997, a Member State may require that air fares on domestic routes where no more than one carrier licensed by it, or two carriers licensed by it under a joint operation, operate have to be filed more than one working day but no more than one month before the air fares come into effea.

4. An air fare may be available for sale and carriage as long as it is not withdrawn in accordance with Article é or Article 7.

Article 6

1.   Subjea to the procedures of this Artide, a Member State concemed may decide, at any moment:

(a)

to withdraw a basic fare which, taking into account the whole fare structure for the route in question and other relevant faaors including the competitive märket situation, is excessively high to the disadvantage of users in relation to the long term fully-allocated relevant costs of the air carrier induding a satisfaaory retum on capital;

(b)

to stop, in a non-discriminatory way, further fare decreases in a märket, whether on a route or a group of routes, when märket forces have led to sustained downward development of air fares deviating significandy from ordinary seasonal pridng movements and resulting in widespread losses among all air carriers concemed for the air services concemed, taking into account the long term fully-allocated relevant costs of the air carriers.

Artide 4

Air carriers operating within the Community shall inform the general public, on request, of all air fares and standard cargo råtes.

2. A dedsion taken pursuant to paragraph 1 shall be notified with reasons to the Commission and to all other Member State(s) involved, as well as to the air carriet(s) concemed.

Artide 5

1.

Without prejudice to this Regulation, Community air carriers shall freely set air fares.

2.

Member State(s) concemed may, without discrimination on grounds of nationality or identity of air carriers, require air fares to be filed with them in the form prescribed by them. Such filing shall not be required to be submitted more than 24 hours (including a working day)

(M Scc page 1 of this Off\cial journal.

3. If within fourteen days of the date of receiving notification no other Member State concemed or the Commission has notified disagreement stating its reasons on the basis or paragraph 1, the Member State which has taken the dedsion putsuant to paragraph 1 may instrua the air carrier

4. In the case of disagreement, any Member State involved may require consultations to review the situation. The consultations shall take place within 14 days of being requested, unless otherwise agreed.

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Article 7

1.

At the request of a Member State involved the Commission shall examine whether a decision to aa or not to aa pursuant to Article 6 complies with the criteria of Artide 6 (1). The Member State shall at the same time inform the other Member State(s) concemed and the air carrier(s) concemed. The Commission shall fonhwith publish in the Official Joumal of the European Communities that the air fare(s) have been submitted for examination.

2.

Notwithstanding paragraph 1, the Commission may, on the basis of a complaint made by a party with a legitimate interest, investigate whether air fares comply with the CTiteria of Article 6(1). The Commission shall forthwith publish in the Official Journal of the European Communities that the air fare(s) have been submitted for examination.

determination where an air carrier supplies incorrea information or produces it in incomplete form or does not supply it within the time limit fixed by decision under paragraph 5.

7.

The Commission shall without delay commtmicate its reasoned dedsion under paragraphs 4 and 6 to the Member State(s) concemed and to the air carrier(s) concemed.

8.

A Member State concemed may refer the Commission's decision under paragraph 4 to the Council within a time limit of one month. The Council, aaing by a qualified majority, may take a different decision within a period of one month.

9.

The Member States concemed shall ensure that the Commission's decision is enforced, unless the decision is under examination by the Council or the Council has taken a different decision in accordance with paragraph 8.

3.  An air fare in force at the time of its submission for

examination in accordance with paragraph 1 shall remain

in force during the examination. However, where the

Commission, or the Council in accordance with paragraph

8, has dedded within the previous six months that a similar

or lower level of the basic fare on the city-pair concemed

does not coqjply with the criteria of Article 6(1) (a), the air

fare shall not remain in force during the examination.

Furthermore, where paragraph 6 has been applied, the air carrier concemed may not, during the examination by the Conunission, apply a higher basic fare than the one which was applicable immediately before the basic fare under examination.

4.

Following consultations with the Member States concemed, the Commission shaS take a dedsion as soon as possible and in any event not låter than twenty working days after having received suffident information from the air carricr(s) concemed. The Commission shall take into account all information received from intcrcsted parties.

5.

When an air carrier does not supply the information requested within the time limit fixed by the Commission, or supplies it in incomplete form, the Commission shall be decision require the information to be supplied. The dedsion shall specify what information is required and fix an appropriate time limit within which it is to be supplied.

6.

The Commission may, by dedsion, decide that an air fare   in   force   shall   be   withdrawn   pending   its   final

Artide 8

At least once a year the Commission shall consult on air fares and related matters with representatives of air transport user organisations in the Community, for which purpose the Commission shall supply appropriate information to participants.

Artide 9

The Commission shall publish a report on the application of this Regulation by 1 April 1994 and periodically thereafter.

Artide 10

1.  Member States and the Commission shall cooperate in

implementing this Regulation, particularly as regards

collection of informarion for the report referred to in

Artide 9.

2.  Confidential information obtained in application of

this Regulation shall be covered by professional secrecy.

Article 11 Regulation (EEC) No 2342/90 is hereby repealed.

Artide 12 This Regulation shall enter into force on 1 January 1993.

This Regulation shall be binding in its entirety and direcdy applicable in all Member States.

Done at Brussels, 23 July 1992

For the Council

The President

J. COPE

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17. 5. 91

COUNCIL REGULATION (EEC) No 1284/91

of 14 May 1991

amending  Regulation (EEC)  No 3975/87  laying down  the procedure  for the application of the rules on romperition to undertakings in the air transport

sector

THE COUNCIL OF THE EUROPEAN COMMUNmES,

Having regard to the Treaty establishing the European Economic Community, and in particular Artide 87 thereof.

Whereas it is therefore necessary to amend Regulation (EEC) No 3975/87 0,

HAS ADOPTED THIS REGULATION :

Having regard to the proposal from the Commission ('),

Having    regard    to    the    opinion    of   the    European Pariiament (

Having regard to the opinion of the Economic and Social Committee ('),

Whereas Council Regulation (EEC) No 2342/90 of 24 July 1990 on fares for scheduled air services (*) and Regu­lation (EEC) No 2343/90 O conceming access to the märket and the sharing of passenger capacity provide for further liberalization of the tariff system within the Community;

Whereas, while the Community air transport policy will enable carriers to compete on their merits and will thus contribute to a more dynamic industry in the interests of the air transport user, the Commission should be able to take prompt action in cases where air carriers engage in practices which are contrary to the competition rules and which may threaten the viability of services operated by a competitof or even the existence of an airline company and thus cause irreversible damage to the competitive structure;

Whereas it is appropriate to provide for a specific proce­dure according to which the Commission may apply the competition niles more promptiy in cases where there is an urgend need to prevent, or act against, such anti-compeutive practices;

Whereas this procedure should provide the undertakings concemed with the oppottunity to comment in writing on the matters to which objection is taken;

C) OJ

No C 155, 26. 6. 1990, p. 7; and

OJ

No C 101, 18. 4. 1991, p. 19.

fO OJ

No C 48, 25. 2. 1991, p. 166.

