title: Parecer do Comité das Regiões sobre a «Euroformação para as autoridades locais e regionais da Europa»

eurovoc_concepts:
EU law
local government
regional government

text: C 198/68 PT Jornal Oficial das Comunidades Europeias 14. 7. 1999 Parecer do Comité das Regio˜ es sobre a «Euroformaça˜o para as autoridades locais e regionais da Europa» O COMITE´ DAS REGIO˜ ES, (1999/C 198/13) Tendo em conta a decisa˜o da Mesa do CR de 15 de Julho de 1998 de, em conformidade com o quarto para´grafo do artigo 198. o-C do Tratado que institui a Comunidade Europeia, emitir parecer sobre «Euroformaça˜o para as autoridades locais e regionais da Europa» e incumbir a Comissa˜o 7 «Educaça˜o, Formaça˜o Profissional, Cultura, Juventude, Desporto e Direitos dos Cidada˜os» da sua elaboraça˜o; Tendo em conta as concluso˜ es da Conferência sobre «Euroformaça˜o para as autoridades locais e regionais da Europa», realizada em Barcelona, em 5 e 6 de Junho de 1998, e organizada pelo CR, Centro Europeu para as Regio˜ es, Instituto Europeu de Administraça˜o Pu´ blica, Colégio da Europa e Comissa˜o Europeia; Tendo em conta o projecto de parecer (CdR 404/98 rev. 1) adoptado pela Comissa˜o 7 em 4 de Dezembro de 1998 (relatores: H. Lund e J. Pujol i Soley), adoptou, na 28. a reunia˜o plena´ria, realizada em 10 e 11 de Março de 1999 (sessa˜o de 11 de Março), o seguinte parecer. 1. Introduça˜o 1. 4. A partir dos resultados da Conferência, o CR propo˜ em acço˜ es para melhoramento do profissionalismo dos recursos humanos das administraço˜ es subnacionais na a´rea dos assun- tos comunita´rios. 1. 1. A Conferência Inter-regional sobre «Euroformaça˜o para as Autoridades Locais e Regionais da Unia˜o Europeia», que se realizou em Barcelona, em 5 e 6 de Junho de 1998, organizada pelo Centro Europeu para as Regio˜ es (CER), de Barcelona, em cooperaça˜o com o Instituto de Administraça˜o Pu´ blica (IEAP), de Maastricht, e o Colégio da Europa (CE), de Bruges, e que contou com o apoio da Comissa˜o Europeia, do Comité das Regio˜ es e do Governo da Catalunha, constituiu um marco para as regio˜ es e municı´pios da Europa, ja´ que representou uma oportunidade de debater de forma aprofundada as necessidades de formaça˜o destas autoridades em matéria de assuntos europeus. 1. 2. Com base num questiona´rio enviado a quase todas as regio˜ es e à maioria das cidades tanto da UE como dos paı´ses candidatos à adesa˜o, a Conferência definiu as necessidades de euroformaça˜o em determinadas a´reas priorita´rias e prestou informaça˜o sobre as estruturas administrativas que se ocupam dos assuntos europeus, sobre a componente recursos humanos e sobre os representantes eleitos e funciona´rios das autoridades locais e regionais que lidam com tais matérias. As concluso˜ es da Conferência centraram-se na necessi- 1. 3. dade de as administraço˜ es ao nı´vel local e regional e respectivas associaço˜ es concederem atença˜o priorita´ria ao reforço da capacidade dos seus recursos humanos para se manterem a par das questo˜ es de interesse para a Comunidade e desenvolverem actividades imperativas no âmbito da Euroformaça˜o. A Con- ferência definiu ainda as necessidades de formaça˜o em determi- nadas a´reas priorita´rias. 2. Observaço˜ es na generalidade 2. 1. Objectivo da Euroformaça˜o 2. 1. 1. O CR propo˜ e o lançamento de um programa de Euroformaça˜o enquanto instrumento necessa´rio ao reforço do processo de integraça˜o europeia e à melhoria do funciona- mento das autoridades locais e regionais da Europa. 2. 1. 2. O projecto visa melhorar os conhecimentos que os representantes eleitos e os funciona´rios das autoridades locais e regionais da Europa devem possuir acerca dos assuntos comunita´rios. O CR pretende levar ao conhecimento das insti- 2. 1. 3. tuiço˜ es europeias a sua firme convicça˜o da importância da Euroformaça˜o para o reforço do processo de integraça˜o europeia e para a promoça˜o da participaça˜o dos cidada˜os nesse processo. Pretende também transmitir esta sua convicça˜o aos cidada˜os. 2. 1. 4. O CR exorta as autoridades pu´ blicas — aos nı´veis comunita´rio, nacional, local e regional — e as associaço˜ es de autoridades locais e regionais a dedicarem atença˜o priorita´ria à aquisiça˜o de uma Euroformaça˜o adequada. 14. 7. 1999 PT Jornal Oficial das Comunidades Europeias C 198/69 2. 2. As autoridades locais e regionais no processo de integraça˜o europeia 2. 2. 1. O processo de integraça˜o europeia exige o contributo e a participaça˜o de todas as autoridades pu´ blicas e de todos os cidada˜os da UE. Uma das funço˜ es que as administraço˜ es pu´ blicas podem desempenhar neste contexto consiste na sensibilizaça˜o da opinia˜o pu´ blica e dos cidada˜os para as diversas implicaço˜ es da integraça˜o europeia e na promoça˜o do conhecimento da UE ao nı´vel local. 2. 2. 2. Desde o inı´cio do processo de integraça˜o europeia que as realidades territoriais internas dos Estados-Membros sa˜o muito diversas em virtude da evoluça˜o histo´ rica, da cultura e das tradiço˜ es. As autoridades locais e regionais, preocupadas com o respeito democra´tico desta diversidade, que é efectiva- mente um factor enriquecedor, têm participado, em graus diversos, no processo de integraça˜o europeia. Todavia, na sequência do Acto U´ nico Europeu, 2. 2. 3. adoptado em 1985 — que introduziu o mercado interno e a coesa˜o econo´ mica e social — a participaça˜o dos governos locais e regionais na integraça˜o europeia adquiriu importância acrescida. O Tratado da Unia˜o Europeia (TUE) de 1992, ao 2. 2. 4. criar o Comité das Regio˜ es, dotou as autoridades locais e regionais com um importante fo´ rum de participaça˜o institucio- nal no processo de integraça˜o europeia. As autoridades locais e regionais ja´ na˜o sa˜o apenas responsa´veis pela aplicaça˜o das deciso˜ es que as afectam na pra´tica. Podem também fazer ouvir a sua voz no Conselho e na Comissa˜o Europeia, no processo deciso´ rio, na formulaça˜o da legislaça˜o comunita´ria, na defi- niça˜o das polı´ticas e nos assuntos europeus que, em seu entender, dizem respeito ao poder local e regional da Europa. 2. 2. 5. O princı´pio da subsidiariedade deveria ser eficaz- mente aplicado ao programa de Euroformaça˜o no que respeita às relaço˜ es entre as diversas estruturas governamentais dos Estados-Membros (centrais, locais e regionais) e de acordo com o sistema constitucional nacional vigente. Estas administraço˜ es tera˜o de assegurar que os seus recursos humanos beneficiem de formaça˜o adequada nestes domı´nios. 2. 2. 6. O desenvolvimento dos processos de descentrali- zaça˜o nos Estados-Membros da UE, que levou à ampliaça˜o implica uma maior das competências destas autoridades, participaça˜o das autoridades locais e regionais nos assuntos comunita´rios. 2. 2. 7. Neste contexto, a participaça˜o das autoridades locais e regionais processa-se fundamentalmente em três a´reas distin- tas: i) processo de aplicaça˜o: uma vez que a maior parte da legislaça˜o da UE é efectivamente aplicada ao nı´vel local e regional em muitos Estados-Membros (incluindo as actividades relacionadas com as polı´ticas estruturais, os contratos pu´ blicos, a transposiça˜o das regras, a participaça˜o nos programas, etc. ); ii) processo deciso´ rio da UE, particularmente através do papel do CR (desenvolvimento do acervo comunita´rio, normas comunita´rias, polı´ticas europeias, etc. ); iii) comunicaça˜o dos respectivos pontos de vista sobre os assuntos que dizem respeito aos cidada˜os, por forma a associa´-los mais estreita- mente ao processo de desenvolvimento da UE e dar a conhecer as suas opinio˜ es à UE. 2. 2. 