title: Comunicazione della Commissione - Il mercato comunitario dei combustibili solidi nel 1997 e le previsioni per il 1998

eurovoc_concepts:
EU situation
economic forecasting
energy consumption
energy production
fuel
single market

text: 29. 4. 98 IT Gazzetta ufficiale delle Comunit{ europee C 131/5 Il mercato comunitario dei combustibili solidi nel 1997 e le previsioni per il 1998 (98/C 131/04) 1. (cid:217)Questa relazione preliminare analizza le previsioni per il 1997 e il 1998 elaborate dagli Stati membri e comunicate alla Commissione nel novembre 1997 e fornisce al Comitato consultivo CECA e agli ambiti interessati informazioni aggiornate sugli sviluppi del mercato comunitario dei combustibili solidi. Nel primo trimestre 1998 sar{ preparata una nuova relazione sul mercato comunitario dei combustibili solidi nel 1997, corredata dalle previsioni per il 1998. 2. (cid:217)Nel 1997 l’attivit{ economica dovrebbe registrare un forte recupero rispetto ad una crescita stimata nel 1996 all’1,8(cid:216)%, grazie soprattutto ad un notevole in(cid:220) cremento delle importazioni e ad una ripresa del consumo privato in alcuni Stati membri. Nel 1997 in media, il PIL reale dovrebbe aumentare del 2,6(cid:216)% in tutta la Comunit{. Esistono prove sempre piß evi(cid:220) denti che l’accelerazione di attivit{ continuer{ nel 1998 in quanto si osservano gi{ sviluppi positivi nel(cid:220) l’economia interna grazie a fattori quali il continuo consolidamento di bilancio, adeguate tendenze sala(cid:220) riali, permanenza di bassi tassi di interesse, un ri(cid:220) torno della fiducia dei consumatori ed elevata reddi(cid:220) tivit{ degli investimenti. Nel 1998 il PIL dovrebbe raggiungere in media un tasso del 3(cid:216)%. 3. (cid:217)Circa la domanda in energia, le cifre provvisorie per il primo semestre 1997 indicano una diminuzione, in termini di consumo interno lordo, dell’1,2(cid:216)% circa per l’intera Comunit{, a causa del clima mite. Tra le fonti energetiche, soltanto il nucleare e l’ener(cid:220) gia idroelettrica hanno registrato aumenti, rispettiva(cid:220) mente del 2,4(cid:216)% e dell’1,4(cid:216)% rispetto allo stesso pe(cid:220) riodo dell’anno precedente, mentre il consumo di pe(cid:220) trolio (cid:127) rimasto praticamento statico. Tutte le altre fonti energetiche hanno registrato un declino del consumo, particolarmente accentuato (5,2(cid:216)%) nel caso dei combustibili solidi (declino del 5,1(cid:216)% per il carbon fossile e del 5,6(cid:216)% per la lignite e la torba), seguiti dal gas naturale con un declino del 3(cid:216)%. Nel 1998, in relazione alle previste prestazioni del(cid:220) l’economia e nell’ipotesi di condizioni meteorologi(cid:220) che costanti, le previsioni sulla domanda energetica indicano un aumento dell’1,8(cid:216)%. Nel caso dei com(cid:220) bustibili solidi, la domanda di carbon fossile e lignite potrebbe per(cid:247) diminuire rispettivamente del 4 e del 2(cid:216)%. 4. (cid:217)La produzione comunitaria di carbon fossile conti(cid:220) nua a risentire in varia misura dei piani di ristruttu(cid:220) razione, razionalizzazione e ammodernamento; nel 1997 la produzione comunitaria di carbon fossile sembra essere calata a 123,1 milioni di tonnellate ri(cid:220) spetto al 1996, con una diminuzione di 3,6 milioni di tonnellate ((cid:134)(cid:216)2,9(cid:216)%). Tutti gli Stati membri produt(cid:220) tori di carbone dovrebbero registrare un declino della produzione di varia entit{: Francia ((cid:134)(cid:216)1,3 mi(cid:220) lioni di tonnellate, (cid:134)(cid:216)18,2(cid:216)%), Germania ((cid:134)(cid:216)1,2 mi(cid:220) lioni di tonnellate, (cid:134)(cid:216)2,2(cid:216)%), Regno Unito ((cid:134)(cid:216)0,9 milioni di tonnellate, (cid:134)(cid:216)1,8(cid:216)%) e Spagna ((cid:134)(cid:216)0,3 ton(cid:220) nellate, (cid:134)(cid:216)1,4(cid:216)%). Per il 1998, le previsioni attuali indicano un calo a 108 milioni di tonnellate, ossia una riduzione di 15,2 milioni di tonnellate ((cid:134)(cid:216)12,3(cid:216)%). Il calo piß marcato dovrebbe verificarsi nel Regno Unito (12,2 milioni di tonnellate, ossia (cid:134)(cid:216)25,5(cid:216)%), in quanto i produttori reagiscono alla contrazione del loro mercato nel set(cid:220) tore della generazione di elettricit{ a seguito della penetrazione del gas. La Germania, la Francia e la Spagna prevedono di ridurre la loro produzione di carbon fossile, rispettivamente di 2 milioni di tonnel(cid:220) late ((cid:134)(cid:216)3,9(cid:216)%), 0,6 milioni di tonnellate ((cid:134)(cid:216)9,3(cid:216)%) e 0,4 milioni di tonnellate ((cid:134)(cid:216)2,3(cid:216)%). Raffronto delle caratteristiche principali del mercato dei combustibili solidi (in Mio t) 1996 dati attuali 1997 stime 1998 previsioni 1997/1996 (%)(cid:216)(**) 1998/1997 (%)(cid:216)(**) CARBON FOSSILE Risorse -(cid:217)Produzione -(cid:217)Recuperi -(cid:217)Importazioni da paesi terzi Totale 126,8 3,0 141,2 270,9 123,1 2,5 145,5 271,1 108,0 2,2 142,7 252,9 (cid:134)(cid:216)2,9 (cid:134)(cid:216)16,1 +3,0 +0,1 (cid:134)(cid:216)12,3 (cid:134)(cid:216)11,9 (cid:134)(cid:216)2,0 (cid:134)(cid:216)6,7 C 131/6 IT Gazzetta ufficiale delle Comunit{ europee 29. 4. 98 Raffronto delle caratteristiche principali del mercato dei combustibili solidi (in Mio t) 1996 dati attuali 1997 stime 1998 previsioni 1997/1996 (%)(cid:216)(**) 1998/1997 (%)(cid:216)(**) Consegne -(cid:217)Cokerie -(cid:217)Centrali(cid:216)(*) -(cid:217)Altre consegne -(cid:217)Esportazioni verso paesi terzi Totale COKE Risorse -(cid:217)Produzione -(cid:217)Importazioni da paesi terzi Totale Consegne -(cid:217)All’industria siderurgica -(cid:217)Altre consegne all’interno della Comunit{ -(cid:217)Esportazioni verso paesi terzi Totale LIGNITE Risorse 54,2 185,2 32,0 0,3 271,8 40,3 6,5 46,8 41,8 5,5 0,4 47,6 53,3 182,9 32,0 0,5 268,7 39,9 7,4 47,3 42,3 5,6 0,3 48,2 51,4 161,8 30,3 0,5 244,0 39,4 7,2 46,6 42,1 5,2 0,4 47,7 (cid:134)(cid:216)1,7 (cid:134)(cid:216)1,3 (cid:134)(cid:216)0,1 +41,6 (cid:134)(cid:216)1,2 (cid:134)(cid:216)3,5 (cid:134)(cid:216)11,5 (cid:134)(cid:216)5,4 +9,4 (cid:134)(cid:216)9,2 (cid:134)(cid:216)0,9 +13,9 +1,1 (cid:134)(cid:216)1,3 (cid:134)(cid:216)2,1 (cid:134)(cid:216)1,4 +1,2 (cid:134)(cid:216)0,3 +2,1 (cid:134)(cid:216)25,3 +1,1 (cid:134)(cid:216)6,3 +22,6 (cid:134)(cid:216)0,9 -(cid:217)Produzione e importazioni 261,1 249,7 244,2 (cid:134)(cid:216)4,4 (cid:134)(cid:216)2,2 Consegne -(cid:217)Impianti di bricchettazione -(cid:217)Centrali -(cid:217)Altre consegne (comprese le esportazioni verso paesi terzi) Totale 27,5 229,0 4,0 260,6 23,1 223,0 3,2 249,4 18,6 222,7 2,8 244,1 (cid:134)(cid:216)16,0 (cid:134)(cid:216)2,6 (cid:134)(cid:216)20,3 (cid:134)(cid:216)4,3 (cid:134)(cid:216)19,5 (cid:134)(cid:216)0,1 (cid:134)(cid:216)13,5 (cid:134)(cid:216)2,1 TORBA Risorse -(cid:217)Produzione e importazioni 14,3 13,3 13,1 (cid:134)(cid:216)7,1 (cid:134)(cid:216)1,6 Consegne -(cid:217)Impianti di bricchettazione -(cid:217)Centrali -(cid:217)Altre consegne (comprese le esportazioni verso paesi terzi) Totale 1,7 10,4 2,3 14,3 2,5 8,1 2,5 13,1 2,7 8,0 2,4 13,1 +53,5 (cid:134)(cid:216)21,5 +8,9 (cid:134)(cid:216)8,0 +5,4 (cid:134)(cid:216)1,3 (cid:134)(cid:216)4,1 (cid:134)(cid:216)0,5 (!) Gli importi possono non corrispondere a causa dell’arrotondamento. (*) Comprese le centrali industriali e di miniera. (**)(cid:217)Le variazioni sono calcolate in kt. 29. 4. 98 IT Gazzetta ufficiale delle Comunit{ europee C 131/7 le consegne alle altre 5. (cid:217)Nel 1997, le consegne in termini di carbon fossile nella Comunit{ dovrebbero raggiungere 268,2 mi(cid:220) lioni di tonnellate, ossia quasi 3,3 milioni di tonnel(cid:220) late in meno rispetto all’anno precedente. Le ridu(cid:220) zioni sono avvenute in quasi tutti i settori di con(cid:220) sumo, in particolare le consegne alle centrali pubbli(cid:220) che che sono scese a 172,9 milioni di tonnellate, os(cid:220) sia un calo di 2,9 milioni di tonnellate ((cid:134)(cid:216)1,7(cid:216)%), le consegne alle cokerie ((cid:134)(cid:216)0,9 milioni di tonnellate, ossia (cid:134)(cid:216)1,7(cid:216)%) e industrie ((cid:134)(cid:216)0,8 milioni di tonnellate, ossia (cid:134)(cid:216)3,9(cid:216)%), anche se le consegne per impieghi di autoproduzione potreb(cid:220) bero aumentare di quasi 0,4 milioni di tonnellate (+(cid:216)6,8(cid:216)%). Vi (cid:127) stato anche un aumento delle con(cid:220) segne all’industria siderurgica (+(cid:216)1,2 milioni di ton(cid:220) nellate, ossia +(cid:216)14,7(cid:216)%). Per Stato membro, le dimi(cid:220) importanti sono previste nel Regno nuzioni piß Unito ((cid:134)(cid:216)3,0 milioni di tonnellate), in Germania ((cid:134)(cid:216)2,2 milioni di tonnellate) e in Francia ((cid:134)(cid:216)1,7 mi(cid:220) lioni di tonnellate), mentre dovrebbero verificarsi leggeri aumenti in Spagna, Finlandia e Italia, rispet(cid:220) tivamente +(cid:216)1,4 milioni di tonnellate, +(cid:216)0,8 milioni di tonnellate, +(cid:216)0,6 milioni di tonnellate. Le scorte di carbon fossile dovrebbero registrare un leggero aumento presso i produttori in Germania, Spagna e Regno Unito, mentre le scorte di carbone presso i produttori di elettricit{ potrebbero salire da circa 50,5 milioni di tonnellate a 53,3 milioni di ton(cid:220) nellate, soprattutto a seguito delle scorte piß ingenti detenute dai produttori britannici. Nel 1998, le consegne totali interne di carbon fossile dovrebbero scendere a 243,5 milioni di tonnellate, ossia un calo di 24,7 milioni di tonnellate che av(cid:220) verr{ soprattutto (21,1 milioni di tonnellate o circa l’86(cid:216)% del calo totale) nelle consegne alle centrali. Gli impieghi industriali e le consegne nel mercato in(cid:220) terno dovrebbero diminuire rispettivamene di cir(cid:220) ca(cid:217)0,9 e 0,8 milioni di tonnellate, anche se potranno esservi alcuni leggeri aumenti nelle consegne all’in(cid:220) dustria siderurgica (poco piß di 0,1 milioni di tonnel(cid:220) late). Per paese, le riduzioni principali sono previste nel Regno Unito ((cid:134)(cid:216)15,5 milioni di tonnellate), in Francia ((cid:134)(cid:216)4,3 milioni di tonnellate), Danimarca ((cid:134)(cid:216)3,0 milioni di tonnellate) e in misura minore in Portogallo ((cid:134)(cid:216)1,0 milioni di tonnellate) e Belgio ((cid:134)(cid:216)0,5 milioni di tonnellate). Il settore della generazione di elettricit{, come prin(cid:220) cipale consumatore di carbone determina in larga misura le tendenze delle consegne di carbon fossile. _ importante comunque notare che le proiezioni quantitative sull’impiego di carbone vanno conside(cid:220) rate con grande prudenza in quanto le analisi nazio(cid:220) nali alla base delle cifre tendono a trattare il carbone come (cid:133)combustibile residuo(cid:176), necessario per soddi(cid:220) sfare la domanda totale di energia prevista dopo la fornitura di determinati quantitativi di altri combu(cid:220) stibili o fonti energetiche. Di conseguenza, le varia(cid:220) zioni nella produzione idroelettrica o nelle presta(cid:220) zioni delle centrali nucleari, possono cambiare note(cid:220) volmente le proiezioni per il carbone. Fatta questa premessa, la crescente penetrazione del gas naturale a detrimento dei combustibili solidi, soprattutto nel Regno Unito, (cid:127) un fenomeno evidente. 