O OJ

No C 41, 18. 2. 1991, p. 44.

C) OJ

No L 217. 11. 8. 1990, p. 1.

(=) OJ

No L 217, 11. 8. 1990, p. 8.

Article 1

Regulation  (EEC)  No  3975/87  is  hereby  amendcd  as follows :

1. TTie following Article shall be inserted :

'Artide 4a

Interim measures against anti-competitive practices

1.

Without prejudice to the application of Anicle 4 (1), where the Commission has clear prima facie evidence that certain practices are contrary to Article 85 or 86 of the Treaty and have the object or effect of directly jeopardizing the existence of an air service, and where recourse to normal procedures may not be sufficient to protect the air service or the airline company concemed, it may by decision take interim measures to ensure that these practices are not imple­mented or cease to be implemented and give such instructions as are necessary to prevent the occurrence of these practices until a decision under Article 4 (1) is taken.

2.

A decision taken pursuant to paragraph 1 shall apply for a period not exceeding six months. Article 8 (5) shall not apply.

The Commission may renew the initial decision, with or without modification, for a period not exceeding three months. In such case, Article 8 (5) shall apply.'

2. The following shall be added to Article 13 (1):

'(e) to comply with any measure imposed by decision taken under Article 4a.'

3. In Article 16 (I) '4a,' shall be inserted after '4,'

Article 2

This Regulation shall enter into force on the day following its publication in the Official Joumal of the European Communities.

() OJ No L 374, 31. 12. 1987, p. 1.

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This Regulation shall be binding in its entirety arid directly applicable in all Member States.

Done at Bmssels, 14 May 1991.

For the Council

The President

J.F. POOS

45

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COUNCIL REGULATION (EEC) No 2410/92

of 23 July 1992

amending Regulation (EEC) No 3975/87 laying down the procedure for the application of the rules oo competition to undertakings in the air transport scaor

THE COUNCIL OF THE EUROPEAN COMMUNmES,

Having regard to the Treaty establishing the European Economic Community, and in particular Artide 87 thereof.

Having regard to the proposal from the Commission ('),

Having    regard    to    the    opinion    of    the    European Parliament (),

Having regard to the opinion of the Economic and Social Committee (),

Whereas air transpon entirely within a Member State is now also subjea to Community liberalization measures; whereas it is therefore desirable for rules to be laid down under which the Commission, aaion in dose and constant liaison with the competent authorities of the Member States, may take the requisite measures for the application of Artides 85 and 86 of the Treaty to this area of air transport, in situations where trade between Member States may be affeaed;

Whereas there is a need to establish a secure and dear legal framework for air transpon within a Member State, while ensuring consistent application of the competition rules; whereas, therefore, the scope of Regulation (EEC) No 2975/87 shoidd be extended to this area of air transpon.

HAS ADOPTED THIS REGULATION:

Whereas Regulation (EEC) No 3975/87 C) formed pan of a package of interrelated measures adopted by the Council as a first step towards completing the intema! märket in transpon; whereas its scope was accordingly limited to intemational air transpon between Community airpons;

Artide 1

The word 'intemational' is hereby delcted from Artide 1 (2) of Regulation (EEC) No 3975/87.

Whereas, therefore, the Commission has no means at present of investigating direcdy cases of suspeaed infringement of Artides 85 and 86 of the Treaty and lacks the powers to take decisions or impose such penalties as are necessary for it to authorize agreements under Anide 85 (3) and to bring to an end infringements established by it in relation to transpon within a Member State;

Artide 2

This Regulation shall enter into force on the day following that of its publication in the Official Joumal of the European Communities.

This Regulation shall be binding in its entirety and direaly applicable in all Member States.

Done at Bmssels, 23 July 1992

for the Council

The President

J. COPE

(1) OJ No C 255, 30. 8. 1991, p. 9. () OJ No C 125, 18. 5. 1992, p. 130. (>) OJ No C 169, 6. 7. 1992, p. 13. C) OJ NoL 374, 31. 12. 1987, p. 1.

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Official Journal of the European Communities

No L 240/19

COUNCIL REGULATION (EEC) No 2411/92

of 23 July 1992

amending Regulation (EEC) No 3976/87 on the application of Artide 85 (3) of the Treaty to cenain categories of agreements and concerted praaices in the air transport scaor

THE COUNCIL OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European Economic Community, and in partictUar Article 87 thereof,

scope of these block exemptions and the conditions anached to them should be defined by the Commission, in dose liaison with the Member States, taking into account changes to the competitive environment achieved since the entry into force of Regulation (EEC) No 3976/87,

Having regard to the proposal from the Commission ('),

Having    regard    to    the    opinion    of    the    European Parliament (),

HAS ADOPTED THIS REGULATION: Artide 1

Having regard lo the opinion of the Economic and Social Committee (),

Regulation  (EEC)  No  3976/87  is  hereby  amended  as follows;

1.   The word 'intemational' shall be deleted in Article 1.

Whereas, in accordance with Council Regulation (EEC) No 3975/87 of 14 December 1987 laying down the procedure for the application of the mles of competition to undenakings in the air transport seaor (*), the Commission now has power to implement the competition mles in respea of air transport within a Member State; whereas it is therefore desirable to provide for the possibility of adopting block exemptions applicable to that area of transport;

Whereas Regulation (EEC) No 3976/87 {) empowers rfie Commission to declare by way of Regulation that the provisions of Artide 85 (1) do not apply to cenain categories of agreements berween undertakings, dedsions by assodations of undertakings and concerted praaices;

Whereas the power to adopt these block exemptions was granted for a limited period, expiring on 31 December 1992, to allow air carriers to adapt to the more competitive environment resulting from changes in the regulatory systems applicable to intra-Community intemational air transport;

Whereas a continuarion of block exemptions after that date is justified by the further measures to liberaliie the air transport seaor adopted by the Community; whereas the

2.   Article 2 (2) shall be replaced by the following:

'2. The Commission may, in particular, adopt such Regulations in respea of agreements, dedsions or concerted practices which have as their objea any of the following:

joint planning and coordination of airlme schedules,

consultations on tariffs for the carriage of passengers and baggage and of freight on schedided air services,

joint operations on new less busy scheduled air services,

slöt allocation at'airports and airpon scheduling; the Commision shall take care to ensure consisteacy with the Code of Condua adopted by the Coundl,

common purchase, development and operation of Computer reservation systems relating to timetabling, reservations and ticketing by air transpon undertakings; the Commission shall uke care to ensure consistency with the Code of Condua adopted by the Council.'

C) OJ No C 255, 30. 8. 1991, p. 10.