8. Todos estes esforços no plano técnico com vista ao reforço da presença local e regional no processo deciso´ rio da Comunidade e à sensibilizaça˜o dos cidada˜os europeus para os assuntos da UE exigem formaça˜o adequada e contı´nua ao nı´vel das autoridades locais e regionais. E´ o´ bvio que as crescentes responsabilidades das 2. 2. 9. autoridades locais e regionais se articulam em torno dos seguintes eixos i) reforço da coesa˜o econo´ mica e social, ii) desenvolvimento da cooperaça˜o e dos intercâmbios entre o poder local e regional e, consequentemente, iii) aprofunda- mento do processo de integraça˜o europeia. O objectivo u´ ltimo é familiarizar os cidada˜os com as potenciais vantagens da UE e melhorar a sua qualidade de vida. 3. Observaço˜ es na especialidade Programa Estratégico de Acço˜ es de Euroformaça˜o para as autoridades locais e regionais da Europa (2000-2002). 3. 1. Conteu´ do O Programa Estratégico de Euroformaça˜o prevê um 3. 1. 1. leque de actividades no domı´nio da formaça˜o, da transferência de conhecimentos, da consultoria e da investigaça˜o aplicada aos assuntos europeus e às questo˜ es de dimensa˜o europeia de interesse para os representantes eleitos, funciona´rios pu´ blicos, técnicos e peritos das autoridades locais e regionais da UE e dos paı´ses candidatos à adesa˜o. 3. 2. Objectivos e necessidades 3. 2. 1. O Projecto de Euroformaça˜o sera´ benéfico para as autoridades locais e regionais dos 15 Estados-Membros da UE e dos paı´ses candidatos à adesa˜o, bem como para os representantes das instituiço˜ es europeias, do ponto de vista da sua compreensa˜o do contributo da UE para dar resposta às preocupaço˜ es e necessidades dos cidada˜os. Importa atingir os dois objectivos seguintes, no interesse dos cidada˜os da UE: 3. 2. 2. Contribuir para a melhoria da administraça˜o pu´ blica e dos serviços que prestam ao cidada˜o ao nı´vel das autoridades locais e regionais e assegurar um funcionamento criativo e eficaz. C 198/70 PT Jornal Oficial das Comunidades Europeias 14. 7. 1999 3. 2. 3. integraça˜o europeia e da cooperaça˜o inter-regional. Contribuir para a promoça˜o da coesa˜o regional, da 3. 2. 4. Para atingir estes objectivos, ha´ que satisfazer as seguintes necessidades de formaça˜o das administraço˜ es pu´ bli- cas locais e regionais em matéria de assuntos comunita´rios: 3. 3. 6. O conteu´ do da formaça˜o e as metodologias aplicadas devera˜o ser revistos e actualizados anualmente de modo a garantir que o programa responda às diversas exigências das autoridades locais e regionais, às respectivas capacidades polı´ticas e administrativas especı´ficas e ao contexto socioeco- no´ mico. 3. 2. 5. Necessidade de mais profissionalismo a todos os nı´veis dos recursos humanos das administraço˜ es locais e regionais da UE no que concerne à informaça˜o sobre os assuntos europeus, inclusivamente sobre o acesso aos progra- mas comunita´rios e aos seus mecanismos de funcionamento. 3. 2. 6. Necessidade de mais efica´cia e de mais eficiência. 3. 2. 7. Necessidade de melhores resultados. 3. 2. 8. Os representantes da populaça˜o, os representantes eleitos e os funciona´rios pu´ blicos deveriam, pois, possuir conhecimentos sobre estas matérias e ter a oportunidade de receber formaça˜o na a´rea dos assuntos comunita´rios, isto é, uma Euroformaça˜o adequada e contı´nua. 3. 2. 9. A formaça˜o profissional dos recursos humanos das administraço˜ es locais e regionais deve ser considerada como factor-chave do desenvolvimento local e regional, devendo, portanto, ser-lhe dedicada atença˜o priorita´ria, tanto do ponto de vista dos recursos econo´ micos consagrados a este domı´nio como do ponto de vista do apoio que as autoridades pu´ blicas devem conceder às acço˜ es de formaça˜o para funciona´rios pu´ blicos. 3. 3. Traços caracterı´sticos do programa O CR propo˜ e o seguinte enquadramento para o programa: 3. 3. 1. Duraça˜o mı´nima de três anos (2000-2002) renova´vel numa base plurianual com as alteraço˜ es que se mostrarem adequadas; 3. 3. 2. ja´ que as Trata-se de um programa pan-europeu, respectivas acço˜ es se destinara˜o ao poder local e regional dos 15 Estados-Membros e dos PECO. E´ um programa estratégico, dado definir a orientaça˜o 3. 3. 3. a dar às acço˜ es de formaça˜o em assuntos comunita´rios com o objectivo de melhorar a efica´cia das administraço˜ es em questa˜o, aprofundar o processo de integraça˜o e possibilitar que os cidada˜os dele beneficiem plenamente. 3. 3. 7. As acço˜ es sa˜o promovidas em parceria e cooperaça˜o entre as instituiço˜ es responsa´veis pela formaça˜o e as asso- ciaço˜ es representativas do governo local e regional. 3. 3. 8. Esta´ aberto a todos os representantes de governo eleitos e funciona´rios das administraço˜ es locais e regionais, bem como aos profissionais, peritos, formadores e organismos implicados na formaça˜o neste domı´nio. 3. 4. Acço˜es 3. 4. 1. iniciais seguintes, que importa desenvolver: Este Programa Estratégico engloba as quatro acço˜ es — formaça˜o e transferência de conhecimentos nas a´reas priorita´rias descritas infra, por forma a assegurar que as autoridades locais e regionais podera˜o adquirir as competências necessa´rias para lidarem com os assuntos europeus, i) melhorar a efica´cia das respectivas administraço˜ es graças a um melhor conheci- mento das regras, das polı´ticas e dos procedimentos da UE, ii) garantir a sua participaça˜o no processo de transformaça˜o em curso em toda a Europa, e iii) promover uma maior coesa˜o econo´ mica e social; tendo em vista: — prestaça˜o de serviços de consultoria em matéria de assun- tos europeus aos governos e administraço˜ es locais e regionais dos Estados-Membros e dos PECO, quando seja ponto seguramente assente haver uma falha concreta no conhecimento existente ou nos meios de formaça˜o; — realizaça˜o de estudos e trabalhos de investigaça˜o aplicada para as autoridades locais e regionais; — exercı´cio de actividades relacionadas com o desenvolvi- mento institucional através da promoça˜o de um fo´ rum informal para troca de ideias e de experiências entre os diversos governos e administraço˜ es locais e regionais e os centros de formaça˜o da Europa. E´ global, apresentando todavia uma estrutura modu- 3. 3. 4. lar diferenciada (ver 3. 4. 1) em cada uma das seis a´reas priorita´rias da Euroformaça˜o (ver 3. 5). 3. 5. A´ reas priorita´rias 3. 3. 5. ser incorporados projectos complementares. Tem cara´cter aberto, na medida em que nele podera˜o O CR definiu as seguintes a´reas priorita´rias de formaça˜o das autoridades locais e regionais: 14. 7. 1999 PT Jornal Oficial das Comunidades Europeias C 198/71 3. 5. 1. Aˆ m b i t o i n s t i t u c i o n a l e U E / p o l ı´ t i c a s c o m p a r a t i v o s d o s E s t a d o s - M e m b r o s c o m u n i t a´ r i a s j u r ı´ d i c o / d a d a d o s 3. 5. 1. 1. Exame da situaça˜o actual: ana´lise das adaptaço˜ es que tera˜o de ser efectuadas pelas instituiço˜ es comunita´rias, suas estruturas, relaço˜ es entre os diversos nı´veis da administraça˜o e a forma como os nı´veis subnacionais se articulam com o nı´vel nacional no que concerne às posiço˜ es e deciso˜ es polı´ticas sobre assuntos europeus; ana´lise dos procedimentos adminis- trativos, do acervo comunita´rio e das regras comunita´rias. A formaça˜o nestas a´reas permitira´ que os governos e as administraço˜ es em questa˜o desenvolvam uma so´ lida gesta˜o dos seus recursos humanos. 3. 5. 2. C o e s a˜ o e c o n o´ m i c a e s o c i a l e c o o p e - r a ç a˜ o 3. 5. 2. 