6. (cid:217)Nel 1997 l’industria di generazione dell’elettricit{ potrebbe registrare un calo globale dell’1,5(cid:216)% ri(cid:220) spetto al 1996. Il probabile aumento dell’elettricit{ ricavata dal gas, dal nucleare e dagli impianti idro(cid:220) elettrici sar{ piß che compensato dalla diminuzione della generazione di elettricit{ da petrolio, carbone e lignite. Le consegne di carbon fossile alle centrali pubbliche potrebbero nel 1997 diminuire di 2,9 milioni di ton(cid:220) nellate rispetto al 1996; i cali maggiori sono previsti nel Regno Unito ((cid:134)(cid:216)2,8 milioni di tonnellate), in Germania ((cid:134)(cid:216)2,1 milioni di tonnellate) e in Francia ((cid:134)(cid:216)2,0 milioni di tonnellate). Queste diminuzioni compenseranno ampiamente i leggeri aumenti previ(cid:220) sti in Spagna (+(cid:216)1,4 milioni di tonnellate), Finlandia (+(cid:216)0,9 milioni di tonnellate), Italia (+(cid:216)0,6 milioni di tonnellate), Danimarca (+(cid:216)0,4 milioni di tonnellate) e Portogallo (+(cid:216)0,4 milioni di tonnellate). Le attuali previsioni 1998 indicano un possibile calo di circa 20 milioni di tonnellate, di cui oltre 14 mi(cid:220) lioni di tonnellate soltanto per il Regno Unito, a se(cid:220) guito della messa in servizio di nuovi impianti non alimentati a carbone e di circa 2,9 milioni di tonnel(cid:220) late, 2,1 milioni di tonnellate e 0,7 milioni di tonnel(cid:220) late rispettivamente in Danimarca, Francia e Porto(cid:220) gallo. Nella maggior parte degli altri Stati membri le consegne sono stabili o in leggera diminuzione. 7. (cid:217)Nel 1997 le consegne all’industria in generale po(cid:220) trebbero aumentare di 0,4 milioni di tonnellate (+(cid:216)1,4(cid:216)%) e passare a 29,5 milioni di tonnellate, a causa del notevole aumento delle consegne di carbon fossile all’industria siderurgica che ha piß che com(cid:220) pensato la diminuzione delle consegne ad altre indu(cid:220) strie. Le attuali previsioni per il 1998 indicano tutta(cid:220) via una riduzione globale a 28,5 milioni di tonnel(cid:220) late, ossia un calo di 1 milione di tonnellate mal(cid:220) grado il continuo aumento delle consegne all’indu(cid:220) stria siderurgica. 8. (cid:217)La produzione di acciaio grezzo per il 1997 do(cid:220) vrebbe raggiungere circa 158,0 milioni di tonnellate, ossia un aumento del 7,3(cid:216)% (+(cid:216)10,8 milioni di ton(cid:220) nellate) rispetto al 1996. Nel 1998 la produzione di acciaio grezzo potrebbe aumentare di altri 5 milioni di tonnellate e raggiungere 163 milioni di tonnellate. I dati definitivi per la produzione di coke nel 1997 sembrano essere 39,9 milioni di tonnellate, ossia 0,4 milioni di tonnellate ((cid:134)(cid:216)0,9(cid:216)%) in meno rispetto al 1996. Le importazioni da paesi terzi potrebbero tut(cid:220) tavia essere aumentate di 0,9 milioni di tonnellate e rappresentare 7,4 milioni di tonnellate. Le consegne alle acciaierie potrebbero rappresentare 42,3 milioni di tonnellate (+(cid:216)1,2(cid:216)%), mentre le altre consegne di coke nella Comunit{ dovrebbero rappresentare circa 5,6 milioni di tonnellate, ossia il 2,1(cid:216)% in piß ri(cid:220) spetto all’anno precedente. C 131/8 IT Gazzetta ufficiale delle Comunit{ europee 29. 4. 98 Nel 1998 si pu(cid:247) prevedere un declino della produ(cid:220) zione (calo di 0,5 milioni di tonnellate o (cid:134)(cid:216)1,3(cid:216)%) e delle consegne all’industria siderurgica (calo di 0,1 milioni di tonnellate o (cid:134)(cid:216)0,3(cid:216)%) e ad altri consuma(cid:220) tori comunitari ((cid:134)(cid:216)6,3(cid:216)%). 9. (cid:217)Nel 1997, le risorse comunitarie di lignite e torba (produzione e importazioni) dovrebbero rappresen(cid:220) tare circa 262 milioni di tonnellate, ossia 12,4 milioni in meno rispetto all’anno di tonnellate ((cid:134)(cid:216)4,5(cid:216)%) precedente. Il marcato declino della produzione di lignite in Germania sembra continuare, con un calo a 175,6 milioni di tonnellate ((cid:134)(cid:216)11,7 milioni di tonnel(cid:220) late) a causa della minore domanda delle centrali ((cid:134)(cid:216)6,6 milioni di tonnellate), degli impianti di bric(cid:220) chettazione ((cid:134)(cid:216)4,5 milioni di tonnellate) e di altri settori ((cid:134)(cid:216)0,7 milioni di tonnellate). La regione di produzione piß colpita (cid:127) Lausitz ((cid:134)(cid:216)8,7 milioni di lignite a tonnellate), mentre Helmstedt dovrebbe aumentare leggermente. la produzione di Nel 1998 le risorse di lignite e di torba dovrebbero nuovamente diminuire di 5,7 milioni di tonnellate ((cid:134)(cid:216)2,2(cid:216)%) a causa del previsto calo della domanda in Germania, in parte compensato dagli aumenti previ(cid:220) sti per la generazione di energia in Grecia (2,3 mi(cid:220) lioni di tonnellate, ossia +(cid:216)3,9(cid:216)%). 10. (cid:217)Nel 1997 le importazioni di carbon fossile da paesi terzi dovrebbero aumentare di 4,3 milioni di tonnel(cid:220) late (+(cid:216)3(cid:216)%) rispetto all’anno precedente. Le impor(cid:220) tazioni totali sono stimate a 145,5 milioni di tonnel(cid:220) late e gli aumenti maggiori sono previsti nel Regno Unito (+(cid:216)4,7 milioni di tonnellate), in Germania (+(cid:216)1,1 milioni di tonnellate) e Danimarca (+(cid:216)1,1 milioni di tonnellate). Essi saranno in parte compen(cid:220) sati da diminuzioni in Spagna ((cid:134)(cid:216)2,9 milioni di ton(cid:220) nellate) e Francia ((cid:134)(cid:216)0,9 milioni di tonnellate). A li(cid:220) vello dei fornitori, i cambiamenti nelle importazioni dovrebbero andare soprattutto a vantaggio della Co(cid:220) lombia (+(cid:216)5,1 milioni di tonnellate) e in misura mi(cid:220) nore dell’Australia (+(cid:216)1,3 milioni di tonnellate), mentre il Sudafrica potr{ registrare una riduzione di 0,7 milioni di tonnellate della produzione destinata alla Comunit{. Nel 1998 le importazioni di carbon fossile da paesi terzi potrebbero diminuire di 2,8 milioni di tonnel(cid:220) late ((cid:134)(cid:216)1,9(cid:216)%) rispetto al 1997 e raggiungere 142,7 milioni di tonnellate. Il notevole aumento delle im(cid:220) portazioni previsto in Spagna (+(cid:216)2,6 milioni di ton(cid:220) nellate) e in Germania (+(cid:216)1,8 milioni di tonnellate) (cid:127) piß che compensato dalle diminuzioni previste in quasi tutti gli altri Stati membri, soprattutto Dani(cid:220) marca ((cid:134)(cid:216)3 milioni di tonnellate), Regno Unito ((cid:134)(cid:216)1,5 milioni di tonnellate), Portogallo ((cid:134)(cid:216)1 milione di tonnellate) e Francia ((cid:134)(cid:216)0,5 milioni di tonnellate). A livello dei fornitori, i cambiamenti non dovrebbero essere significativi, ad eccezione delle importazioni provenienti dagli Stati Uniti e dal Sudafrica, rispetti(cid:220) vamente (cid:134)(cid:216)1,8 milioni di tonnellate e (cid:134)(cid:216)1,3 milioni di tonnellate. 11. (cid:217)I prezzi del carbone oggetto di scambi, dopo un buon livello nel 1996, sono diminuiti nel 1997. Al(cid:220) cuni acquirenti prevedono un’ulteriore riduzione, ma le opinioni non sono concordi. Dopo i tassi molto bassi dello scorso autunno, le tariffe di trasporto delle merci sono state piß elevate nella prima parte del 1997 e dopo l’abituale flessione estiva, sono risa(cid:220) lite in autunno. Soprattutto sul mercato Panamax sono state comunque possibili alcune transazioni a prezzi ridotti. I combustibili concorrenti hanno in generale mante(cid:220) nuto i loro livelli di prezzo. Il prezzo del petrolio greggio si (cid:127) mantenuto ai livelli elevati degli ultimi il prezzo dell’olio combustibile pesante anni e (Heavy Fuel Oil(cid:220)HFO) ha in gran parte rispecchiato questa situazione. Il coke di torba ha mostrato que(cid:220) st’anno una certa competitivit{ sul mercato europeo, con prezzi inferiori rispetto al 1996, anno in cui l’of(cid:220) ferta sul mercato statunitense (cid:127) stata insufficiente. Circa i prezzi del carbone di importazione, il prezzo del carbone da coke nel terzo trimestre del 1997 (cid:127) stato di 57,54 dollari USA per tonnellata equivalente carbone (tec) rispetto a 57,44 dollari USA per tec dello stesso trimestre nell’anno precedente. Il prezzo medio ponderato del carbone per caldaie consumato nelle centrali (contratti superiori e infe(cid:220) riori ad un anno e tutte le origini) importato nella Comunit{ nel primo trimestre 1997 (ultimi dati ag(cid:220) giornati al momento della stesura del presente docu(cid:220) mento) (cid:127) stato di 47,69 dollari USA per tec rispetto a 50,31 dollari USA per tec nello stesso periodo del(cid:220) l’anno precedente. Prezzo medio CIF per carbone importato da paesi terzi (USD/tec) Periodo Carbone da coke(cid:216)(*) Carbone per caldaie(cid:216)(**) 1/1995 2/1995 3/1995 4/1995 1/1996 2/1996 3/1996 4/1996 1/1997 2/1997 3/1997 54,84 57,83 58,73 58,23 57,24 57,34 57,44 57,34 57,28 57,14 57,54 47,97 51,04 50,91 51,84 50,31 48,27 47,77 48,22 47,69 (*) Con riferimento alla qualit{ standard di carbone: ceneri 7,5(cid:216)%, umidit{ 8,0(cid:216)%, zolfo 0,8(cid:216)% e materie volatili 26(cid:216)%. (**)(cid:217)Per la generazione di elettricit{. 12. (cid:217)Malgrado l’espansione del PIL nella Comunit{ du(cid:220) rante il 1997, (cid:127) probabile una leggera riduzione della domanda totale di energia che riguarder{ soprattutto i combustibili solidi. Le prime previsioni per i com(cid:220) bustibili solidi nel 1998 indicano una continuazione della tendenza verso il basso registrata dal 1991