() Opinion dclivtfrcd on 10 July 1992 (not yct published in the

Offidal Journal). C) OJ No C 169, 6. 7. 1992, p. 13. (

(EEC) No 2410/92 (Scc page 18 of ihis Offidal Joumal) (S) OJ No L 374, 31. 12. 1987, p. 9. Amcnded by Regulation

(EEC) No 2344/90 (OJ No L 217, 11. 8. 1990, p. 15).

3.   Artide 3 shall be replaced by the following:

Article 3

Any Regulation adopted pursuant to Artide 2 shall be for a spedfied period.

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It may be repealed or amended where circumstances

4.   Article 8 shall be deleted.

have changed with respea to any of the faaors which

prompted its adoption; in such case, a period shall be

Artide 2

fixed for amendment of the agreements and concerted

This Regulation shall enter into force on the third day

practices to which the earlier Regulation applied before

following that of its publication in the Official Joumal of

repeal or amendment.'

the European Communities.

This Regulation shall be binding in its entirety and direaly applicable in all Member States.

Done at Bmssels, 23 July 1992.

For the Council

The President

J. COPE

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COUNCIL REGULATION (EEC) No 3922/91

of 16 December 1991

on the harmonization of technical requirements and administrative procedures in the field of

dvil aviation

THE COUNCIL OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European Economic Community, and in particular Artide 84 (2) thereof,

Having regard to the proposal from the Commission ('),

Having    regard    to    the    opinion    of    the    European Parliament (),

the development and implementation of joint aviation requirements (JARs) in all fields relating to the safety of airaaft and their operation;

Whereas, under the common transpon policy, technical requirements and administrative procedures relating to the safety of airaafr and their operation should be harmonized on the basis of the JAR codes of the JAA;

Having regard to the opinion of the Economic and Sodal Committee (3),

Whereas the accession of all Member States to the JAA and the partidpation of the Commission in its proceedings would fadlitate such harmonization;

Whereas, as provided for in Artide 8a of the Treaty, measures should be adopted with the aim of progressively establishing the intemal marker över a period expiring on 31 December 1992; whereas the intemal märket will comprise aa area without intemal frontiers in which the free movement of goods, persons, services and capital is ensured;

Whereas a high general level of safety in dvil aviation in Europé shoidd be maintained and current technical requirements and administrative procedures in the Member States should be raised to the highest standard cunently attained in the Community;

Whereas, in order to achieve the Conununity objectives as regards freedom of movement of persons and products and also as regards the common transpon policy, Member States should accept the certification of products and of bodies and persons concemed with the design, manufacture, maintenance and operation of products, without further technical work or evaluation, when the produa, organization or person has been certificated in accordance with the common technical requirements and administrative procedures;

Whereas safety is a key faaor in Community air transport; whereas account should be taken of the Convention on Intemational Civil Aviation, signed in Chicago on 7 December 1944, which provides for implementation of the measures necessary to ensure the safe operation of aircraft;

Whereas safety problems may arise and, in such case, Member States must take all appropriate measures as a matter of urgency; whereas such measures must be duly justified and, where the common technical requirements and administrative procedures present shoncomings, it is for the Commission, exerdsing its implementing powers, to adopt the necessary amendments;

Whereas the current restrictions on the transfer of aircraft and aviation produas and of certain services in the field of aviation between Member States would cause distortions in the intemal märket;

Whereas it is desirable that funding by the Member States of rcsearch to improve aviation safety be coordinated to ensure optimum use of resourccs and to enable the maximum benefit to be achieved;

Whereas the Joint Aviation Authorities (JAA), an assodated body of the European CivU Aviation Conférence (ECAC), have worked out arrangements to cooperate in

(1)           OJ No C 270, 26. 10. 1990, p. 3.

(2)           OJ No C 267, 14. 10. 1991, p. 154.

') OJ No C 159, 17. 6. 1991, p. 28.

Whereas it is appropriate to empower the Commission, assisted by a committee of experts nominated by the Member States, to make the amendments devoloped by the JAA to the common technical requirements and administrative procedures adopted by the Council,

4 Riksdagen 1992/93. 1 saml. Nr 202

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HAS ADOPTED THIS REGULATION: Artide 1

1. This Regulation shall apply to the harmonization of technical requirements and administrative procedures in the field of dvil aviation safety as listed in Annex 

II, 

and in particular with respea to:

the design, manufacture, operation and maintenance of aircraft,

persons and organizations involved in these tasks.

2. The harmonized technical requirements and administrative procedures referred to in paragraph 1 shall apply to all aircraft operated by operators as defined in Artide 2 (a), whether registered in a Member State or in a third country.

Artide 2

the maimer required by national laws and procedures; this aa is referred to as 'making the legal findings';

(f)      'maintenance' means all inspections, servioing,

modification and repair throughout the life of an

aircraft needed to ensure that the aircraft remains in

compliance with the type certification and offers a high

level of safety in all circumstances; this shall indude in

particular modifications imposed by the authorities

party to the arrangements referred to in (h) in

accordance with airworthiness checking concepts;

(g)      'national variant' means a national requirement or

regulation imposed by a country in addition to or

instead of a JAR;

(h) 'arrangements' means arrangements developed under the auspices of the European Civil Aviation Conférence (ECAC) for cooperation in the development and implementation of joint requirements in all fidds relating to the safety and safe operation of airaaft. These anangements are spedfied in Annex I.

1.   For the purpose of this Regulation:

(a)

'operator' means a natural person residing in a Member State or a legal person established in a Member State using one or more aircraft in accordance with the regulations applicable in that Member State, or a Community air carrier as defined in Community legislation;

(b)

'produa* means a dvil aircraft, engine, propeller or appliance;

(c)

'appliance' means any instrument, equipment, mechanisra, apparatus or accessory used or intended to be used in operating an aircraft in flight, whether installed in, intended to be installed in, or attached to, a dvil airaaft, but not forming pan of an airframe, engine or propeller;

(d)      'component' means a material, part or sub-assembly

not covered by the definitions in (b) or (c) for use on

dvil airaaft, engincs, propellers or appliances;

(e)      'certification' (of a produa, service, organization or

person) means any form of legal recognition that such a

produa, service, body or person complies with the

appUcable requirements. Such certification comprises

two acts:

(i) the aa of checking that technically the produa, service, organization or person complies with the applicable requirements; this aa is referred to as 'making the technical findings';

(ii) the aa of formål recognition of such compliance with the applicable requirements by the issue of a certificate, licence, approval or other document in

Article 3

Without prejudice to Anicle 11, the common technical requirements and administrative procedures appUcable in the Community with regard to the fields listed in Annex II shall be the relevant codes referred to in that Armex and in force on 1 January 1992.

Artide 4

1.  With regard to fields not listed in Aimex II, the Council

shall adopt common technical requirements and

administrative procedures on the basis of Artide 84 (2) of

the Treaty. The Commission shall, where appropriate and

as soon as possible, submit suitable proposals in these

fidds.