1. Para o poder local e regional da EU — mas também para os paı´ses candidatos — as orientaço˜ es e o novo pacote de medidas de cara´cter financeiro para o perı´odo 2000-2006, apresentados pela Comissa˜o Europeia na Agenda 2000, as novas orientaço˜ es dos fundos estruturais, os novos regulamen- tos, a melhoria e simplificaça˜o da sua gesta˜o, a elaboraça˜o de programas locais e regionais, as iniciativas e propostas gerais relativas às polı´ticas da UE, os estudos comparativos das estruturas polı´tico-administrativas dos Estados-Membros e dos paı´ses candidatos, etc. , representam um desafio, na medida em que exigem a adaptaça˜o aos novos procedimentos e aos novos critérios de elegibilidade e de programaça˜o. Estes factores determinara˜o também a capacidade dos governos subnacionais para utilizarem eficazmente os fundos estruturais e outros programas e iniciativas da UE. Para estas entidades, é essencial uma formaça˜o nestas a´reas bem adaptada e de cara´cter pra´tico. 3. 5. 3. I n t e r c â m b i o s , p a r c e r i a s e g e m i n a ç o˜ e s 3. 5. 3. 1. O poder local e regional, assim como as respectivas associaço˜ es nacionais internacionais, contribuem também de uma forma activa e pra´tica para o processo de integraça˜o europeia através do intercâmbio de experiências com resulta- dos positivos nuns casos e negativos noutros. O conhecimento e a ana´lise dos pontos fortes e fracos destas experiências sera˜o muito u´ teis para a definiça˜o da melhor abordagem a adoptar nos pro´ ximos anos. Importa dedicar particular atença˜o à fase preparato´ ria, que pode ser decisiva para o êxito de um projecto de cooperaça˜o. O poder local e regional deve desempenhar um papel da maior importância neste quadro, dada a sua proximidade e conhecimento da situaça˜o no terreno e a sua flexibilidade na execuça˜o das acço˜ es. A cooperaça˜o e o intercâmbio ao nı´vel europeu entre as diversas administraço˜ es subnacionais, assim como entre as respectivas associaço˜ es nacionais e internacionais, podem proporcionar um valor acrescentado considera´vel, particularmente no caso de admi- nistraço˜ es com necessidades semelhantes. O seu contributo para a criaça˜o e desenvolvimento de um quadro de parceria entre diversos centros de formaça˜o poderia, pois, revelar-se importante. Ha´ que prestar especial atença˜o à efica´cia da geminaça˜o como forma de desenvolvimento e reforço das administraço˜ es pu´ blicas. Na realidade, a geminaça˜o pode ser um instrumento u´ til de comparaça˜o entre diversas formas de organizar os numerosos serviços ao cidada˜o, permitindo escolher e concretizar os mais eficazes. 3. 5. 4. Aˆ m b i t o s e c o n o´ m i c o e f i n a n c e i r o 3. 5. 4. 1. Os âmbitos econo´ mico e financeiro sera˜o de primordial importância no perı´odo 2000-2006, raza˜o por que os programas de conteu´ do econo´ mico e as medidas destinadas a financiar polı´ticas e programas nesse perı´odo devem ser analisados em profundidade. Saber de que forma as regio˜ es e os municı´pios — enquanto centros de investimento, de inovaça˜o e de investigaça˜o — podem aproveitar as novas oportunidades de crescimento e de emprego, gerir recursos limitados, melhorar o seu desempenho e aplicar melhor as polı´ticas comunita´rias, no quadro europeu da Unia˜o Econo´ - mica e Moneta´ria e no quadro da globalizaça˜o, contribuira´ para a promoça˜o do desenvolvimento local e regional. 3. 5. 5. P a ı´ s e s c a n d i d a t o s à a d e s a˜ o à U E As acço˜ es recentemente lançadas, a desenvolver 3. 5. 5. 1. nos pro´ ximos anos com os paı´ses candidatos durante as fases de pré-adesa˜o e de adesa˜o, sa˜o verdadeiramente necessa´rias para o êxito das pro´ ximas etapas do desenvolvimento da UE. Estas acço˜ es devera˜o ser conduzidas com pleno reconheci- mento das diversas especificidades que determinam as necessi- dades de formaça˜o existentes em todos os paı´ses candidatos. O conhecimento, nestes paı´ses, das estruturas polı´ticas e administrativas dos diversos Estados-Membros e a comparaça˜o de experiências, tanto ao nı´vel nacional como ao nı´vel local e regional, podem ser u´ teis para o desenvolvimento das suas pro´ prias estruturas de gesta˜o e para o tratamento e coorde- naça˜o das questo˜ es atinentes à Unia˜o Europeia. Uma melhor gesta˜o, uma maior sensibilizaça˜o para os programas e iniciati- vas da Unia˜o Europeia, o reforço da sua capacidade para utilizarem eficazmente esses programas e iniciativas, a apli- caça˜o do acervo comunita´rio nos assuntos regionais e locais e a inclusa˜o destes paı´ses numa rede constituı´da pelos Estados- -Membros sa˜o aspectos que adquiriram grande importância. 3. 5. 6. A p t i d a˜ o p a r a a g e s t a˜ o e c o n h e c i m e n - t o s p r a´ t i c o s 3. 5. 6. 1. Trata-se de um domı´nio horizontal que diz respeito à capacidade e às competências interculturais e no domı´nio da comunicaça˜o necessa´rias à gesta˜o dos «dossiers» europeus e à metodologia de aquisiça˜o das capacidades indispensa´veis neste âmbito. A capacidade de organizaça˜o, a capacidade de gesta˜o, a capacidade para promover o desenvolvimento de projectos e a capacidade de negociaça˜o constituem os elementos-chave neste domı´nio, de natureza essencialmente pra´tica. Importa ter igualmente em conta — mas na˜o isoladamente — estes aspectos pra´ticos de gesta˜o na execuça˜o de acço˜ es de formaça˜o em cada uma das a´reas priorita´rias supracitadas. C 198/72 PT Jornal Oficial das Comunidades Europeias 14. 7. 1999 3. 6. Grupos-alvo 4. Concluso˜ es No que concerne aos grupos-alvo, o projecto deveria 3. 6. 1. estar aberto a todos. Assim, os participantes poderiam ser responsa´veis polı´ticos, funciona´rios pu´ blicos, universita´rios, peritos e formadores responsa´veis pelos programas de for- maça˜o do poder local e regional dos Estados-Membros da UE e dos paı´ses candidatos à adesa˜o. 3. 6. 2. Dever-se-ia desenvolver acço˜ es de formaça˜o especial para as novas geraço˜ es de funciona´rios pu´ blicos e de represen- tantes eleitos, dado que sera˜o os futuros quadros da adminis- traça˜o pu´ blica, numa Europa integrada. 3. 7. Paı´ses abrangidos 3. 7. 1. O projecto de Euroformaça˜o destina-se aos 15 Esta- dos-Membros da UE e aos paı´ses candidatos à adesa˜o. Os centros de formaça˜o que desejem participar no projecto poderiam ser associados à sua organizaça˜o e ao seu desenvolvi- mento através dos o´ rga˜os especificamente criados para o efeito. 3. 8. Execuça˜o 3. 8. 1. Para execuça˜o do Programa de Euroformaça˜o, a Comissa˜o Europeia poderia beneficiar do trabalho ja´ iniciado por algumas instituiço˜ es de formaça˜o europeias e das redes das administraço˜ es pu´ blicas que operam neste âmbito. Impo˜ e-se a descentralizaça˜o dos centros de formaça˜o, para facilitar o mais possı´vel a participaça˜o de administradores e funciona´rios das instâncias locais visto que estas, sobretudo se de pequenas dimenso˜ es, dispo˜ em de recursos econo´ micos limitados. 3. 8. 2. Papel especı´fico pode ser o que compita às asso- ciaço˜ es de autarquias regionais e locais, porquanto elas podem dar maior divulgaça˜o às informaço˜ es e também por o nı´vel polı´tico, que tem peso especial na formaça˜o da opinia˜o, estar envolvido nelas. No programa Euroformaça˜o havera´ que tomar em consideraça˜o redes ja´ existentes. Bruxelas, 11 de Março de 1999. Considerando que é imperativo que todas as autorida- 4. 1. des pu´ blicas, a todos os nı´veis, sejam associadas — em conformidade com os Tratados — ao processo de integraça˜o europeia para reforçar a sua dinâmica e oferecer aos cidada˜os uma informaça˜o melhor e mais exacta, por forma a familiariza´- los com as oportunidades oferecidas pelas instituiço˜ es e polı´ticas da UE, o Comité das Regio˜ es solicita que o Conselho e a Comissa˜o Europeia tenham em conta as concluso˜ es e recomendaço˜ es seguintes: O Comité das Regio˜ es sustenta que as instituiço˜ es 4. 