title: Regulamento (CE) nº 915/98 da Comissão de 29 de Abril de 1998 que fixa a restituição à produção para o azeite utilizado no fabrico de determinadas conservas

eurovoc_concepts:
olive oil
preserved product
production refund

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text: 30. 4. 98 PT Jornal Oficial das Comunidades Europeias L 128/43 REGULAMENTO (CE) Nº 915/98 DA COMISS(cid:212)O de 29 de Abril de 1998 que fixa a restitui(cid:135)(cid:209)o (cid:133) produ(cid:135)(cid:209)o para o azeite utilizado no fabrico de determi- nadas conservas A COMISS(cid:212)O DAS COMUNIDADES EUROPEIAS, Tendo em conta o Tratado que institui a Comunidade Europeia, Tendo em conta o Regulamento nº 136/66/CEE do Conselho, de 22 de Setembro de 1966, que estabelece uma organiza(cid:135)(cid:209)o comum de mercado no sector das mat(cid:130)- rias gordas (1), com a (cid:156)ltima redac(cid:135)(cid:209)o que lhe foi dada pelo Regulamento (CE) nº 1581/96 (2), e, nomeadamente, o seu artigo 20ºA, Considerando que o artigo 20ºA do Regulamento nº 136/ /66/CEE prev(cid:136) a concess(cid:209)o de uma restitui(cid:135)(cid:209)o para o azeite utilizado no fabrico de determinadas conservas; que, nos termos do nº 6 do mesmo artigo, e sem preju(cid:146)zo do seu nº 3, o montante dessa restitui(cid:135)(cid:209)o (cid:130) fixado de dois em dois meses pela Comiss(cid:209)o; Considerando que, em conformidade com o nº 2 do artigo 20ºA do regulamento supracitado, o montante da restitui(cid:135)(cid:209)o (cid:130) fixado com base no desvio existente entre os tendo em pre(cid:135)os praticados no mercado comunit(cid:145)rio, conta o encargo na importa(cid:135)(cid:209)o aplic(cid:145)vel ao azeite da subposi(cid:135)(cid:209)o NC 1509 90 00 durante um per(cid:146)odo de refe- r(cid:136)ncia e os elementos aprovados na fixa(cid:135)(cid:209)o das restitui- (cid:135)(cid:210)es (cid:133) exporta(cid:135)(cid:209)o v(cid:145)lidos para esse azeite durante um per(cid:146)odo de refer(cid:136)ncia; que (cid:130) adequado considerar como per(cid:146)odo de refer(cid:136)ncia o per(cid:146)odo de dois meses anterior ao in(cid:146)cio do prazo de validade da restitui(cid:135)(cid:209)o (cid:133) produ(cid:135)(cid:209)o; que o montante atr(cid:145)s referido ser(cid:145) majorado de um montante igual (cid:133) ajuda ao consumo v(cid:145)lida no dia da execu(cid:135)(cid:209)o da restitui(cid:135)(cid:209)o; Considerando que a aplica(cid:135)(cid:209)o dos crit(cid:130)rios supracitados conduz (cid:133) fixa(cid:135)(cid:209)o da restitui(cid:135)(cid:209)o de modo a seguir indicado, ADOPTOU O PRESENTE REGULAMENTO: Artigo 1º Para os meses de Maio e Junho de 1998, o montante da restitui(cid:135)(cid:209)o (cid:133) produ(cid:135)(cid:209)o referida no nº 2 do artigo 20ºA do Regulamento nº 136/66/CEE (cid:130) igual a 60,07 ecus por 100 quilogramas. Artigo 2º O presente regulamento entra em vigor em 1 de Maio de 1998. O presente regulamento (cid:130) obrigat(cid:155)rio em todos os seus elementos e directamente aplic(cid:145)vel em todos os Estados-membros. Feito em Bruxelas, em 29 de Abril de 1998. Pela Comiss(cid:209)o Hans VAN DEN BROEK Membro da Comiss(cid:209)o (1) JO 172 de 30. 9. 1966, p. 3025/66. (2) JO L 206 de 16. 8. 1996, p. 11


title: Proposal for a Council Directive on manning conditions for regular passenger and ferry services operating between Member States

eurovoc_concepts:
carriage of passengers
common transport policy
ferryboat
freedom to provide services
maritime transport