2.   Pending adoption of the proposals referred to in

paragraph 1 member States may apply the relevant

provisions of their existing national regulations.

Article 5

Member States shall ensure that their responsible dvil aviation authorities meet the conditions for membership of the JAA spedfied in the arrangements and shall sign such anangements without reservation before 1 January 1992.

Article 6

1.   Member    States    shall,    without    further    technical requirements or evaluation, recognize produas designed.

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manufactured, operated and maintained in compliance with the common technical requirements and administrative procedures where such produas have been certificated by another Member State. When the original recognition is for a particular purpose, or purposes, any subsequent recognition shall cover the same purpose(s).

2. Existing produas and their derivatives which are not certificated in accordance with the common technical requirements and administrative procedure may be accepted by a Member State under their ourent national regulations pending the adoption of the common technical requirements and administrative procedures appUcable to these produas pursuant to this Regulation.

Article 7

thereof. After consulting the Member States, the Commission may take any relevant initiative to promote such national research programmes.

ArticU 10

Member States shall notify the Commission of:

(a)

any new or amended requirement or procediue developed or adopted in accordance with procedures laid down in the Arrangements; and

(b)

any modification of the Arrangements; and

(c)

the results of consultations with industry and other interested bodies.

Member States shall recognize the certification granted pursuant to this Regulation by another Member State or by a body aaing on its behalf, to bodies or persons placed under its jurisdiaion and under its authority, who are concemed with the design, manufacture and maintenance of produas, and the operation of airaaft.

ArticU 11

1. The Commission, following the procedure laid down in Artide 12, shall make the amendments necessitated by sdentific and technical progress to the common technical requirements and administrative procedures listed in Aimex 

II 

or adopted by the Council in accordance with Article 4.

Article 8

1.   None of the above provisions shall prevent a Member

State from reacring immediately to a safety problem which

becomes apparent from an acddent, inddent or service

experience and involves either a produa designed,

manufactured, operated or maintained in accordance with

this Regulation, or a person, procedure or body involved in

such tasks. If the safety problem results from:

an inadequate safety level conesponding to the application of the conunon technical requirements and administrative procedures, or

shortcomings in the common technical requirements and administrative procedures,

the Member State shall forthwith inform the Commission and the other Member States of the measures taken and the reasons therefor.

2.   In the cases refened to in paragraph 1, the Commission

shall consult the Member States at the earliest opportunity.

If an inadequate level of safety or a shoncoming in the

common technical requirements and administrative

procedures is confirmed, the Commission shall make

appropriate proposals in accordance with the procedures

provided for in Artide 4 and/or Artide 11.

ArticU 9

Member States shall take the necessary steps to coordinatc their research programmes to improve the safety of dvil airaaft and their operation and to inform the Commission

2. Where the amendments referred to in paragraph 1 contain a national variant for a Member State the Commission, following the procedure laid down in Artide 12, shall dedde whether or not to indude that variant in the conunon technical requirements and administrative procedures.

ArticU 12

1.

For the application of Artides 8, 9 and 11, the Commission shall be assisted by a committee composed of representatives of the Member States and chaired by the Commission representative.

2.

The representative of the Commission shall submit to the committee a draft of the measures to be taken. The committee shall deliver its opinion on the draft within a time linut which the chairman may lay down according to the urgency of the matter. The opinion shall be ddivercd by the majority laid down in Article 148 (2) of the Treaty in the case of dedsions which the Council is required to adopt on a proposal from the Conunission. The votes of the representative of the Member States within the committee shall be weighted in the maimer set out in that Artide. The chairman shall not vote.

(a)

The Commission shall adopt the measures envisaged if they are in accordance with the opinion of the committee.

(b)

If the measures envisaged are not in accordance with the opinion of the committee, or if no opinion is deliveied, the Commission shall, without delay.

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submit to the Council a proposal relating to the measiu-es to be taken. The Council shall aa by a qualified majority.

(c) If, on the expiry of a period of three months from die date of refenal to the Coundl, the Council has not aaed, the proposed measures shaU be adopted by the Commission, save where the Coundl has dedded against the said measures by a simple majority.

2. As part of the mumal assistance referred to in paragraph 1 the Member States' competent authorities shall regularly exchange all available information on:

infringements of this Regulation by non-residents and penalties imposed in respea thereof,

penalties imposed on its residents by a Mtmber Sute in respea of such infringements committed in other Member States.

ArticU 13

ArticU 14

1.   Member States shaU assist one another in implementing this Regulation and in monitoring its implementation.

This Regulation shall enter into force on 1 January 1992.

This Regulation shall be binding in its entirety and direcdy applicable in all Member States.

Done at Bmssels, 16 December 1991.

For the Council

The President

H. MAIJ-WEGGEN

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Arrangenieots referred to in Article 2 (1) (fa)

'Arrangements conceming the Development, the Acceptance  and the  Implementation of Joint Aviation Requirements (JAR)', conduded in Cyprus on 

II 

September 1990.

ANNEX II

Lists of codes in force contatning the commoo technical requirements and administrative procedures referred to

tn Artide 3

1.  General and proctdures

JAR 1

Definitions and abbreviations

2.  Type certification of products and parts

JAR 22

Sailplanes and powered sailplanes

JAR 15

Large aeroplanes

JAR AWO

All weacher operadons

JAR E

Engines

JAR P

PropcUers

JAR APU

Auxiliary power units

JAR TSO

Technical standards orders

JAR VLA

Very light aeroplanes

JAR 145

Approved maintenance organizations

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(Acts whose publication is not obligatory)

COUNCIL

COUNCIL DIRECTIVE

of 16 December 1991

on rautuai acceptance of personnel Ucences for the exercise of functions in dvil aviation

(91/670/EEC)

THE COUNCIL OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European Economic Community, and in panicular Artide 84 (2) thereof.

Whereas it is therefore essential that the common transpon policy in the field of dvU aviation be extended to fadlitate the movement of cockpit personnel within the Community;

Having regard to the proposal from the Commission ('),

Having regard to the opinion of the European Parliament (2),

Having regard to the opinion of the Economic and Sodal Committee (),

Whereas the existence in suffident numbers of cockpit personnel hoiding the necessary qualifications and licences is vital for the smooth and safe mnning of air transpon services;

Whereas also the completion of the intemal märket by the end of 1992 requires the existence of an effident air transpon system in order to fadlitate the movement of persons within the Community;

Whereas the requirements for licences of cockpit personnd differ between Member States;

Whereas the qualifications required for Ucences are not at present laid down by the Commimity; whereas Member States therefore retain the option of fixing the level of such qualifications with a view to guaranteeing the safety of services provided by aircraft registered on their territority; whereas they may not, without infringing their obligations laid down in the Treaty, require a national of a Member State to obtain those qualifications, which in general they detennine solely by reference to their own oational educarion and training systems, where the person concemed has already acquired those qualifications in another Member State;

Whereas air transpon is a highly dynamic and rapidly developing seaor of a particularly intemational charaaer; whereas, therefore, the balance between supply and demand in personnel can be maintained more effidendy at the Communiry than the national level;

Whereas in order to fadUtate compliance with Treaty obligations and to ensure the mobility of cockpit personnel, a Commimity prcxxdure should be introduced for the acceptance of Ucences and qualifications of such personnd;

C) OJ No C 10, 16. 1. 1990, p. 12; and OJ No C 175,

6. 7. 1991, p. 14. {') OJ No C 284, 12. 11. 1990, p. 198. {>) OJ No C 124, 21. 5. 1990, s. 18.