2. comunita´rias, as administraço˜ es nacionais e as autoridades locais e regionais e suas associaço˜ es devem dedicar atença˜o priorita´ria à formaça˜o contı´nua dos poderes locais e regionais dos Estados-Membros da UE e dos PECO no domı´nio dos assuntos europeus, de modo a reforçar a sua participaça˜o no desenvolvimento futuro da UE, contribuir para uma maior transparência e aproximar os cidada˜os da UE. O CR entende que assim se podera´ assegurar a integraça˜o eficaz de uma sociedade civil europeia na nova Europa. 4. 3. O Comité das Regio˜ es recomenda que se atribuam a este projecto recursos financeiros e humanos à altura das necessidades, especialmente por parte das instituiço˜ es comuni- ta´rias, dado o interesse evidente de que este tipo de acço˜ es se reveste, do ponto de vista comunita´rio, para as administraço˜ es subnacionais. 4. 4. O Comité das Regio˜ es considera ainda que importa incentivar a participaça˜o do pessoal destas administraço˜ es e dos responsa´veis dos governos locais e regionais nestas acço˜ es de formaça˜o. O Comité das Regio˜ es estima que a actualizaça˜o dos 4. 5. conhecimentos das autoridades e administraço˜ es locais e regionais da Europa reforçara´ a sua identidade comunita´ria. Este objectivo so´ pode ser atingido se se apoiar a acça˜o destas administraço˜ es e respectivas associaço˜ es bem como das redes existentes e se se adoptar e financiar um programa estratégico de acço˜ es de Euroformaça˜o para os poderes locais e regionais da Europa entendido como um processo contı´nuo e de longo prazo. O Presidente do Comité das Regio˜es Manfred DAMMEYER


title: Opinion of the Committee of the Regions on 'Transport and CO2 - Developing a Community approach'

eurovoc_concepts:
common transport policy
pollution control measures

formats: html pdf print

text: 14. 7. 1999 EN Official Journal of the European Communities C 198/3 Opinion of the Committee of the Regions on ‘Transport and CO2 — Developing a Community approach’ (1999/C 198/02) THE COMMITTEE OF THE REGIONS, having regard to the Communication from the Commission to the Council, the European Parliament, the Economic and Social Committee and the Committee of the Regions on Transport and CO2 — Developing a Community approach (COM (1998) 204 final); having regard to the decision taken by the Commission on 3 April 1998, under the first paragraph of Article 198c of the Treaty establishing the European Community, to consult the Committee of the Regions on the matter; having regard to the decision taken by its Bureau on 15 July 1998, to direct Commission 3 for Trans-European networks, Transport and Information Society to prepare the work; having regard to the draft opinion (CdR 230/98 rev. 1) adopted by Commission 3 on 27 November 1998 (rapporteurs: Mr Panettoni and Ms Warhurst); considering the Opinion of the Committee of the Regions of 18 September 1997 on Climate change and energy (CdR 104/97 fin) (1); considering the resolution of the Committee of the Regions of 14 May 1998 on a European Charter of regional and local authorities for a progressive and sustainable transport policy (CdR 347/97 fin) (2); considering the White Paper on A strategy for revitalising the Community’s railways (COM(96) 421 final) and the relevant Opinion of the Committee of the Regions (CdR 143/97 fin) (3); considering the Opinion of the Committee of the Regions on A sustainable transport strategy for local and regional authorities and the European Union (CdR 255/97 fin) (4); considering the Commission communication on Trans-European rail freight freeways (COM(97) 242 final) and the Opinion (CdR 346/97 fin) (5) delivered by the Committee of the Regions following a referral from the Commission; considering the European Commission Green Paper on the citizens’ network: Fulfilling the potential of public passenger transport in Europe (COM(95) 601 final); considering the Communication on The development of short sea shipping in Europe: Prospects and challenges (COM(95) 317 final); considering the Green Paper on Sea ports and maritime infrastructure (COM(97) 678 final); considering the Communication entitled Towards fair and efficient pricing in transport: policy options for internalising the external costs of transport in the European Union (COM(95) 691 final); considering the fifth Community programme of policy and action in relation to the environment and sustainable development (6) which affirms the need to pursue a strategy aimed at reducing the overall impact of transport on the environment; (1) OJ C 379, 15. 12. 1997, p. 11. (2) OJ C 251, 10. 8. 1998, p. 7. (3) OJ C 379, 15. 12. 1997, p. 4. (4) OJ C 180, 11. 6. 1998, p. 1. (5) OJ C 180, 11. 6. 1998, p. 17. (6) OJ C 138, 17. 5. 1993, p. 1. C 198/4 EN Official Journal of the European Communities 14. 7. 1999 considering the Community proposal for a Protocol to the UN Framework Convention on climate change (UNFCCC) which has the ultimate aim of ‘stabilisation of greenhouse-gas concentrations in the atmosphere at a level that would prevent dangerous anthropogenic interference with the climate system’; whereas the protocol adopted in Kyoto on 10 December 1997 by the third conference of the parties to the Convention on climate change commits the industrialised countries to reduce greenhouse-gas emissions by an overall 5,3 % from 1990 levels by 2008-2012; whereas the Kyoto protocol stipulated that emissions of the six main greenhouse gases not covered by the Montreal protocol on substances that deplete the ozone layer, and identified as carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), hydrofluorocarbons (HFC), perfluorocarbons (PFC) and sulphur hexafluoride (SF6), should be reduced, adopted the following opinion at its 28th plenary session on 10 and 11 March 1999 (meeting of 11 March). 1. Introduction The Kyoto protocol, signed by the countries attending 1. 1. the third conference of the parties in December 1997, set targets for reducing man-made greenhouse-gas emissions and introduced instruments for achieving this reduction. These instruments, and in particular the acquisition and sale of emission permits between countries which are party to the convention, will be the subject of the fourth conference of the parties, to be held in Buenos Aires in November 1998. 1. 2. The Committee of the Regions recognises that the EU has played an important part in the establishment of the Kyoto protocol and has helped advance policies for stabilising the global climate , with a view to sustainable growth. In the EU, transport’s share of total CO2 emissions rose 2. 2. from 19 % in 1985 to 26 % in 1995. The rise in emissions has outstripped economic growth. For obvious reasons the road transport sector — a large-scale consumer of energy — has been favoured by both producers and consumers. But it must not be forgotten that private cars alone produce about 50 % of emissions, and that urban traffic causes about half the emissions produced by road transport. Air traffic accounts for only 12 % of transport-related CO2 emissions, but this sector’s emissions are increasing at a constant rate. The breakdown of abatement targets between economic sectors has not been decided, and the communication does not address this ques- tion. However, the Committee is concerned to note that unless new policies are adopted, emissions from transport are likely to rise by 40 %, while the package of measures being proposed would reduce emissions growth by 20-25 % over the next 15 years. Although this reduction means halving the current trend and entails major innovations in transport policy and in user behaviour, the potential reduction still falls far short of the EU’s target of an overall 8 % reduction on 1990 levels. Attention must now focus on how to implement the 1. 