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text: COMMISSION OF THE EUROPEAN COMMUNITIES -ft '" # -Cr it •Ù rV "W' Brussels, 29. 04. 1998 COM(1998) 251 final 98/0158 (SYN) 98/0159 (SYN) COMMUNICATION on a common policy on manning of regular passenger and ferry services operating in and between Member States Proposal for a COUNCIL REGULATION (EC) amending Council Regulation (EEC) No 3577/92 applying the principle of freedom to provide services to maritime transport within Member States (maritime cabotage) Proposal for a COUNCIL DIRECTIVE on manning conditions for regular passenger and ferry services operating between Member States (presented by the Commission) COMMUNICATION on a common policy on manning of regular passenger and ferry services operating in and between Member States 1. 1. INTRODUCTION 1. The objectives of the common maritime policy cover a variety of issues which are interrelated. These are: to ensure the consumers of shipping services a wide choice of competitive services, to enhance the quality and safety of shipping, to foster the economic development of Community shipping and of the related cluster of maritime industries, to promote the employment of well-trained Community seafarers and, more generally, to foster the further development of maritime know-how in the Community. Reference should also be made to Article 2 of the Treaty, which explicitly mentions the promotion of a high level of employment and of social protection as being a task of the Community. On several of these points good progress has been made. For example, the continuous striving for freedom of access to shipping markets across the world and ongoing efforts to raise quality standards in the appropriate international fora, has ensured the availability of a wide range of highly competitive shipping services. However, the situation is less satisfactory as regards the employment of Community seafarers. Over the last decades the employment trend has gone down continuously, as a result of flagging out, replacement of Community crew by cheaper labour-saving rationalization measures. third countries, and technical labour from 2. In December 1996 under the auspices of the Commission an international conference was organized in Dublin to discuss the theme: "The European seafarer, an endangered species?". As the conference showed, there is indeed reason for serious concern. Not only has the number of Community seafarers sharply decreased, but the average age of Community seafarers is now well over 40 and the inflow of young cadets is not sufficient to replace those leaving the trade. To illustrate the point: between 1985 and 1995 the number of Community nationals employed on Community flagged vessels went down from 206 000 to 129 000 (-37%), while the number of non-Community nationals went up from 29 000 to 33 000 (+14%)1. It was further found that 51% of the employment loss was caused by flagging out. Until now the cargo-ships sector has been the sector mainly affected by the abovementioned trend. However, the trend could spread to the passenger-ferry sector if no countermeasures were taken (see further points 4, 16, 17 and 18). Source: TECNECON, August 1996, "Study on maritime professions in the European Union". 2 3. The Commission's Maritime Strategy Paper of 19962 identified the need to put greater emphasis on the promotion of the employment of Community seafarers in connection with the improvement of the competitiveness of Community flags. The comments received on the paper were generally positive and subsequently the Commission undertook to revise the State aid guidelines for maritime shipping3 as a first concrete measure underpinning this policy. The creation of a level playing field was seen as the best way to stop flagging out. This means that Member States should be allowed to offer shipowners under their flag fiscal and labour conditions which are (as far as possible) comparable to those that can be obtained elsewhere. Now, nine months after the publication of the revised guidelines, a process of convergence in •Member States ' policies can be observed. Most Member States have introduced or proposed measures going in this direction and the first positive effects on the competitive position of Community registers and Community seafarers have been reported, in particular as regards ocean-going shipping. 4. As a mxi step il\Q "home market" of the Community seafarers and more in the market of regular passenger sen/ices within and between particular Member States, requires special attention. The abovementioned study on maritime professions in the Community, of August 1996. indicated that almost 50% of all Member States' seafaring personnel (cabin crew and catering staff included) is employed on such passenger vessels. Regular passenger services are an important source of employment both in Southen: and Northern Europe. In both cases the market is served by operators established in the Community. However, there are differences in market structure. In Southern Europe, the centre of gravity lies within island passenger cabotage services (cabotage means carriage of passengers or goods by sea between two porte situated within one and the same Member State). Regular passenger services between Member States are restricted to a few lines of which Greece-Italy and Corsica-Italy are the most important. In Northern Europe, domestic passenger services are important in Denmark and the UK in particular, but the bulk of regular passenger transport is in traffic between Member States. 5. The market for regular passenger services within and between Member States is in a number of respects different from other sectors cf the maritime transport market (see points 9, 10 and 20 hereinafter). This market is served by operators established flags and in Member States using mainly ships under Member States' predominantly crewed by Member States1 nationals. However, there are some developments which cause concern amongst seafarers as regards their future liberalization of island cabotage by employment situation. The forthcoming 1 January 1999 is perceived as a threat by many seafarers in Southern Europe. In other market segments, ferry operators observe or anticipate a reduction in their revenues due to certain external developments putting increased pressure on them to reduce operating costs. Partial replacement of the existing work force by cheaper labour from third countries is an option in this context. 2 COM(96) 81 final "Towards a new maritime strategy", 13. 3. 1996. 3 OJC205, 5. 7. 1997, p. 5. The main purpose of this communication is to examine the labour situation in the entire market for regular passenger services between Member States' ports and to propose a way forward by means of the two legislative proposals attached hereto bearing in mind that these proposals should be in line with the international obligations of the Community. 2. 6. CABOTAGE Council Regulation (EEC) No 3577/92 of 7 December 19924 provides that the principle of freedom to provide services in maritime cabotage shall apply to Community shipowners (as defined in Article 2(2) thereof) who have their ships registered in, and flying the flag of a Member State, provided that these ships comply with all conditions for carrying out cabotage in that Member State. The Regulation provides for a step-by-step liberalization of different segments of the cabotage market. Island cabotage in Southern Europe - as defined in Article 6(2) - shall be liberalized as from 1 January 1999. On manning of vessels carrying out island cabotage, the Regulation in essence provides for the following: Article 3(2): all matters relating to manning shall be the responsibility of the host State; Article 3(3): however, for cargo vessels over 650 gt carrying out island cabotage consecutive to an international journey, all matters relating to manning shall be the responsibility of the flag State (as from 1 January 1999); Article 3(4): the Commission shall submit a report to the Council on the economic and social impact of the liberalization of island cabotage (by 1 January 1997) and shall submit a proposal to the Council which may include adjustments to the manning nationality provisions laid down in paragraphs 2 and 3 so that the definitive system shall be approved by the Council in due time and before 1 January 1999. The aforementioned report was submitted to the Council5 on 17 June 1997. The proposal referred to in Article 3(4) is attached to this Communication. 7. Following the presentation of the aforementioned report, certain Member States have suggested that the provisions of Article 3(2) and (3) as mentioned above, should remain unchanged for an indefinite period. The Commission cannot share this view for the reasons set out below. In analysing the situation a distinction is made between island-cargo trades (see point 8) and island-passenger services (points 9 to 11). 4 OJL 364, 12. 12. 1992, p. 7. 5 COM(97) 296. Report implementation of Council Regulation (EEC) No 3577/92 applying the principle of freedom to provide services to maritime cabotage (1995-1996) and on the economic and social impact of the liberalization of island cabotage. the Council on the Commission from the to 4 As regards cargo cabotage a certain simplification of the present rules is called for. It should be recalled that Article 3(1) of Regulation (EEC) No 3577/92 provides that all matters relating to manning for vessels carrying out mainland cabotage shall be the responsibility of the State in which the vessel is registered (flag State), except for ships smaller than 650 gt6 where host State conditions may be applied. According to Article 3(3), flag-State conditions also apply to cargo vessels in consecutive7 island-cargo cabotage as from over 650 gt when engaged 1 January 1999. Hence, the only remaining question is: should island-cargo cabotage voyages with vessels over 650 gt, which do not follow or precede an international journey (and which are presently subject to host-State conditions), continue to be exempted from the normal flag-State rule? The Commission believes that there is no economic justification for a lasting exemption from the flag-State rules, for the reasons set out in its report of 17 June 1997 referred to above. Cargo cabotage sendees are often earned out by vessels which participate for alternating periods in international and domestic trades. The manning conditions for this type of cabotage should therefore not deviate from the accepted practice in international trades, which is that the flag State issues the safe manning certificate (in accordance with the provisions international conventions) and determines all other matters of the relevant relating to manning. Any other approach would have for effect the composition and/or the labour conditions of the crew of a vessel operating under a Member States flag would have to be changed in order to obtain access to island-cargo cabotage. This is considered an unacceptable and unnecessary hindrance to the implementation of the principle of freedom to provide services. It is therefore proposed to remove this obstacle by applying the flag-State rule as already agreed for consecutive island-cargo and mainland cabotage, to all cargo cabotage (with vessels over 650 gt). that The market for regular passenger services in island cabotage is in a number of respects very different from the cargo-cabotage market. First of ail, there is no economic relationship with the international market in a way that is comparable to the cargo market. It is common that passenger ferries designed to serve a particular island route remain on the same route for many years at a time and not uncommonly for their entire service lifetime. The crews serving on these ships locally effectively recruited. in the area concerned and are often reside accordance with All Member States Community law) that 100% of the crew on such services must consist of Community nationals. In addition, Member States may require, in accordance with Council Directive 94/58/EC8 that a certain percentage of the crew members and in particular those nominated on muster lists to assist passengers in emergency situations, must have communication skills that are sufficient for that purpose and which may consist, inter alia, in speaking the language or languages appropriate to the principal nationalities of passengers carried on a particular route. The fact that a in Southern Europe require (in Operations with vessels below 650 gt are considered to be of local importance only and may therefore continue to be subject to host State manning rules as provided for in Regulation (EEC) No 3577/92 That means, when the voyage concerned follows or precedes a voyage to or from another State. OJL319, 12. 12. 1994, p. 28. 5 substantial pari of the crew must be able to speak the local language(s) adds to the argument that regular passenger services differ from cargo shipping. 10. Secondly, regular passenger services are in general far more labour intensive than cargo services. Therefore, passenger services are an important source of employment for local seafarers. In the Commission's report COM(97) 296 of 17 June 1997, it was stated that 70% of all employment in island cabotage is related to passenger services. The labour intensive character of the trade also implies that competition conditions between operators using vessels under flags of different Member States would be more strongly influenced by differences in manning rules. In particular, it would be perceived as unfair if local passenger ferry operators that 100% of the crew must consist of being subject Community nationals, would have to compete with operators from other Member States making use of cheap third-country labour as allowed by the manning rules of their flag State. to the requirement 11. In view of the particular characteristics of the market for regular passenger services in island cabotage, the Commission is of the opinion that certain measures are needed to ensure a level playing field for operators from different Member States using vessels under different flags. In particular, it is proposed to allow host Member States to require that all personnel employed on the aforementioned passenger vessels operating within their territory shall consist of Community nationals, provided (of course) that this rule equally applies to vessels operating under their own national flag. The proposed approach is based on the principle that third-country seafarers employed in regular passenger services should receive equal treatment with Community residents. The application of this principle should also have a positive effect on maritime safety, considering the paramount importance of the human element in safety matters. Particular considerations Council Regulation on cabotage in respect of the attached proposal for a 12. The application of a 100% Community nationality requirement (see Article 1(2)), as is common practice in all Southern Member States, will offer conditions under which the principle of freedom to provide services can be fully implemented in the relevant market. In addition, it is recalled that the provisions of Directive 94/58/EC allow host Member States to require that a sufficient number of the crew shall be able to speak the local language(s). Any further divergence from the usual flag-State manning principle would constitute an undue hindrance to the implementation of the principle of freedom to provide services. Therefore, other matters relating to manning such as the responsibility for issuing the safe manning certificate on the required crew composition in function of the technical characteristics of the ship and in accordance with the relevant international conventions, shall remain the competence of the flag State. 