Whereas the recognition of private pilots' licences can already be established in all Member States;

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Whereas, if in order to be permitted to operate airaaft registered in a Member State other than that where they obtained their licence, professional pilots have to be subjeaed to additional tests, they should be offered the possibility of sitting such tests as soon as possible;

Whereas training fadlities available in Member States are not always commensurate with demand; whereas in conformity with Article 7 of the Treaty, Member States must admit nationals of other Member States to public and private ttaining establishments and professional examinations on a non-discriminatory basis;

(d)      recognition means the permission to use on an airaaft

registered in one Member State a licence issued in

another Member State, in accordance with ihc

privilegcs pertaining thereto;

(e)      validation means the express dedaration by a Member

State that a licence issued by another Member State can

be used as one of its own;

(f)      cockpit personnel means personnel hoiding a licence

and charged with duties essential to the operation of an

airaaft during flight time. This definition applies to

pilots, flight navigatörs and flight engineers.

Whereas in order to achieve full mutual recognition of licences, the Council will adopt, taking account of progress reached in the proceedings of intemational organizations, before 1 January 1993, on a proposal by the Commission to be submined before 1 July 1992, the measures for harmonized requirements in respea of licences and training programmes; whereas each Member State will recognize any licence which satisfies these requirements.

Article 3

1. A Member State shall accept, without undue delay or additional tests, any licence issued by another Member State together with privileges and certificates penaining thereto.

HAS ADOPTED THIS DIRECTrVE:

ArticU 1

2. Any person hoiding a private pilot's licence issued by a Member State shall be permined to fly airaaft registered in another Member State. This recognition shall be limited to the exerdse of the privileges of the holder of a private pilot's licence and of assodated airaaft rarings imder visual flight rules (VFR) by day only in an airaaft certificated for single-pilot operations.

This Directive shall apply to procedures for mutual acceptance of licences issued by Member States to dvil aviation cockpit personnel.

ArticU 4

ArticU 2

For the purposes of this Directive

(a)

licence means any valid document, issued by a Member State, authorizing the holder to exerdse functions as a member of the cockpit personnel on board a dvil airaaft registered in a Member State. This definition also indudes ratings assodated with the document;

(b)

rating means a statement entered on a licence, or in a separate document, setting forth spedal conditions, privileges or limitations penaining to such licence;

(c)

acceptance of licences means any aa of recognition or validation by a Member State of a licence issued by another Member State together with the privileges and certificates pertaining thereto. The acceptance, which may be effeaed through the issue by the Member State of a licence of its own, shall not extend bcyond the period of vaiidity of the original licence;

1. Artide 3 (1) shall apply where a licence issued by a Member State and presented to another Member State for acceptance is based on requirements which are equivalent to those of the höst Member Sute. In order to enable the competent authorities to assess the equivalence of Ucences issued by other Member States, the Conunission shall make, and forward to all the Member States before 1 January 1992, a comparison of the requirements appUcd in each Member State for issuing licences for the same functions.

(a)

Any Member State may ask the Commission for an opinion on the equivalence of a licence, presented to it for acceptance, within three weeks of receiving the request.

(b)

The Commission must ddiver an opinion within two months. The Member State concemed shall then have a month to reply to the applicant.

(c)

If a Member State does not ask the Commission for an opinion, it shaU be bound to reply to the applicant within three months.

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(d) The periods referred to in (a), (b) and (c) above shall stan to mn when all the necessary information is available.

3. If, after the examination of a licence by the Member State to which it has been presented for acceptance, reasonable doubts remain as to the equivalence of the licence concemed, that Member State may, notwithstanding the prindples laid down in Artide 3(1), consider that additional requirements and/or tests are necessary to enable the licence to be accepted. The licence holder, the Member State which issued the licence and the Commission shall be informed thereof in writing. The opportunity to take an additional test shall be given to the hcence holder by the höst Member State to which the icence is submined for approval as soon as possible, and in any event without discrimination on grounds of nationality.

t. Where the applicant has met the additional requirements and/or has passed the required test(s) as laid down in paragraph 3 the Member State concemed shall fonhwith accept the licence in question.

ArticU 6

When a Member State issues, for reasons of equivalence, a licence on the basis of a licence issued by a third country together with the privileges and certificates pertaining thereto, this shall be recorded in the licence. Other Member States shall not be obliged to accept any such licence.

ArticU 7

1.

After consulting the Commission, Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive before 1 June 1992. They shall fonhwith inform the Commission thereof.

2.

When Member States adopt these measures, they shall contain a reference to this Direaive or shaU be accompanied by such reference on the occasion of their official publication. The methods of making such a reference shall be laid down by the Member States.

3.

Member States shall communicate to the Commission the provisions of national law which they adopt in the field covered by this Direaive.

5. Notwithstanding the above, with respea to pilot's licences and notwithstanding paragraphs 1 to 4, a Member State shall accept any Ucence issued in accordance with the requirements of Annex 1 to the Chicago Convention on Intemational Civil Aviation if the bearer satisfies the spedal validation requirements laid down in the Annex to this Directive.

4.

Member States shall assist one another in the implementation of this Directive and shall, if need be, exchange information on the licences they have accepted on grounds of equivalence.

5.

The confidential information obtained pursuant to this Directive shall be covered by professional seaecy.

Artide 8 This Directive is addressed to the Member States.

Artide 5

Done at Bmssels, 16 December 1991.

Member States shall ensure that nationals of other Member States are admitted to public and private training stablishments and to licensing examinations and procedures on the same basis as appUes to their own nationals.