3. Kyoto targets and to assess and monitor the impact of the policies and measures adopted. The Committee intends to play a significant part in framing strategies while regional and local authorities will see to their practical implementation, backed by moves to ensure a level playing field, consistent action at all levels of authority and active partnership between all the parties involved in fostering sustainable growth. 2. 3. The Committee therefore endorses the Commission’s wish to see the proposed measures adopted swiftly and decisively. However, the Committee feels that further measures will have to be devised in the near future; such measures should focus on local and urban transport, as these are the sectors with the highest growth rate, contain the most obvious critical points in operational and environmental terms, and involve the largest number of persons and activities. 2. General comments 3. Specific comments 2. 1. Transport is a key sector in action to contain the growth in CO2 emissions, because of its special nature and the growing demand in all the signatory countries of the Kyoto protocol. The Committee broadly endorses the Commission communication on transport and CO2 and feels that the proposed measures provide a sound basis for achieving the abatement targets. 3. 1. The Committee endorses the perspective outlined in the communication, and agrees that the Kyoto targets cannot be reached without radical changes in policies, in instruments responsibilities between the and in the breakdown of implementing parties. In particular, the Committee thinks that the expansion of the transport sector relative to GDP 14. 7. 1999 EN Official Journal of the European Communities C 198/5 (U*km/GDP) must be reversed or at least radically stemmed. GDP rose by 26 % over the period 1985-1995, while CO2 emissions from transport rose by 37 %. and innovative ways of improving urban mobility (traffic calming, use of information technology to improve traffic flow, rationalisation of routes and speeds). Regulatory adjust- ments by national government and by the Commission itself would help to generalise such measures. 3. 2. In these circumstances, the Committee considers it vitally important that traditional policies for managing the provision of infrastructure and services be backed by new and effective policies for managing the demand for mobility. The Committee believes that local and regional transport is primarily a matter for local, regional and national authorities, working in co-operation with transport operators and trans- port user groups. Local and regional government therefore has an important role to play in achieving changes to these policies. They can help to achieve improvements in the quality of life for people who live and work in their areas and regions. Working in co-operation and partnership, local and regional government can perform this by: — Managing the demand for mobility — Co-operating with other local authorities and regions to ensure that measures are practical, efficient and politically viable. — Assuring the business sector that there is a market for green transport goods. 3. 3. The most effective contribution that regional and local government can make to reduce CO2 is to manage the demand for mobility and to help people reduce the demand to travel. The majority of the European Union’s regional and local authorities are responsible for land-use planning and can therefore determine the location of residential areas and areas of economic activity in relation to transport infrastructure. By adopting a co-ordinated approach to integrated land-use planning, local and regional authorities can help people reduce the need to travel; this means locating amenities and services the near people and locating the activities which attract heaviest traffic near public transport stops and stations. Local and regional authorities should, however, be given increased decision-making powers regarding the extent to which their areas are opened up to traffic and guarantees as to mobility and accessibility for all their citizens. 3. 4. The Committee is pleased to note that the Commission recognises that land-use policies plus complementary measures could reduce emissions per capita per day ‘to about one third’ by 2010. The Committee thinks that greater attention — and hence more research resources — should be devoted to what the communication terms ‘complementary’ measures, such as town-planning policies specifically designed to reduce trans- port demand, encouraging a new mobility culture, education and information policies on the environmental impact of transport, the promotion of organised car sharing and non- motorised mobility (walking and cycling), organising practical training designed to encourage an environmentally-friendly and fuel-saving driving style (Eco-driving training programme), 3. 5. Although the abovementioned measures are left almost entirely to regional and local authorities, the Committee attaches great importance to explicit Community and national recognition of their role in meeting the Kyoto targets. It follows that it would be appropriate to launch and monitor large-scale pilot programmes, to implement existing networks for disseminating experience and assisting with planning and organisation, and to set aside adequate resources for the promotion and development of the most effective abatement measures and the Committee calls upon the Commission to assist. The Committee urges the Commission to encourage local and regional authorities to take account of managing the demand for mobility when developing their local and regional strategies. The Committee welcomes the broad thrust of measures proposed for local and regional and passenger transport outlined in the Commission’s Communication on Developing the Citizens’ Network. 3. 6. In addition to the main long-term aim of managing the demand for mobility, other co-ordinated measures will need to be adopted to achieve the reduction in CO2: firstly, the revamped pricing system proposed in the 1996 green paper, under which users cover more of the costs generated by transport, including social and environmental costs; and secondly, a radical overhaul of the present system of incentives, which have often had the perverse effect of stimulating a demand which is not needed for the development of economic activities and the well-being of the community. Other additional technical measures for reducing CO2 emis- sions are: to enhance vehicles’ energy efficiency and the use of alternative fuels, to reduce congestion and, more generally, reduce the impact of negative externalities. Regional and local authorities are already actively pursuing transport policies that are geared to these objectives, and are ready to make a further contribution to meeting the Kyoto targets by pursuing specific policies for horizontal integration between different transport modes and areas. Such policies can best be devised and applied at the local and regional level. The Committee agrees on the need to focus inter- 3. 