13. The terms and conditions of employment (e. g. rates of pay, overtime rates, working time, annual holidays, etc. ) of Community seafarers working on board ships under Member States flags are normally laid down by collective bargaining agreements and/or legal provisions of the flag State. It could be construed to be contrary to the 6 principle of freedom to provide services to require that the terms and conditions of employment of the crew would have to be changed and brought in line with the corresponding provisions applying in the host State if a vessel under a Member States' flag were used for a certain period for the provision of regular passenger-cabotage services in another Member State (host State). However, in order to avoid any risk of social dumping the proposed revised text of Article 3(3) (see attached proposal for a Council Regulation) of Regulation (EEC) No 3577/92 provides that, where host States allow third-country nationals to be employed on vessels providing regular passenger sendees, the host State shall require that such seafarers shall be treated for the purpose of terms and conditions of employment as residents of the Member State in which the vessel is registered. In this context, it is recalled that Article 1 of Regulation (EEC) No 3577/92 guarantees freedom to provide services to Community shipowners who have their ships registered in, and fly the flag of a Member State. 14. The main differences between cargo and passenger services, which justify a special treatment for the latter are, as set out before, (a) the fact that there is hardly any relationship with the international market in domestic regular passenger services and (b) that passenger services are more labour intensive and therefore the competition conditions are more strongly influenced by differences in labour conditions. To a very large extent these characteristics also apply to the so-called scheduled cabotage cruise services (i. e. cruise vessels which operate for the whole season according to a fixed pattern between ports of one and the same Member State). The attached cabotage proposal therefore includes these services in the same category as regular passenger and ferry services. 3. REGULAR MEMBER STATES PASSENGER AND FERRY SERVICES BETWEEN 15. Unlike cabotage, there is no flag requirement for the provision of maritime transport services between Member States. Council Regulation (EEC) No 4055/869 of 22 December 1986 provides that all Community established carriers10 may provide such services irrespective of whether they operate under Community or third-country flags. As regards the particular market for regular passenger services between Member States, the situation is, however, that these services are mainly carried out by ships under Member States' flags and are predominantly crewed by residents of those States. As stated before, these services are a major source of employment for Community seafarers. 16. Over recent years, a few cases have occurred where operators began regular passenger-ferry services using third-country labour in direct competition with Community-crewed ferries. These attempts resulted in strong trade union action. Similar situations could, however, arise again in the future. 9 OJ L 368, 31. 12. 1986, p. 1. 10 Including nationals/shipping companies established outside the Community controlled by nationals of a Member State, if their vessels are registered in that Member State in accordance with its legislation, 7 17. Other cases have been reported of Community carriers who have partly replaced Community crew by third-country nationals over the last years. According to the information at the disposal of the Commission, some 600 to 700 third-country nationals (± 3% of the relevant work force) are presently employed as crew members on regular passenger ferry services operating between Member States. The vessels concerned are operating under flags of four different Member States. The terms and conditions of employment of these crew members are diverse. For example, it appears that one of these four Member States requires that third-country nationals employed on its intra-Community ferries shall be offered the same labour conditions as its own nationals. For the other three Member States, it has been confirmed that third-country crew are employed on conditions less favourable than those applicable to their own nationals. There is currently no Community rule in force which could bring about a certain degree of harmonization in cases such as those described above. 18. As stated before, the competition conditions in the labour-intensive market for regular maritime-passenger services is strongly influenced by the crews' labour conditions. There are external factors (e. g. abolition of duty free, completion of certain fixed links) which give reason to believe that the pressure on operators in this market to reduce costs may increase in the years to come. If certain operators can reduce their costs by replacing Community crew by third-country crew employed at less favourable conditions, their competitors will probably have to follow. There is a danger of a negative spiral of erosion of working conditions for all crew, resulting in considerable loss of employment for Community seafarers. Such an evolution would be contrary to the objectives of the common maritime policy. In this light, the Commission considers that certain rules should be introduced to ensure the proper functioning of the internal market and to avoid disruption through social dumping. 19. The proposal for a Council Directive attached to this Communication addresses the labour conditions of third-country nationals employed on ships used for the provision of regular passenger and ferry services between Member States and establishes the principle that such workers should benefit from terms and conditions of employment which are comparable to those applicable to Community citizens working in that trade by defining a certain minimum level. An important consideration is that seafaring personnel employed on board ships providing regular passenger services between two ports in the Community are effectively residing in the Community, since they stay within the boundaries of the single market for their entire contract period. In most cases seafaring personnel on such passenger ferries sleep on board during the weeks that they are on duty only; during off-duty periods they reside on shore in one of the host Member States. It is therefore not surprising that at present at least one of the Member States applies the rule than non-Community nationals shall be treated as a resident of the State when being employed on its intra-Community ferries. It is common practice that Member States' rules on liability to income tax, social contributions, minimum rates of pay, minimum paid holidays, etc. are applicable to all residents of the State. The rule proposed in Article 2 of the attached proposal for a Council Directive is closely aligned to this principle. is also made this context, reference to Directive 96/71/EC11 of the In European Parliament and of the Council of 16 December 1996 concerning the posting of workers in the framework of the provision of services. The checking of the compatibility of the proposal with the international obligations of the Community or its Member States and in particular with the UN Convention on the Law of the Sea, with OECD and WTO, has been carried out with special attention. The establishment of a level of labour conditions based on European standards for all crew members should also have a positive effect on maritime safety as mentioned in point 11. 20. The question can be asked whether the proposal the scope of for a Council Directive should be extended to also cover other maritime services, such as regular cargo services between Community ports and cruises. The answer to this question must be negative since the situation is not comparable. Cargo services are not particularly labour intensive and cargo services between Community ports (e. g. container feeder services) are much more interlinked with the global maritime services network than regular passenger-ferry services. The latter point is also applicable to international cruises. Vessels used for international cruise sendees normally move with seasons to different parts of the world. Crews of such vessels cannot be considered as effectively residing in the Community. 21. Particular considerations in respect of the attached proposal for a Council Directive Explanatory comments by Article: Article 1 the shipowners Paragraph 2 covers established outside the State who nevertheless have their vessels registered in the State and fly its flag. The proposed wording is similar to the one used in Council Regulation (EEC) No 4055/86 (see Article 1(2) thereof). so-called Greek particularity, i. e. Paragraph 3 specifies that the labour conditions of Member States' seafarers shall not be affected. Article 2 Third-country nationals employed on board ships under Member States' flags shall be treated in a similar way as residents of Member States employed on board these ships (flag-State conditions). In the case of ferries under third-country flags, the labour conditions of such crew members shall be in line with those applicable to residents of Member States in the Member State with which the service is most closely connected (host State)12. The way the operator of a regular passenger service between two Member States has set up his business shall normally settle the question of to which of these host States his business is most closely linked. H OJL 18, 21. 1. 1997, p. 1. 12 See Rome Convention of 1980, OJ C 27, 26. 1. 1998. Important factors to be taken into account are: the place from which the operation is effectively managed and the place where non-Community crew members stay during off-duty periods. Article 3 Paragraph 1 allows for a derogation from the principle established in Article 2 for third-country workers who stay for an insignificant short period in the Community. Paragraph 2 allows for flexibility in case for example of a ferry with crew that has to be chartered in to compensate for an acute shortage of capacity due to unforeseen circumstances. Such a situation may for instance occur where a ferry has been involved in a serious accident. The Member States concerned shall ensure a normalization of the situation within a reasonable period. Article 4 Active cooperation between the competent authorities of the Member States and with the Commission will be required to ensure a proper application of the provisions of this Directive. 22. Justification for a Council Directive 14(a) What are the objectives of the envisaged action proposal in relation to the obligations of the Community and what is the Community dimension of the problem (for instance how many Member States are involved and which is the solution so far)? The objectives of the Community are to ensure fair competition conditions/level playing field for all providers of regular passenger-ferry services between Member States and to protect the employment of Community seafarers by guaranteeing that the terms and conditions of employment of all seafaring personnel in this trade will be in line with the level of the standards generally applicable in the Community. The proposal is based on Article 84(2) of the Treaty. The great majority of Member States (13 out of 15) have maritime ports and are connected with other Member States by means of regular passenger-ferry services. Member States' rules on the working conditions of third-country nationals employed on ferries operating between Member States are diverse. A common solution applicable to all operators on the relevant market can only be brought about by Community action. 15(b) Is the envisaged action solely the responsibility of the Community or a responsibility shared with the Member States? The envisaged action does not the Community. relate to an exclusive competence of 10 16(c) What is the most efficient solution taking into account the resources of the Community and of the Member States ? In view of the internal market dimension of maritime passenger transport, the most efficient solution is to enact common requirements at Community level for the treatment of third-country crews on board vessels carrying oat regular passenger and ferry services between Member States. 17(d) What is the concrete added value of the action envisaged by the Commission and what would be the cost of inaction? Inaction would allow ferry operators providing regular passenger services between Member States to replace Community seafarers by cheap third-country labour. This would result in a distortion of competition conditions between operators in the relevant market. It would also lead to a constant erosion of labour conditions of the seafarers in general and considerable loss of employment for Community seafarers in the long run. To counteract and prevent this negative evolution is the added value of the proposed common action. 18(e) What forms of action are available to the Community? (recommendation, financial assistance, regulation, mutual recognition) Legislative action is the only form of action available to the Community which can bring about the envisaged effect. 19(f) Is uniform legislation necessary or does a Directive setting the general objectives and leaving the execution to the Member States suffice? In accordance with the proportionality principle, a Directive will be sufficient as it will establish common requirements for all operators on the relevant market while leaving the choice of practical and technical procedures for their implementation to each Member State. 