For the Council

The President

H. MAIJ-WEGGEN

56

No L 373/24

Official Joumal of the European Communities

Prop. 1992/93:202 Bilaga 3

31. 12. 91

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57

31. 12. 91

Official Joumal of the European Commimiries

Prop. 1992/93:202 Bilaga 3

No L 373/25

(a)                                      Flight check in role

(b)                                      Flight check in role

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(a) A  flight  test,  including IR test, if appropriate, in flight or simulator

2

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 including 200 hours in the kind of

 aerial work for which validation is

 sought, including 50 hours in the

 role in the last 12 month

(a)                                            1 500 hours as PIC flying related to

 the  kind  of operation   for   which

 validation  is  being  sought.   If IR

 flight is required, have gained 500

 hours     flying    experience     since

 gaining an IR

(b)                                            1 500 hours flying related to the

 kind    of    operation    for    which

 validation  is  being sought.  If [R

 flight is required, have gaincd 500

 hours     flying     experience     since

 gaining an IR

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(a)                                     21 to 60

(b)                                     21 to 60

(a) 21 to 60 (a) 21 to 60

(a)Class       1        medical cenificate         without waiver

(b) Glass       1        medical certificate         without waiver

(a)             Class       1        medical

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(b)          Co-pilot

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58

22.  

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Official Joumal of the European Cominunities

Prop. 1992/93:202 Bilaga 3

No L  14/1

(Acts whose publication is obligatory)

COUNCIL REGULATION (EEC) No 95/93

of 18 January 1993

on coinmon rules for the allocation of slots at Comtnunity airports

THE COUNCIL OF THE EUROPEAN COMMUNITIES,

Having regard to the Treary establishing the European Economic Community, and in panicular Article 84 (2) thereof,

Having regard to the proposal from the Commission ('),

Having regard to the opinion of the European Parliament C),

Having regard to the opinion of the Economic and Social Committee {%

Whereas there is a growing imbalance between the expansion of the air transpon system in Europé and the availability of adequate airport infrastructure to meet that demand; whereas there is, as a result, an increasing number of congested airports in the Community;

Whereas the allocation of slots at congested airports should be based on neutral, transparent and non-discrimi­natory mles;

Whereas the requirement of neutrality is best guaranteed when the decision to coordinate an airport is taken by the Member State responsible for that airport on the basis of objective criteria ;

Whereas under certain conditions, in order to facilitate operations, it is desirable that a Member State should be able to designate an airport as coordinated provided that principles of transparency, neutrality and non-discrimina­tion are met;

Whereas the Member State responsible for the coordi­nated airport should ensure the appointment of a coordi-nator whose neutrality should be unquestioned ;

Whereas transparency of information is an essential element for ensuring an objective procedure for slöt allocation ;

Whereas the principles goveming the existing system of slöt  allocation   could   be   the   basis   of  this   Regulation

C) OJ No C 43, 19. 2. 1991, p. 3. () OJ  No C  13, 20.  1.  1992, p. 446. (') OJ  No C 339. 31. 12.  1991. p. 41.

provided that this system evolves in harmony with the evolution of new transport developments in the Commu­nity ;

Whereas it is Community policy to facilitate competition and to encourage entrance into the märket, as provided for in Council Regulation (EEC) No 2408/92 of 23 July 1992 on access for Community air carriers to intra-Community air routes (), and whereas these objectives require strong support for carriers who intend to start operations on intra-Community routes;

Whereas the existing system makes provision for grand-father rights ;

Whereas there should also be provisions to allow new entrants into the Community märket;

Whereas it is necessary to make special provisions, under limited circumstances, for the maintenance of adequate domestic air services to regions of the Member State concemed ;

Whereas it is also necessary to avoid situations where, owing to a lack of available slots, the benefits of liberaliza­tion are unevenly spread and competition is distorted ;

Whereas it is desirable to make the best use of the existing slots in order to meet the objectives set out above;

Whereas it is desirable that third countries offer Commu­nity carriers equivalent treatment;

Whereas the application of the provisions of this Regula­tion shall be without prejudice to the competition rules on the Treaty, in particular Artides 85 and 8é ;

Whereas arrangements for greater cooperation över the use of Gibraltar airport were agreed in London on 2 December 1987 by the Kingdom of Spain and the United Kingdom in a joint dedaration by the Ministers of Foreign Affairs of the two countries, and such arrange­ments have yet to come into operation ;

C) OJ  No L 240. 24. 8.  1992, p   8.

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Whereas this Regulation should be reviewed after a fixed period of operation to assess its functioning,

HAS ADOPTED THIS REGULATION : Artide  1 Scope

1.

This Regulation shall apply to the allocation of slots at Community airports.

2.

The application of this Regulation to the airport of Gibraltar is understood to be without prejudice to the respective legal positions of the Kingdom of Spain and the United Kingdom with regard to the dispute över sovereignty över the territory in which the airport is situ­ated.

3.

Application of the provisions of this Regulation to Gibraltar airport shall be suspended until the arrange­ments in the joint declarations made by the Foreign Ministers of the Kingdom of Spain and the United Kingdom on 2 December 1987 have come into operation. The Govemments of Spain and the United Kingdom will so inform the Council of that date.

Article 2 Definitions

For the purpose of this Regulation :

(a)

*slot' shall mean the scheduled time of arrival or departure available or allocated to an aircraft move­ment on a specific date at an airport coordinated under the terms of this Regulation ;

(b)

'new entrant' shall mean :

(i) an air carrier requesting slots at an airport on any day and hoiding or having been allocated fewer than four slots at that airport on that day, or,

(ii) an air carrier requesting slots for a non-stop service between two Community airport where at most two other air carriers operate a direct service between these airports or airports systems on that day and hoiding or having been allocated fewer than four slots at that airport on that day for that non-stop service.

An air carrier hoiding more than 3 Vo of the total slots available on the day in question at a particular airport, or more than 2 % of the total slots avilable on the day in question in an airport system of which that airport forms part, shall not be considered as a new entrant at that airport ;

(c)      'direct air service' shall mean a service between two

airp>orts including stopovers with the same aircraft and

same flight number;

(d)      'scheduling period' shall mean either the summer or

winter season as used in the schedules of air carriers ;

(e)      'Community air carrier' shall mean an air carrier with

a valid operating licence issued by a Member State in

accordance with Council Regulation (EEC)

No 2407/92 of 23 July 1992 on licensing of air

carriers (');

(f)       'coordinated airport' shall mean an airport where a

coordinator has been appointed to facilitate the opera­

tions of air carriers operating or intending to operate

at that airport ;

(g)      'fully coordinated airport* shall mean a coordinated

airport where, in order to land or take off, during the

periods for which it is fully coordinated, it is necessary

for an air carrier to have a slot allocated by a coordi­

nator ;

(h) 'airport system' shall mean two or more airports grouped together and serving the same city or conur­bation, as indicated in Annex 

II 

to Regulation (EEC) No 2408/92.

Artide 3 Conditions for airport coordination

1.

A Member State shall be under no obligation to desginate any airport as coordinated save in accordance with the provisions of this Artide.

2.