7. the largest vention on the transport modes which emit amounts of CO2. This principally means road transport but also air transport, which produces the most CO2 per C 198/6 EN Official Journal of the European Communities 14. 7. 1999 passenger/km and per ton/km of freight. The Committee therefore calls on the Commission to encourage the price structures of transport to reflect the true costs of travel (1), by altering price structures so that sustainable transport becomes cheaper and more attractive at the point of use and vice-versa. Tolls should be a disincentive to transport by road where railways are an alternative. The Committee looks forward to receiving the Commission’s report on Air Transport and the Environment, and to commenting on the White Paper on Fair payment for infrastructure use. The Committee advocates that more emphasis should be put on promoting environmentally friendly alternative forms of transport such as walking and cycling. 3. 8. The Committee considers that new competition and market rules are vital for a more efficient transport system. The rationale for this innovation varies from country to country. The Committee asks the Commission to encourage the sharing of experience of competition to take place. In particular, the Committee asks the Commission to note that in the light of UK experience, deregulation and the advent of open market competition has not been universally advan- tageous. Open competition may lead to a cheap network but it will not necessarily lead to a transport system which fits consumer needs, provides customer services and is cognisant of the environmental impact. There must be caveats in the system and it cannot be assumed that the market will directly provide the best and most efficient system. Moreover, the experience of many EU countries which have not implemented deregulation programmes shows that state-owned transport companies do not necessarily pursue public goals. Conse- quently, the Committee considers that efforts must focus principally on regulatory issues by public institutions. It is essential that quality standards are provided within the service contract which include user benefits such as customer care. There must also be compliance with social requirements such as wage levels and working conditions. The Committee urges the Commission to consider competition within the context of environmental, customer, local and regional authorities’ concerns as well as operators’ concerns. The Committee particularly appreciates the emphasis 3. 10. placed on logistics as an instrument for reducing both transport costs and the distances travelled by individual vehicles, the aim being to reduce empty running and overall traffic. If properly enshrined in public policies, development of third-party logistics offers good potential for demand-side management of freight transport, as it reduces the impact of external-cost internalisation on prices. 3. 11. The communication devotes insufficient attention to urban freight transport. The Committee feels that this is a highly promising intervention area in which regional and local authorities could offer innovative solutions. The potential for rationalising the use of road space could do much to help achieve the Kyoto targets. Technological 3. 12. innovation policies, backed by tax instruments and voluntary agreements with vehicle manufac- turers, can play a key role in reducing emissions, especially from cars. However, experience has shown that replacing the vehicle fleet is a slow process if special measures are not taken to encourage scrapping. This means that technological innovations only produce significant results over the medium to long term. Moreover, technological advances relating to environmental factors can be neutralised by the increasing power and performance of new vehicles. Consequently, all measures implemented by the Member States or the Com- mission in this field should be accompanied by policies on fleet development and use. Regional and local authorities have made a major effort to speed up the introduction of innovations, offering manufacturers a prime market in the form of public vehicle fleets, including the official cars used by the authorities. Regional and local authorities can further assist by communicating with the business sector to assure them of the demand for green transport goods. 3. 9. Provisions must be aligned internationally and must ensure high levels of safety and environmental compatibility. To this end, the Committee approves the proposed instruments such as fuel taxation (with exceptions for public transport), the realignment of taxes on kerosene for air transport and, above all, the development of efficient pricing that more faithfully reflects the costs borne by society, and particularly social and environmental costs. The Green Paper on fair and efficient pricing provides a useful starting point which should be taken further and translated into practical measures. 3. 13. Regional and local policies have given effective sup- port for wider use of electric vehicles, vehicles with a very low fuel consumption and vehicles that use ‘green’ fuels. Such support should continue, not least because it provides a direct demonstration of the practical value of these innovative forms of vehicle. (1) As previously discussed in the Committee’s opinions, such as Opinion CdR 406/95 fin (OJ C 337, 11. 11. 1996, p. 13) on the Common Transport Policy Action Programme 1995-2000. 3. 14. Rail transport is undergoing major innovations, with the introduction of competition rules and the opening-up to new operators. The picture is changing rapidly, as local railways are being entrusted to regional operators, national radically changed, and transnational networks networks developing with the introduction of rail-freight freeways. Regional and local authorities will be called on to play a much 14. 7. 1999 EN Official Journal of the European Communities C 198/7 more effective role than hitherto, and to assume responsibility for managing demand and for planning and controlling supply at local level. Here the Committee considers that integration between the various functions of the network and the various regions is vital. system and the regional economy, including ex post monitoring of emission reductions. 3. 15. In the context of urban mobility, the Committee endorses the importance accorded to the development of public transport networks as an instrument for reducing CO2 emissions. The challenge for the future is for local and regional authorities to assist in the shift away from dependence on private cars and make transport systems more sustainable to achieve a new mobility culture. The communication’s suggestions regarding key parameters such as the energy efficiency of vehicle occupancy rates pave the way for more sophisticated public transport policies. Collective forms of transport such as car and van pooling, collective taxis and car sharing are interesting ideas and should also be taken into account in the public transport system. These important innovations could form the subject of a pilot-studies pro- gramme at European level. Co-operation between regional/ local authorities and businesses and other transport users will contribute greatly to the success of efforts to encourage wider use of public transport and a socially more efficient use of private cars. The Committee agrees that 3. 