11 98/0158 (SYN) Proposal for a COUNCIL REGULATION (EC) amending Council Regulation (EEC) No 3577/92 applying the principle of freedom to provide services to maritime transport within Member States (maritime cabotage) THE COUNCIL OF THE EUROPEAN UNION, Having regard to the Treaty establishing the European Community and in particular Article 84(2) thereof, Having regard to the proposal from the Commission13, Having regard to the opinion of the Economic and Social Committee14, Acting in accordance with the procedure laid down in Article 189c of the Treaty in cooperation with the European Parliament15, Whereas Council Regulation (EEC) No 3 577/9216 lays down the principle that the implementation of the freedom to provide services is not necessarily to be applied in a uniform way for all services concerned, regard being had to the nature of certain specific services; Whereas Article 3 of that Regulation, therefore, establishes different manning rules for mainland and island cabotage and imposes the obligation on the Commission to submit a proposal to the Council, on the basis of a report on the economic and social impact of the liberalization of island cabotage, which may include adjustments to the manning nationality provisions laid down in that Article, so that the definitive system may be approved by the Council before 1 January 1999; Whereas the abovementioned report was submitted by the Commission to the Council on 17 June 1997; whereas it follows from the research carried out that the present rule which provides, in respect of island cabotage, that ail matters related to manning are to be the responsibility of the host State, constitutes an unnecessary hindrance to the proper functioning of the single market; Whereas the cargo-cabotage sector is closely interlinked with the international market for maritime shipping; whereas no compelling economic arguments have been found to justify a permanent departure from the usual flag-State conditions, except in the case of services of merely local importance; 13 14 15 16 OJL 364, 12. 12. 1992, p. 7. 12 Whereas the promotion of employment within the Community is one of the objectives of the Treaty; Whereas the particular characteristics of the sector for regular passenger and ferry sendees would justify certain special provisions to counteract any possible disruption of competitive conditions through the use of third-country crews paid at the wage-level of their country of origin; whereas the same arguments are applicable to the sector of scheduled cabotage-cruise services; Whereas it is appropriate to require that third-country nationals employed within the abovementioned sectors shall riot be treated less favourably than Community residents; Whereas Regulation (EC) No 3577/92 should therefore be amended accordingly, HAS ADOPTED THIS REGULATION: Article 1 Article 3 of Regulation (EEC) No 3577/92 is hereby replaced by the following: "Article 3 1. 2. For vessels carrying out cabotage services other than those referred to in paragraph 2, all matters relating to manning shall be the responsibility of the State in which the vessel is registered (flag State), except for ships smaller than 650 gt, where the conditions in force in the State in which the vessel is performing its services (host State) may be applied. For vessels carrying out regular passenger and ferry services, including mixed passenger/cargo services and scheduled cruise services, the rules concerning the required proportion of Community nationals in the crew (namely all staff employed on board) as in force in the host State shall apply. All other matters relating to manning shall be the responsibility of the flag State. 3. Where host States allow third-country nationals to be employed on board ships carrying out cabotage services as referred to in paragraph 2, they shall require that those crew members shall be treated in the terms and conditions of their employment as residents of the Member State being the flag State. The host State shall apply its own terms and conditions of employment to third-country seafarers on board its national vessels carrying out such services. 4. Member States' measures implementing the provisions of this Article shall be notified to the Commission in accordance with Article 9. " 13 Article 2 This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Communities. This Regulation shall be binding in its entirety and directly applicable in all Member States. Done at Brussels, For the Council The President 14 98/0159 (SYN) Proposal for a COUNCIL DIRECTIVE on manning conditions for regular passenger and ferry services operating between Member States THE COUNCIL OF THE EUROPEAN UNION, Having regard to the Treaty establishing the European Community, and in particular Article 84(2) thereof, Having regard to the proposal from the Commission17, Having regard to the opinion of the Economic and Social Committee18, Acting in accordance with the procedure laid down in Article 189c of the Treaty, in cooperation with the European Parliament19, Whereas Council Regulation (EEC) No 4055/86 of 22 December 1986 applying the principle of freedom to provide services to maritime transport between Member States and between Member States and third countries20, as amended by Regulation (EEC) No 3573/9021, has rendered all the Treaty rules governing the freedom to provide services applicable to the sphere of maritime transport between Member States; Whereas manning conditions for the provision of services in regular passenger and ferry sendees betv/een Member States are normally the responsibility of the State of registration of the vessel (the "flag State"); whereas the Rome Convention on the law for other arrangements; whereas applicable Community interests and the interests of Member States betv/een whose territories such sendees are provided also have to be taken into account; to contractual obligations22 allows Whereas the principle that shipping companies established outside the Community should not receive more favourable treatment than shipping companies established in the territory of a Member State should be upheld; Whereas the special characteristics of the market for regular passenger and ferry services between Member States call for measures to ensure the proper functioning of the single market by guaranteeing that the terms and conditions of employment of seafaring OJL 378, 31. 12. 1986, p. 1. 21 OJL 353, 17. 12. 1990,p. 16. 22 OJ L 266, 9. 10. 1980, p. 1; consolidated version: OJ C 27, 26. 1. 1998, p. 34. 15 personnel will be in line with the level of social standards generally applicable in the Community; Whereas, in accordance with the principles of subsidiarity and proportionality as set out in Article 3b of the Treaty, the objectives of the proposed measures, namely to lay down rules on the working conditions of third-country nationals employed on ferries operating between Member States, cannot be sufficiently achieved by the Member States and can therefore, by reason of scale and effects of the provisions required, be better achieved by the Commiriity; whereas this Directive confines itself to the minimum required in order to achieve those objectives and does not go beyond what is necessary for that purpose; Whereas it is appropriate to require that third-country nationals employed within the abovementioned sectors shall not be treated less favourably than Community residents; Whereas it is appropriate that Member States may provide for a derogation from the obligation to treat third-country seafarers as Community residents on regular passenger and ferry services between Member States for labour contracts of an extremely short duration or in the event of an acute shortage of ferry capacity due to unforeseen circumstances; Whereas competent bodies in different Member States should cooperate with each other in the application of this Directive; Whereas each Member State should determine the penalties to be impposed in the event of a breach of the provisions adopted for the implementation of this Directive, HAS ADOPTED THIS DIRECTIVE: Article 1 1. 2. 3. 4. This Directive shall apply to nationals of Member States and to shipping companies established in a Member State which provide regular passenger and ferry services, including mixed passenger/cargo services, between ports situated in different Member States. The provisions of this Directive shall also apply to nationals of a Member State established outside the Community and to shipping companies established outside the Community and controlled by nationals of a Member State, providing the services referred to in paragraph 1, if their vessels are registered, and fly its flag, in that Member State in accordance with its legislation; This Directive shall apply to the extent that the nationals and shipping companies referred to in paragraphs 1 and 2 employ third-country nationals on board the vessels used for the services referred to under paragraph 1. Shipping companies established outside the Community, other than those referred to in paragraph 2, shall not be given more favourable treatment than the nationals and shipping companies referred to in paragraphs 1 and 2. 16 Article 2 1. Member States shall ensure that, whatever the law applicable to the employment relationship, the nationals and shipping companies referred to in Article 1(1) and (2), operating regular passenger and ferry services between Member States shall guarantee third-country nationals employed on board ships used for such services, the terms and conditions of employment as laid down (a) by law, regulation or administrative provision, and/or (b) by collective agreements or arbitration awards which have been declared universally applicable in so far as they apply to the activities referred to in Article 1(1), which are applicable to the residents of the Member State of registration of the vessel. 2. If the vessel used is not registered in a Member State, the terms and conditions of employment referred to in paragraph 1 shall be those applicable to the residents of one of the Member States between whose ports the senice is provided and with which the service has the closest connection. The closest connection shall be determined on the basis of the place from which the service is effectively managed and of the place of residence of the seafarers concerned. 3. The terms and conditions of employment referred to in paragraph 1 shall cover the following matters: (a) maximum work periods and minimum rest periods; (b) minimum annual paid holiday; (c) the minimum rates of pay, including overtime rates; (d) health, safety and hygiene at work; (e) protective measures with regard to the terms and conditions of employment of pregnant women or women who have recently given birth, of children and of young people; (f) equality of treatment for men and women and other provisions on non-di scrimination; (g) measures for the repatriation of seafarers and the payment of outstanding insolvency of the event of the in salary and social contributions their employer. 4. 5. Paragraphs 1 and 2 shall not prevent the application of terms and conditions of employment which are more favourable to workers. Collective agreements or arbitration awards which have been declared universally applicable means those which are to be observed by all shipping companies concerned at national level. 17 In the absence of a system for declaring collective agreements or arbitration awards to be universally applicable, Member States shall base themselves on: (a) (b) collective agreements or arbitration awards which are generally applicable to all shipping companies as referred to in Article 1(1) and (2), and/or collective agreements which have been concluded by the most representative employers' and labour organizations in the relevant market at national level. The second subparagraph shall be subject to the condition that the application of those agreements or awards to the shipping companies referred to in Article 1(1) and (2) ensures equality of treatment on matters listed in paragraph 3 of this Article between all shipping companies concerned. Article 3 1. Member States may, after consulting employers and labour, and in accordance with the traditions and practices of each Member State, decide not to apply the provisions of points (b) and (c) of Article 2(3), when the length of the employment period of the third-country nationals concerned does not exceed one month within any 12-month period. 2. Member States may grant for a period of two months a derogation from points (b) and (c) of Article 2(3), to a provider of services as referred to under Article 1(1) for vessels chartered-in to compensate for an acute shortage of capacity on a ferry route which has arisen owing to unforeseen circumstances. For derogations exceeding two months, prior authorization by the Commission shall be required. 3. Member States shall inform the Commission without delay of derogations pursuant to paragraph 2 and of the circumstances on which they are based. Article 4 1. For the purpose of implementing this Directive, Member States shall, in accordance with national legislation and/or practice, designate one or more liaison offices or one or more competent national bodies. 2. Member States shall make provisions for cooperation between the public authorities which, under national legislation, are responsible for monitoring the terms and conditions of employment referred to in Article 2. Mutual administrative assistance shall be provided free of charge. 3. Each Member State shall notify the other Member States and the Commission of the liaison offices and/or competent bodies referred to in paragraph 1. 18 Article 5 Member States shall determine the penalties applicable to infringements of the national provisions implementing this Directive and shall take all measures necessary to ensure that those provisions are enforced. The penalties thus laid down shall be effective, proportionate and dissuasive. Member States shall notify the provisions to the Commission by the date mentioned in Article 6 and shall notify it of any subsequent amendments to them without delay. Article 6 Member States shall adopt the laws, regulations and administrative provisions necessary to comply with this Directive by 30 June 1999 at the latest. They shall forthwith inform the Commission thereof. They shall apply those provisions with effect from [1 January 2000]. When Member States adopt these provisions, these shall contain a reference to this Directive or shall be accompanied by such reference at the time of their official publication. The procedure for such reference shall be adopted by Member States. Article 7 This Directive shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Communities. This Directive is addressed to the Member States. Article 8 Done at Brussels, For the Council The President 19 ISSN 0254-1475 COM(98) 251 final DOCUMENTS EN 07 06 01 10 Catalogue number : CB-GO-98-287-EN-C ISBN 92-78-35506-2 Office for Official Publications of the European Communities L-2985 Luxembourg 20