A Member State may, however, provide for any airport to be designated as a coordinated airport provided that principles of transparency, neutrality and non-discri­mination are meL

3.            (i) When air carriers representing more than a half of

the operations at an airport and/or the airport authority consider that capacity is insufficient for actual or planned operations at certain periods or

(ii) when new entrants encounter serious problems in securing slots or

(iii) when a Member State considers it necessary,

the Member State shall ensure that a thorough capacity analysis is carried out, having regard to commonly recognized methods, as soon as possible at the airport with the purpose of determining possibilitcs of increa­sing the capacity in the short term through infrastruc­ture or operational changes, and to determine the time frame envisaged to resolve the problems. The analysis, shall be updated periodically. Both the analysis and the method underlying it shall be made available to inte­rested parties.

60

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No L 14/3

4.    If, after consultation with the air carriers using the

airport regularly, their representative organizations, the

airpon authorities, air traffic control authorities and

passengcrs' organizations where such organizations exist,

the analysis does not indicate possibilities of resolving the

serious problems in the short term, the Member State

shall ensure that the airport shall be designated as fully

coordinated for the periods during which capacity

problems occur.

5.    When a capacity sufficient to meet actual or planned

operations is provided at a fully coordinated airport, its

desgination as a fully coordinated airport shall be lifted.

Artide 4

The coordinator

1.

The Member State responsible for a coordinated or fully coordinated airport shall ensure the appointment of a natural or legal person with detailed knowledge of air carrier scheduling coordination as airport coordinator after having consulted the air carriers using the airport regularly, their representative organizations and the airport authorities. The same coordinator may be appointed for more than one airport.

2.

A Member State shall ensure that the coordinator carries out his duties under this Regulation in an inde­pendent manner.

3.

The coordinator shall act in accordance with this Regulation in a neutral, non-discriminatory and transpa­rent way.

4.

The coordinator shall participate in such intema­tional scheduling conferences of air carriers as are permitted by Community law.

5.

The coordinator shall be responsible for the alloca­tion of slots.

6.

The coordinator shall monitor the use of slots.

7.

Where slots are allocated, the coordinator shall, on request and within a reasonable time, make available for review to all interested parties the following information :

(a)

historical slots by airline, chronologically, for all air carriers at the airport,

(b)

requested slots (initial submissions), by air carriers and chronologically, for all air carriers,

(c)

all allocated slots, and outstanding slot requests, listed individually in chronologcial order, by air carriers, for all air carriers.

(d)           remaining available slots,

(e)           full details on the criteria being used in the allocation.

8. The information in paragraph 7 shall be made available at the latest at the time of the relevant schedu­ling conferences and as appropriate during the confe­rences and thereafter.

Article 5

Coordination coinmittee

1.    A Member State shall ensure that in an airport that

has been designated as fully coordinated a coordination

committee is set up to assist, in a consultative capacity,

the coordinator referred to in Article 4. Partidpation in

this committee shall be open to at least the air carriers

and/or their representative organizations using the

airport(s) regularly, the airport authorities concemed and

representatives of the air traffic control. The same coordi­

nation committee may be designated for more than one

airport.

The tasks of the coordination committee shall be, inter alia, to advise on :

possibilities for increasing the capacity determined in accordance with Article é,

improvements to traffic conditions prevailing at the airport in question,

complaints on the allocation of slots as provided for in Article 8 (7),

the methods of monitoring the use of allocated slots,

guidelines for allocation of slots, taking into account local conditions,

serious problems for new entrants as provided for in

Article  10.

2.    Paragraph 1 may be applied to airports designated as

coordinated under the provisions of Article 3.

Article 6

Airport capacity

1. At an airport where slot allocation takes place, the competent authoriries shall determine the capacity available for slot allocation twice yearly in cooperation with representatives of air traffic control, customs and immigration authorities and air carriers using the airport and/or their representative organizations and the airport coordinator. according to commonly recognized methods. Where the competent authority is not the airport authority it shall also be consulted.

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This exercise shall be based on an objective analysis of possibilities.of Accommodating the air traffic, taking into account the different types of traffic at that airport.

The results of this exercise shall be provided to the airport coordinator in good time before the initial slot allocation takes place for the purpose of scheduling conferences.

2. Paragraph 1 may be applied to airports designated as coordinated under the provisions of Article 3.

Artide 7

Information  for the coordinator

Air carriers operating or intending to operate at a coordi­nated or fully coordinated airport shail submit to the coordinator relevant information requested by the coordi­nator.

Artide 8 process of slot allocation

1.            (a) Subject to the provisions of Article 10, a slot that

has been operated by an air carrier as cleared by the coordinator shall entitle that air carrier to claim the same slot in the next equivalent scheduling

period.

(b)

In a situation where all slot requests cannot be accommodated to the satisfaction of the air carriers concemed, preference shall be given to commercial air services and in particular to scheduled services and progfammed non-scheduled services.

(c)

The coordinator shall also take into account addi­ tional priority rules established by the air carrier industry and if possible additional guidelines recommended by the coordination committee ailowing for local conditions, provided such guide­lines respect Community law.

2.

If a requested slot cannot be accommodated, the coordinator shall inform the requesting air carrier of the reasons therefore and shali indicate the nearest altemative slot.

3.

The coordinator shall, at all times, endeavour to accommodate aä hoc s\oi requests for any type of aviation including general aviation. To this end, the slots available in the pool referred to in Article 10 but not yet allocated may be used, as may slots liberated at short notice.

4.

Slots may be freely exchanged between air carriers or transferred by an air carrier from one route, or type of service, to another, by mutual agreement or as a result of a

total or partial takeover or unilaterally. Any such exchanges or transfers shall be transparent and subject to confirmation of feasibihty by the coordinator that:

(a)

airport operations would not be prejudiced ;

(b)

limitations imposed by a Member State according to Article 9 are respected ;

(c)

a change of use does not fall within the scope of Article  11.

5.

Slots allocated to new entrants operating a service between two Community airports may not be exchanged or transferred between air carriers or by an air carrier from one route to another as provided for in paragraph 4 for a period of two seasons.

6.

The Commission may establish, after consultations with air carriers, coordinators, and airport authorities, recommended standards for the automated systems which are used by the coordinators in order to ensure the proper implementation of Artides 4 and 7.

7.

Where there are complaints about the allocation of slots, the coordination committee shall consider the matter and may make proposals to the coordinator in an attempt to resolve the problems.

8.

If the problems cannot be resolved after considera­tion by the coordination committee, the Member State concemed may provide for mediation by an air carriers' represenutive organization or other third party.

Artide 9

Regional services

1. A Member State may reserve certain slots at a fully coordinated airport for domestic scheduled services :

(a)      on a route to an airport serving a peripheral or

development region in its territory, any such route

being considered vitl for the economic development

of the region in which the airport is located, on condi­

tion that:

(i) the slots concemed are being used on that route at the time of entry into force of this Regulation ;

(ii) only one air carrier is operating on the  route ;

(iii) no other mode of transport can provide an adequate service ;

(iv) the reservation of slots shall end when a second air carrier has established a domestic scheduled service on the route with the same number of frequencies as the first air carrier and operated it for at least a season ;

(b)      on routes where public service obligations have been

imposed under Community legislation.