16. the development of short-distance sea shipping within the EU can help to improve intermodal balance and reduce road traffic, while improving energy consumption and reducing CO2 emissions. The Com- mittee wishes the Commission to note the importance of inland waterways in this aim also. However, the Committee stresses that such action will only be possible if it is part of a total transport system reorganised according to new logistical criteria and policies which encourage intermodality. 3. 17. Integrated, coherent organisation of the various con- stituents of the transport system is essential for meeting the targets set in the communication. This applies to intermodality and the development of combined transport, the development of short sea shipping and inland waterways, the creation of a network of international rail-freight corridors (freeways), rational organisation of road transport along terminal sections and over short to medium distances at least, and an effective interface with regional and urban transport. The key role of planning instruments, and of instru- 3. 18. ments for assessing the economic (and other) effects of action taken, has not yet been fully addressed. The Committee advocates the introduction of an Environmental Impact Assess- ment (EIA) as part of the transport plan. The subnational nature of regional and local authorities, and their detailed knowledge of local conditions, make them potentially an ideal forum for integrated planning that embraces the transport 4. Conclusions 4. 1. The Committee of the Regions welcomes the com- munication on transport and CO2. It endorses the analysis and the proposed sectoral abatement measures. However, thought must be given to further measures for curbing the increase in emissions, as although the increase is to be halved it will still be inconsistent with the Kyoto targets. 4. 2. The Committee attaches particular importance to the development of integrated regional transport planning, specifically designed to reduce transport demand. The Com- mittee encourages the Commission to further develop ways in which this can be implemented as part of a co-ordinated approach to achieving a new mobility culture. 4. 3. The Committee particularly supports the chosen sec- It agrees that CO2 abatement toral categories of action. measures will also benefit the economy and the environment, and that swift action is needed in six areas: — economising passenger-car fuel by, for example, continu- ing the development and production of vehicles with low fuel consumption ; — securing the adoption of fairer and more efficient pricing; — encouraging public transport, especially in urban centres, and completion of the single market in rail transport; — improving the environmental performance of air transport; — promoting short sea shipping; — encouraging modal integration and the development of intermodality. 4. 4. The Committee endorses the measures proposed for the various segments of the transport system, but notes the priority given to long-distance and to national and inter- national transport and the underestimation of the role which urban and local transport policy can play in reducing emissions and improving quality of life. However, measures taken in this policy sector make for lasting improvements in public health and the quality of local government in life. The role of encouraging environmentally and climate friendly transport management and reductions in greenhouse gas emissions must be recognised. The Committee agrees 4. 5. the various levels of government (national, regional, local) should that action plans at C 198/8 EN Official Journal of the European Communities 14. 7. 1999 consistently involve public and private players and should be backed by effective systems for monitoring trends in CO2 emissions and compliance with commitments at national and local level. Brussels, 11 March 1999. The President of the Committee of the Regions Manfred DAMMEYER Opinion of the Committee of the Regions on the ‘Communication from the Commission to the Council, the European Parliament, the Committee of the Regions and the Economic and Social Committee “Developing the Citizens’ Network — Why good local and regional passenger transport is important, and how the European Commission is helping to bring it about”’ (1999/C 198/03) THE COMMITTEE OF THE REGIONS, having regard to the Communication from the Commission to the Council, the European Parliament, the Committee of the Regions and the Economic and Social Committee ‘Developing the Citizens’ Network — Why good local and regional passenger transport is important, and how the European Commission is helping to bring it about’ (COM(1998) 431 final); having regard to the decision of the Commission of 13 July 1998, in accordance with the first paragraph of Article 198c of the Treaty establishing the European Community, to consult the Committee on the subject; having regard to the bureau decision of 15 July 1998 to instruct Commission 3 for Trans-European Networks, Transport and Information Society to draw up the relevant opinion; having regard to the draft opinion (CdR 436/98 rev. 1) adopted by Commission 3 on 22 January 1999 (rapporteur: Mr Panettoni), adopted the following opinion at its 28th plenary session of 10 and 11 March 1999 (meeting of 11 March). 1. Introduction 1. 1. The influence of local and regional passenger transport The Committee of the Regions recognises that trans- 1. 1. 1. port unquestionably plays a key role in the sustainable development which the Amsterdam Treaty singles out as one of the objectives of the European Union. 1. 1. 2. The Committee believes that a local and regional transport network meeting the highest standards of quality and sustainability must be created if territorial economic development plans are to be successfully implemented. A good local and regional transport network is crucial for a properly functioning national and European transport system. A system of this kind has multiple effects, all of considerable economic, environmental and social value. An efficient transport system is a key structural component in economic development plans, and hence in job-creation programmes. At the same time, it is a vital element for sustainable development processes since it helps to relieve traffic congestion, restore the environment, cut energy consumption and reduce pollution, particularly CO2. Efficient is also an effective instrument for containing and reducing the social exclusion of the economically disadvantaged, the unemployed, the disabled and the populations of peripheral and rural areas. In addition, it reinforces the territorial cohesion of vulnerable areas. local and regional transport 1. 1. 3. The Committee would highlight the basic fact that although demand for mobility has been on the rise for several


title: Ändrat förslag till Europaparlamentets och rådets direktiv om tillnärmning av medlemsstaternas lagstiftning om åtgärder mot utsläpp av gas- och partikelformiga föroreningar från dieselmotorer som används i fordon

eurovoc_concepts:
air quality
approximation of laws
combustion gases
diesel fuel
motor vehicle