title: WRITTEN QUESTION No. 1175/98 by Ulf HOLM to the Commission. Transport of animals

eurovoc_concepts:
air conditioning
animal welfare
length of journey
protection of animals
road transport
technical standard
transport of animals

text: C 31/20 Euroopan yhteis(cid:246)jen virallinen lehti FI 5. 2. 1999 Komission j(cid:228)senen Emma Boninon komission puolesta antama vastaus (4. kes(cid:228)kuuta 1998) Komissio pyyt(cid:228)(cid:228) kysymyksen esitt(cid:228)nytt(cid:228) parlamentin j(cid:228)sent(cid:228) perehtym(cid:228)(cid:228)n komission yli nelj(cid:228)n vuoden aikana antamiin vastauksiin niist(cid:228) syist(cid:228), jotka ovat est(cid:228)neet komission vuonna 1994 (1) tekem(cid:228)n ehdotuksen etenemi- sen. Komissio on tehnyt selkoa t(cid:228)m(cid:228)n asiakirjan k(cid:228)sittelyn viimeaikaisesta etenemisest(cid:228) neuvostossa vastauk- sessaan Souchet(cid:146)n (2) esitt(cid:228)miin kysymyksiin E-503/98, E-505/98, E-507/98, E-509/98 ja E-511/98. Liit(cid:228)nn(cid:228)istoimenpiteiden osalta komissio tutkii parhaillaan tiiviiss(cid:228) yhteisty(cid:246)ss(cid:228) asianomaisten viranomaisten kanssa, miten voitaisiin helpottaa tarvittavaa siirtymist(cid:228) entist(cid:228) varmempiin ja taloudellisesti edullisempiin tekniikoihin v(cid:228)ltt(cid:228)m(cid:228)ll(cid:228) kalastustoiminnan ulottamista jo nyt liiallisesti hy(cid:246)dynnettyihin kalavaroihin. T(cid:228)m(cid:228)n vuoksi Atlantilla on ensisijaisen t(cid:228)rke(cid:228)(cid:228) siirty(cid:228) muihin kalastusmenetelmiin valkotonnikalan pyynniss(cid:228). Komissio pyrkii kuitenkin edelleen kaikin k(cid:228)ytett(cid:228)viss(cid:228) olevin keinoin edist(cid:228)m(cid:228)(cid:228)n nopean ja oikeudenmukaisen p(cid:228)(cid:228)t(cid:246)ksen syntymist(cid:228). (1) KOM(94) 131 lopullinen. (2) EYVL C 386, 11. 12. 1998. (1999/C 31/023) KIRJALLINEN KYSYMYS E-1175/98 esitt(cid:228)j(cid:228)(t): Ulf Holm (V) komissiolle (29. huhtikuuta 1998) Aihe: El(cid:228)inkuljetukset Joulukuussa 1997 pidetyss(cid:228) EU:n maatalousministerien kokouksessa p(cid:228)(cid:228)stiin kompromissisopimukseen pitkien el(cid:228)inkuljetusten yksityiskohtaisista s(cid:228)(cid:228)nn(cid:246)ist(cid:228). Viestimiss(cid:228) on kerrottu, ett(cid:228) uudet s(cid:228)(cid:228)nn(cid:246)t ovat liian heikkoja eiv(cid:228)tk(cid:228) paranna el(cid:228)inten oloja, mm. tuuletusta. Uskooko komissio, ett(cid:228) n(cid:228)m(cid:228) uudet s(cid:228)(cid:228)nn(cid:246)t tekev(cid:228)t el(cid:228)inkuljetuksista v(cid:228)hemm(cid:228)n julmia ja barbaarisia, kuin ne ovat olleet t(cid:228)h(cid:228)n asti? Jos uskoo, mill(cid:228) tavoin uudet s(cid:228)(cid:228)nn(cid:246)t parantavat el(cid:228)inten oloja? Komission j(cid:228)senen Franz Fischlerin komission puolesta antama vastaus (12. kes(cid:228)kuuta 1998) El(cid:228)inten suojelemisesta kuljetuksen aikana annetun direktiivin 91/628/ETY muuttamisesta 29 p(cid:228)iv(cid:228)n(cid:228) kes(cid:228)kuuta 1995 annetun neuvoston direktiivin 95/29/EY (1) k(cid:228)ytt(cid:246)(cid:246)noton j(cid:228)lkeen komissiolle j(cid:228)i viel(cid:228) ehdotettavaksi neuvostolle kaksi suurta kokonaisuutta yksityiskohtaisiksi s(cid:228)(cid:228)nn(cid:246)iksi, eli pys(cid:228)hdyspaikkojen olosuhteiden ja kuljetusajoneuvojen yksityiskohtaisten standardien vahvistaminen. Pys(cid:228)hdyspaikkoja koskeva komission ehdo- tus hyv(cid:228)ksyttiin pys(cid:228)hdyspaikkoja koskevista yhteis(cid:246)n vaatimuksista ja direktiivin 91/628/ETY -liitteess(cid:228) tarkoitetun reittisuunnitelman mukauttamisesta 25 p(cid:228)iv(cid:228)n(cid:228) kes(cid:228)kuuta 1997 annettuna neuvoston asetuksena (EY) 1255/97 (2). Kun direktiiviss(cid:228) m(cid:228)(cid:228)ritelty asianomaisten el(cid:228)inlajien kuljetusaika on kulunut, el(cid:228)imet on purettava kuljetusv(cid:228)lineest(cid:228), ruokittava, juotettava ja niiden on annettava lev(cid:228)t(cid:228) v(cid:228)hint(cid:228)(cid:228)n 24 tuntia pys(cid:228)hdys- paikalla. Kyseisi(cid:228) s(cid:228)(cid:228)nt(cid:246)j(cid:228) sovelletaan 1. tammikuuta 1999 alkaen. Lis(cid:228)varusteltujen kuljetusajoneuvojen standardeista neuvosto antoi yli kahdeksan tuntia kest(cid:228)viin el(cid:228)inkuljetuksiin k(cid:228)ytett(cid:228)ville maantieajoneuvoille asetettavista el(cid:228)inten suojelua koskevista lis(cid:228)vaatimuksista 16 p(cid:228)iv(cid:228)n(cid:228) helmikuuta 1998 annetun neuvoston asetuksen (EY) 411/98 (3). T(cid:228)m(cid:228)n asetuksen t(cid:228)rkeit(cid:228) kohtia ovat vaatimukset kuivikkeista lattialla, asianmukai- sesta rehusta kuljetusajoneuvossa, p(cid:228)(cid:228)syst(cid:228) el(cid:228)inten luo, ilmanvaihtolaitteista, liikuteltavista v(cid:228)liseinist(cid:228) osasto- jen muodostamiseksi sek(cid:228) el(cid:228)inten juottamisesta. Asetusta sovelletaan 1. hein(cid:228)kuuta 1999 alkaen. Komissio on sit(cid:228) mielt(cid:228), ett(cid:228) kummankin asetuksen antaminen on t(cid:228)rke(cid:228) askel el(cid:228)inten hyvinvoinnin takaami- sessa pitkill(cid:228) kuljetusmatkoilla edellytt(cid:228)en, ett(cid:228) kaikki j(cid:228)senvaltiot valvovat s(cid:228)(cid:228)nt(cid:246)j(cid:228) riitt(cid:228)v(cid:228)sti alueillaan. (1) EYVL L 148, 30. 6. 1995. (2) EYVL L 174, 2. 7. 1997. (3) EYVL L 52, 21. 2. 1998


title: SCHRIFTELIJKE VRAAG nr. 1187/98 van Richard CORBETT aan de Commissie. Invloed van Amerikaanse verlofdagen op overboekingen tussen banken binnen de EU

eurovoc_concepts:
European Union
United States
application of EU law
credit transfer
financial transaction
national implementing measure
public holiday

text: 5. 2. 1999 NL Publicatieblad van de Europese Gemeenschappen C 31/21 (1999/C 31/024) SCHRIFTELIJKE VRAAG E-1187/98 van Richard Corbett (PSE) aan de Commissie (29 april 1998) Betreft: Invloed van Amerikaanse verlofdagen op overboekingen tussen banken binnen de EU Weet de Commissie dat bepaalde handelsbanken in Groot-Brittanniº bedragen die vanuit een andere lidstaat naar de rekeningen van hun cliºnten overgeschreven worden, niet op de rekening inschrijven op de dag na ontvangst (wat de normale werkwijze is) als die dag samenvalt met een officiºle verlofdag in de Verenigde Staten? In zo(cid:146)n geval worden de bedragen, die zich al in het bezit van de bank bevinden, pas aan de rekeninghouder gecrediteerd op de eerste werkdag na de Amerikaanse verlofdag (en als die toevallig aansluit op een weekeinde of Britse verlofdagen, kan dat verschillende dagen later zijn). Is de Commissie het ermee eens dat een officiºle verlofdag in een derde land geen invloed mag hebben op een overschrijving van bedragen van de ene lidstaat van de Unie naar de andere? Zo nee, hoe verantwoordt ze die werkwijze dan? Is er verandering te verwachten met de invoering van de euro? Antwoord van de heer Monti Namens de Commissie (13 juli 1998) Op 27 januari 1997 hechtten het Parlement en de Raad hun goedkeuring aan Richtlijn 97/5/EG betreffende grensoverschrijdende overmakingen (1). De richtlijn zal van toepassing zijn op grensoverschrijdende overmakin- gen tot een bedrag van maximaal 50. 000 ecu (en derhalve met ingang van 1 januari 1999 50. 000 Euro) en het equivalente bedrag in de nationale valuta van de Lidstaten. De richtlijn treedt in werking op 14 augustus 1999 maar de Lidstaten hebben toegezegd zich in zetten om dit te vervroegen tot 1 januari 1999. Artikel 6 van de richtlijn bepaalt dat een instelling een grensoverschrijdende overmaking moet uitvoeren binnen de termijn die met de opdrachtgever is overeengekomen. Indien geen termijn is overeengekomen wordt een standaardtermijn gehanteerd die onder meer inhoudt dat middelen ter beschikking moeten worden gesteld aan de begunstigde niet later dan de bankwerkdag volgend op de datum waarop de rekening van de instelling van de begunstigde met het geld is gecrediteerd (artikel 6, lid 1, tweede zin van de richtlijn). Dit betekent dat in het door het geachte parlementslid bedoelde geval, de Britse banken, behalve wanneer zij andere afspraken maken met hun opdrachtgevers, het geld ter beschikking moeten stellen aan de begunstigde op de dag volgend op de datum waarop zij de overgemaakte middelen hebben ontvangen. Hoewel de term (cid:132) bankwerkdag(cid:148) in de richtlijn niet wordt gedefinieerd, is de Commissie van oordeel dat deze moet worden bepaald aan de hand van de voorschriften of praktijken met betrekking tot de officiºle verlofdagen in het land waar de bank die het geld in ontvangst neemt, is gevestigd. In de door het geachte parlementslid beschreven situatie zou dit inhouden dat de Britse officiºle verlofdagen prevaleren en dat geen rekening dient te worden gehouden met Amerikaanse officiºle verlofdagen. Hiermee is echter nog geen oplossing gevonden voor het door het geachte parlementslid naar voren gebrachte vraagstuk omdat de termijn voor omzetting van Richtlijn 97/5/EG (14 augustus 1999) nog niet is verstreken. De Lidstaten hebben evenwel de toezegging gedaan al het mogelijke te willen doen om de richtlijn v(cid:243)(cid:243)r 1 januari 1999 ten uitvoer te leggen en de Commissie zal zich beijveren om de omzetting zo spoedig mogelijk te laten plaatsvinden. (1) PB L 43 van 14. 2. 1997. (1999/C 31/025) SCHRIFTELIJKE VRAAG E-1190/98 van John Cushnahan (PPE) aan de Commissie (29 april 1998) Betreft: Kansspelen op Internet Heeft de Commissie plannen om kansspelen via Internet aan een reglementering te onderwerpen? Wat zijn de draagwijdte en de mogelijke uitwerkingen van die reglementeringen?