62

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2.

The procedures in Anicle 4 (1) (d) lo 4 (1) (i) of Regulation (EEC) No 2408/92 shall be applied if another Cornmunity air carrier is interested in servicing the route and has not been able ro obtain slots within one hour before or after the times  requested of the coordinator.

3.

The Member State shall communicate to the Commission a list of routes for which slots have been so reserved at a fully coordinated airport. This shall first be done at the entry into force of this Regulation. The Commission shall publish an overview of the routes concemed in the Offidal Joumal of the European Communities not låter than two months after the communication.

Artide  10 Slot pool

I. At an airport where slot allocation takes place, a pool shall be set up for each coordinated period and shall contain newly created slots, unused slots and slots which have been given up by a carrier during, or by the end of, the season or which otherwise become available.

grounding of the aircraft type generally used for the service in question, or

closure of an airport or airspace ;

(b)

problems relating to the starting up of a new sche­duled passenger service wiih aircraft of no more than eighty seats on a route between a regional airport and the coordinated airport and where the capacity does not exceed 30 000 seats per year, or

(c)

serious financial damage for a Community air carrier concemed, with, as a result, the granting of a tempo­rary licence by the licensing authorities pending financial reorganization of the air carrier in accordance with Article 5 (5) of Regulation (EEC) No 2407/92;

(d)       an interruption of a series of non-scheduled services

due to cancellations by tour operators, in particular

outside the usual peak period, provided that overall

slot usage does not fall below 70 % ;

(e)       an interruption of a series of services due to action

intended to affect these services, which makes it practi-

cally and/or technically impossible for the air carrier to

carry out operations as planned-

2. Any slot not utiiized shall be withdrawn and placed in the appropriate slot pool unless the non-utilization can be justified by reason of the grounds of the grounding of an aircraft type, or the closure of an airport or airspace or other similarly exceptional case.

6. If serious problems continue to exist for new entrants, the Member State shall ensure that a meeting of the airport coordination committee is convened. The purpose of the meeting shall be to examine possibilities for remedying the situation. The Commission shall be invited to such a meeting.

3. Slots which are allocated to an air carrier for the operation of a scheduled service or a programmed non-scheduled service on a particular moment of a day and for the same day of the week över a recognizable period up to one scheduling period shall not entitle that air carrier to the same series of slots in the next equivalent period, unless the air carrier can demonstrate to the satisfaction of the coordinator that they have been operated, as cleared by the coordinator, by that air carrier for at least 80 % of the time during the period for which they have been allocated.

4. Slots allocated to an air carrier before 31 January for the following summer season, or before 31 August for the following winter season, but which are returned to the coordinator for reallocation before those dates shall not be taken into account for the purposes of the usage calcula-tion-

5. If the 80 % usage of the series of slots cannot be demonstrated, all the slots constituting that series shall be placed in the slot pool, unless the non-utilization can be justified on  the basis of any of the following reasons :

(a) unfore

7.

Without prejudice to Anicle 8 (1) of Regulation (EEC) No 2408/92, slots placed in the pools shall be distributed among applicant carriers. 50 Vo of these slots shall be allocated to new entrants unless requests by new entrants are less than  50 %.

8.

A new enirani which has been offered slots within two hours before or after the time requested but has not accepted this offer shall not retain the new entrant status.

Artide  11

Safeguard mechanism

I. Where a solution cannot be found under paragraph 2 and taking into account that competition between the air carriers concemed should not be distorted, an air carrier shall not be allowed to use the flexibility provided for in Article 8 (4) for the purpose of introducing one or more additional frequencies on a route between a fully coordinated airport within the Community and an airport in another Member State, if another Community air carrier, licensed by another Member State, has not been able, despite serious and consistent effons, to obtain landing and departure slots which can reasonably be used for providing one or more additional frequencies on the route within two hours before or after the times requested o( the coordinator.

63

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with

This provision shall not apply if the air carrier using the flexibility provided for in Article 8 (4) does not exceed the frequencies of the other air carrier.

2.    Taking into account that competition berween the

air carriers concemed should not be distorted, the

Member States responsible for the fully coordinated

airport referred to in paragraph 1 shall endeavour to facili­

tate an agreement between the air carriers concemed.

An altemative solution to the problem should be sought such as:

endeavouring to ensure that the request for slots of the air carrier licensed by the other Member State is accommodated,

the reasonable use by that carrier of the flexibility provided for in Article 8 (4).

3.    A Member State concemed may request the

Commission to investigate the application of this Anicle

within two months of an air carrier informing the coordi­

nator of its intention to use the flexibility provided for in

Anicle 8 (4).

Artide 12 General provisions

1.      Whenever   it   appears   that   a   third   country, respect to the allocation of slots at airports,

(a)

does not grant Community air carriers treatment comparable to that granted by Member States to air carriers from that country, or

(b)

does not grant Community air carriers de facto national treatment, or

(c)

grants air carriers from other third countries more favourable treatment than Community air carriers,

appropriate action may be taken to remedy the situation in respect of the airport or airports concemed, including the suspension wholly or partially of the obligations of this Regulation in respect of an air carrier of that third country, in accordance with Community law.

2. Member States shall inform the Commission.of any serious difficulties encountered, in law or in fact, by Community air carriers in obtaining slots at airports in third countries.

Article 13

Report and cooperation

1.    The Commission shall submit a repon to the Euro­

pean Parliament and the Council on the operauon of this

Regulation three years after its entry into force. This

repon should include inter alia the following elements :

(a)

the structure of the airiine industry;

(b)

progress   made   by   the   industry   in   reducing   the non-use of slots ;

(c)

size of the slot pool, as defined in Aiticle 10 (1), each season at selected airports;

(d)      volume  of  unsuccessful   applications   for  slots   each

season at selected airports ;

(e)      number of new entrants applying for slots each season

at selected airpons;

(f)       use of dispute procedures established within the terms

of Article 8.

2.    Member States and the Commission shall cooperate

in the application of this Regulation, particularly as

regards the collection of information for the report

mentioned in paragraph  1.

Artide  14

Revision

The Council shall decide on the continuation or revision of this Regulation by 1 July 1997, on the basis of a proposal from the Commission to be submitted no låter than  1  January  1996.

Artide  15

Entry into force

This Regulation shall enter into force on the thirtieth day following that of its publication in the Official Joumal of the European Communities.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

Done at Brussels,  18 January  1993.

For the Council The President T.[REDACTED_EFTERNAMN]

gotab   43692. Stockholm 1993

64