title: SCHRIFTLICHE ANFRAGE Nr. 1191/98 von Hugh McMAHON an die Kommission. Projekte in Tarija, Bolivien

eurovoc_concepts:
Bolivia
EU financing
EU programme
aid to disadvantaged groups
co-financing
food aid
poverty
security of supply
technical cooperation
terms for aid

text: C 323/116 DE Amtsblatt der Europa¤ischen Gemeinschaften 21. 10. 98 (Antwort) (6. Juli 1998) Der Rat macht den Herrn Abgeordneten darauf aufmerksam, da(cid:223) die Europa¤ische Patentorganisation (EPO) keine Gemeinschaftseinrichtung, sondern eine durch ein zwischenstaatliches U¤ bereinkommen geschaffene Organisation ist. Daraus folgt einerseits, da(cid:223) der Rat nicht befugt ist, u¤ber die Bestimmungen dieser Organisation zu befinden, und andererseits, da(cid:223) der Status der schwedischen Sprache innerhalb der Organisation keinerlei Einflu(cid:223) auf den Status der Sprache innerhalb der Europa¤ischen Union aufgrund der Bestimmungen der Vertra¤ge hat. Der Status der Sprachen in der Union ist in der Verordnung Nr. 1 (1) festgelegt, nach deren Artikel 1 Schwedisch eine der Amtssprachen und eine Arbeitssprache der Gemeinschaft ist. (1) ABl. 17 vom 6. 10. 1958. (98/C 323/178) SCHRIFTLICHE ANFRAGE E-1191/98 von Hugh McMahon (PSE) an die Kommission (29. April 1998) Betrifft: Projekte in Tarija, Bolivien Kann die Kommission Auskunft geben u¤ber den Stand der unter der Schirmherrschaft von Prodizavat in Tarija, Bolivien, realisierten Projekte? Kann sie insbesondere u¤ber den Durchfu¤hrungsstand der von der EU gefo¤rderten gro¤(cid:223)eren Projekte in diesem Gebiet Auskunft geben? Antwort von Herrn Mar(cid:14)·n im Namen der Kommission (12. Mai 1998) Das Prodizavat-Programm ((cid:132)Programa de Desarrollo Integral en la Zona Andina y el Valle Alto de Tarija(cid:147), Bolivia) verfu¤gt u¤ber einen Haushalt von insgesamt 18,5 Mio. Ecu, zu dem die Gemeinschaft 14,16 Mio. Ecu beitra¤gt, wa¤hrend der Rest vom Programmpartner (Prefectura de Tarija) und den Empfa¤ngern finanziert wird. Nach der Unterzeichnung des Finanzierungsabkommens begann das Projekt im Oktober 1994 mit der Ankunft der technischen Hilfe aus Europa. Das Projektende ist fu¤r Oktober 1998 vorgesehen. Neben dem Prodizavat-Programm arbeitet auch das Programm der Gemeinschaft fu¤r Erna¤hrungssicherheit in dem Tarija-Gebiet. Die Gemeinschaft hat fu¤r den Zeitraum von 1995 bis 1999 insgesamt 80 Mio. Ecu zur Unterstu¤tzung von Aktionen fu¤r die Erna¤hrungssicherheit in Bolivien bereitgestellt. Das Gesamtprogramm gliedert sich in drei Kategorien: Verbesserung des wirtschaftlichen Zugangs zu Nahrungsmitteln, Verbesserung des materiellen Zugangs zu Nahrungsmitteln und Steigerung der Verfu¤gbarkeit von Nahrungsmitteln. Spezifische Ma(cid:223)nahmen und Projekte, die mit diesem Programm finanziert werden, werden vor allem anhand der Antra¤ge ausgearbeitet, die von Gebietsko¤rperschaften und Gemeinden eingereicht werden. Landesweit sind die Projekte auf 78 la¤ndliche Gemeinden (mit einer Bevo¤lkerungszahl von 775. 000) konzentriert, die anhand des offiziellen Armutsindexes ausgewa¤hlt wurden. Diese Gemeinden sind in sieben Erna¤hrungssicherheitsgebiete zusammengefa(cid:223)t, wovon eines in Tarija liegt, um eine angemessene Integration zwischen den Ma(cid:223)nahmen des Programms zu erzielen. (98/C 323/179) SCHRIFTLICHE ANFRAGE P-1203/98 von Patricia McKenna (V) an die Kommission (6. April 1998) Betrifft: Multilaterales Abkommen u¤ber Investitionen Die Mitgliedstaaten der OECD verhandeln zur Zeit u¤ber das Multilaterale Abkommen u¤ber Investitionen (MAI). Der neueste Entwurf des Abkommens entha¤lt eine Reihe von Bestimmungen, die das Recht der Europa¤ischen Union, die Fischereita¤tigkeit in der Gemeinschaft gema¤(cid:223) ihren eigenen Priorita¤ten und Politiken zu verwalten, beeintra¤chtigen ko¤nnten. Er ko¤nnte auch die Fa¤higkeit der Europa¤ischen Union gefa¤hrden, die Verpflichtungen zu erfu¤llen, die im Rahmen einer Reihe von internationalen Vertra¤gen und U¤ bereinkommen eingegangen wurden, die von der EU unterzeichnet wurden


title: QUESTION ECRITE no 1223/98 de Roberta ANGELILLI à la Commission. Stationnement payant des automobiles à Rome

eurovoc_concepts:
EU programme
Italy
free competition
parking area
parking charge
research and development
urban area
urban transport

text: 22. 12. 98 FR Journal officiel des CommunautØs europØennes C 402/95 (98/C 402/121) QUESTION (cid:201)CRITE E-1222/98 posØe par Cristiana Muscardini (NI) (cid:224) la Commission (29 avril 1998) Objet: Ouverture d(cid:146)une carriŁre dans la localitØ de Pittolo En rØfØrence (cid:224) la rØponse de la Commission (cid:224) la question Øcrite E-3370/97 (1) sur ce mŒme sujet, la Commission peut-elle indiquer: 1. Si elle est intervenue auprŁs des autoritØs italiennes? 2. Dans l(cid:146)affirmative, si elle est en mesure d(cid:146)affirmer, sur la base des observations obtenues, que l(cid:146)ouverture de la carriŁre dans cette localitØ n(cid:146)est pas en contradiction avec les rŁgles europØennes en la matiŁre? (1) JO C 134 du 30. 4. 1998, p. 151. RØponse donnØe par Mme Bjerregaard au nom de la Commission (2 juin 1998) Un courrier concernant le problŁme soulevØ par l(cid:146)Honorable Parlementaire a ØtØ adressØ aux autoritØs italiennes, qui ont Øgalement rØpondu par lettre (cid:224) la Commission. Sur la base des informations fournies par les autoritØs italiennes, il semble que le «Piano Infraregionale delle Attivit(cid:224) Estrattive» (PIAE), adoptØ aprŁs une Øtude d(cid:146)impact, prØvoit l(cid:146)installation dans la municipalitØ de Piacenza d(cid:146)un Øquipement con(cid:231)u pour extraire diverses substances et dØsignØ sous le nom de «Pittolo». En outre, en raison du caractŁre intercommunal du PIAE, adoptØ conformØment (cid:224) la lØgislation de la rØgion d(cid:146)Emilie- Romagne, cet Øquipement sera mis en service sous rØserve de l(cid:146)approbation d(cid:146)un «Piano Particolareggiato». Il s(cid:146)agit d(cid:146)un plan dØtaillØ qui couvre l(cid:146)ensemble de la zone intercommunale visØe et constitue, semble-t-il, une Øvaluation de l(cid:146)impact sur l(cid:146)environnement pouvant faire l(cid:146)objet d(cid:146)une consultation publique. La lØgislation prØcitØe, en vigueur dans la rØgion d(cid:146)Emilie-Romagne, a ØtØ expressØment adoptØe en application de la directive 85/337/CEE du Conseil du 27 juin 1985 concernant l(cid:146)Øvaluation des incidences de certains projets publics et privØs sur l(cid:146)environnement (1). L(cid:146)ensemble de la lØgislation rØgionale concernant la transposition de la directive 85/337/CEE est en cours d(cid:146)examen dans le cadre des procØdures en manquement entamØes contre l(cid:146)Italie. (1) JO L 175 du 5. 7. 1985. (98/C 402/122) QUESTION (cid:201)CRITE E-1223/98 posØe par Roberta Angelilli (NI) (cid:224) la Commission (29 avril 1998) Objet: Stationnement payant des automobiles (cid:224) Rome Comme la plupart des capitales europØennes, la ville de Rome est confrontØe (cid:224) des problŁmes de viabilitØ, de circulation et de stationnement. Pour y faire face, l(cid:146)administration municipale du Capitole a jugØ opportun d(cid:146)engager un trŁs vaste programme de parcs de stationnement payants et de nouvelles installations de parcmŁtres. La prolifØration de ce systŁme de rØglementation du stationnement, sans la rØalisation d(cid:146)aires de stationnement gratuites organisØes, risque de porter un grave prØjudice Øconomique aux commer(cid:231)ants dont le point de vente se situe dans les zones concernØes par les parcmŁtres, ainsi qu(cid:146)aux citoyens qui exercent leur activitØ professionnelle dans ces zones