text: 14. 4. 1999 SV Europeiska gemenskapernas officiella tidning C 103/5 II (F(cid:246)rberedande r(cid:228)ttsakter) KOMMISSIONEN ˜ndrat f(cid:246)rslag till Europaparlamentets och r(cid:229)dets direktiv om tilln(cid:228)rmning av medlemsstaternas lagstiftning om (cid:229)tg(cid:228)rder mot utsl(cid:228)pp av gas- och partikelformiga f(cid:246)roreningar fr(cid:229)n dieselmotorer som anv(cid:228)nds i fordon (1) (1999/C 103/05) (Text av betydelse f(cid:246)r EES) KOM(1999) 89 slutlig (cid:151) 97/0350(COD) (Framlagt av kommissionen enligt artikel 189a. 2 i EG-f(cid:246)rdraget den 12 mars 1999) (1) EGT C 173, 8. 6. 1998, s. 1. URSPRUNGLIGT F(cid:214)RSLAG ˜NDRAT F(cid:214)RSLAG Tolfte stycket i ingressen, beaktandemeningen or(cid:228)knad Det beh(cid:246)ver fastsl(cid:229)s att ytterligare betydande s(cid:228)nkningar av gr(cid:228)nsv(cid:228)rdena f(cid:246)r utsl(cid:228)pp, med h(cid:228)nsyn till resultaten fr(cid:229)n kommissionens Fordons- och oljeprogram II, (cid:228)r planerade fr(cid:229)n (cid:229)r 2005 f(cid:246)r att fr(cid:228)mja vidareutvecklingen av fordon utrus- tade med den senaste avgasreningstekniken. Om inte betydande framsteg g(cid:246)rs i riktning mot en v(cid:228)rldsomfattande harmoniserad provningsmetod, b(cid:246)r utsl(cid:228)ppsgr(cid:228)nserna f(cid:246)r dieselmotorer (cid:229)r 2005 vara baserade p(cid:229) den kombinerade provningsmetoden (med tv(cid:229) cykler). Det beh(cid:246)ver fastsl(cid:229)s att ytterligare betydande s(cid:228)nkningar av gr(cid:228)nsv(cid:228)rdena f(cid:246)r utsl(cid:228)pp, med h(cid:228)nsyn till resultaten fr(cid:229)n kommissionens Fordons- och oljeprogram II, (cid:228)r planerade fr(cid:229)n (cid:229)r 2005 f(cid:246)r att fr(cid:228)mja vidareutvecklingen av fordon utrus- tade med den senaste avgasreningstekniken. Om inte betydande framsteg g(cid:246)rs i riktning mot en v(cid:228)rldsomfattande harmoniserad provningsmetod, b(cid:246)r utsl(cid:228)ppsgr(cid:228)nserna f(cid:246)r dieselmotorer (cid:229)r 2005 vara baserade p(cid:229) den kombinerade provningsmetoden (med tv(cid:229) cykler). Trots detta b(cid:246)r man (cid:228)ven i forts(cid:228)ttningen verka f(cid:246)r att f(cid:229) till st(cid:229)nd en v(cid:228)rldsomfattande harmonisering av provningsmetoderna f(cid:246)r typgodk(cid:228)nnande. Fjortonde stycket i ingressen, beaktandemeningen or(cid:228)knad Senast den 31 december 1999 b(cid:246)r kommissionen redovisa utvecklingsl(cid:228)get n(cid:228)r det g(cid:228)ller avgasrenare f(cid:246)r tunga dieselfor- don och sambandet med br(cid:228)nslekvaliteten. Kommissionen b(cid:246)r ocks(cid:229) redovisa utvecklingsl(cid:228)get i fr(cid:229)ga om s(cid:228)rskilda milj(cid:246)v(cid:228)n- liga utsl(cid:228)ppsgr(cid:228)nser f(cid:246)r motorer som drivs med br(cid:228)nslen som gasol och naturgas. Senast den 31 december 1999 b(cid:246)r kommissionen redovisa utvecklingsl(cid:228)get n(cid:228)r det g(cid:228)ller avgasrenare f(cid:246)r tunga dieselfor- don och sambandet med br(cid:228)nslekvaliteten. Kommissionen b(cid:246)r ocks(cid:229) redovisa utvecklingsl(cid:228)get i fr(cid:229)ga om s(cid:228)rskilda milj(cid:246)v(cid:228)n- liga utsl(cid:228)ppsgr(cid:228)nser f(cid:246)r motorer som drivs med br(cid:228)nslen som gasol och naturgas. Kommissionen b(cid:246)r dessutom redovisa l(cid:228)get i f(cid:246)rhandlingarna om en v(cid:228)rldsomfattande harmonisering av provningsmetoderna f(cid:246)r typgodk(cid:228)nnande. C 103/6 SV Europeiska gemenskapernas officiella tidning 14. 4. 1999 URSPRUNGLIGT F(cid:214)RSLAG ˜NDRAT F(cid:214)RSLAG Artikel 2. 2 Fr(cid:229)n och med den 1 oktober (cid:229)r 2000 Fr(cid:229)n och med den 1 oktober (cid:229)r 2000 (cid:151) f(cid:229)r medlemsstaterna inte l(cid:228)ngre l(cid:228)mna EEG-typgodk(cid:228)nnan- den eller utf(cid:228)rda den handling som f(cid:246)reskrivs i artikel 10 i direktiv 70/156/EEG, i dess genom direktiv 87/403/EEG (cid:228)ndrade lydelse, och (cid:151) f(cid:229)r medlemsstaterna inte l(cid:228)ngre l(cid:228)mna EEG-typgodk(cid:228)nnan- den eller utf(cid:228)rda den handling som f(cid:246)reskrivs i artikel 10 i direktiv 70/156/EEG, i dess genom direktiv 87/403/EEG (cid:228)ndrade lydelse, och (cid:151) skall medlemsstaterna v(cid:228)gra l(cid:228)mna nationella typgodk(cid:228)n- (cid:151) skall medlemsstaterna v(cid:228)gra l(cid:228)mna nationella typgodk(cid:228)n- nanden nanden f(cid:246)r typer av diesel- eller gasmotorer och typer av fordon som framdrivs av diesel- eller gasmotorer vilkas avgasr(cid:246)kt(cid:228)thet och utsl(cid:228)pp av gas- och partikelformiga f(cid:246)roreningar inte uppfyller de gr(cid:228)nsv(cid:228)rden som anges i tabellerna i del 6. 2. 1 i bilaga I till direktiv 88/77/EEG, senast (cid:228)ndrat genom det h(cid:228)r direktivet. f(cid:246)r typer av diesel- eller gasmotorer och typer av fordon som framdrivs av diesel- eller gasmotorer vilkas avgasr(cid:246)kt(cid:228)thet och utsl(cid:228)pp av gas- och partikelformiga f(cid:246)roreningar inte uppfyller de gr(cid:228)nsv(cid:228)rden som anges p(cid:229) rad A i tabellerna i del 6. 2. 1 i bilaga I till direktiv 88/77/EEG, senast (cid:228)ndrat genom det h(cid:228)r direktivet. Artikel 2. 3 Fr(cid:229)n och med den 1 oktober 2001 skall medlemsstaterna Fr(cid:229)n och med den 1 oktober 2001 skall medlemsstaterna (cid:151) betrakta intyg om (cid:246)verensst(cid:228)mmelse, vilka (cid:229)tf(cid:246)ljer nya for- don eller nya motorer i enlighet med direktiv 70/156/EEG, s(cid:229)som inte l(cid:228)ngre giltiga vad avser artikel 7. 1 i n(cid:228)mnda direktiv, och (cid:151) betrakta intyg om (cid:246)verensst(cid:228)mmelse, vilka (cid:229)tf(cid:246)ljer nya for- don eller nya motorer i enlighet med direktiv 70/156/EEG, s(cid:229)som inte l(cid:228)ngre giltiga vad avser artikel 7. 1 i n(cid:228)mnda direktiv, och (cid:151) f(cid:246)rbjuda registrering, f(cid:246)rs(cid:228)ljning, idrifttagande och bruk av nya fordon som framdrivs av en diesel- eller gasmotor samt f(cid:246)rs(cid:228)ljning och bruk av nya diesel- eller gasmotorer (cid:151) f(cid:246)rbjuda registrering, f(cid:246)rs(cid:228)ljning, idrifttagande och bruk av nya fordon som framdrivs av en diesel- eller gasmotor samt f(cid:246)rs(cid:228)ljning och bruk av nya diesel- eller gasmotorer om motorns avgasr(cid:246)kt(cid:228)thet och utsl(cid:228)pp av gas- eller partikel- formiga f(cid:246)roreningar inte uppfyller de gr(cid:228)nsv(cid:228)rden som anges i tabellerna i punkt 6. 2. 1 i bilaga I till direktiv 88/77/EEG, senast (cid:228)ndrat genom det h(cid:228)r direktivet. om motorns avgasr(cid:246)kt(cid:228)thet och utsl(cid:228)pp av gas- eller partikel- formiga f(cid:246)roreningar inte uppfyller de gr(cid:228)nsv(cid:228)rden som anges p(cid:229) rad A i tabellerna i punkt 6. 2. 1 i bilaga I till direktiv 88/77/EEG, senast (cid:228)ndrat genom det h(cid:228)r direktivet. Artikel 4 Kommissionen skall senast tolv m(cid:229)nader efter det att detta direktiv tr(cid:228)tt i kraft, dock under alla omst(cid:228)ndigheter senast den 31 december 1999, inf(cid:246)r Europaparlamentet och r(cid:229)det l(cid:228)gga fram ett f(cid:246)rslag om ytterligare sk(cid:228)rpning av utsl(cid:228)ppsnor- merna f(cid:246)r fordon och motorer som omfattas av detta direktiv. Kommissionen skall senast tolv m(cid:229)nader efter det att detta direktiv tr(cid:228)tt i kraft, dock under alla omst(cid:228)ndigheter senast den 31 december 1999, inf(cid:246)r Europaparlamentet och r(cid:229)det l(cid:228)gga fram ett f(cid:246)rslag om ytterligare sk(cid:228)rpning av utsl(cid:228)ppsnor- merna f(cid:246)r fordon och motorer som omfattas av detta direktiv. Kommissionen skall vidare redog(cid:246)ra f(cid:246)r l(cid:228)get i f(cid:246)rhandlingarna om en v(cid:228)rldsomfattande harmoniserad provcykel. I f(cid:246)rslaget skall h(cid:228)nsyn tas till I f(cid:246)rslaget skall h(cid:228)nsyn tas till (cid:151) den (cid:246)versynsplan som beskrivs i artikel 3 i direktiv [. ] (cid:151) den (cid:246)versynsplan som beskrivs i artikel 3 i direktiv [. ] och artikel 9 i direktiv [. ] och artikel 9 i direktiv [. ], 14. 4. 1999 SV Europeiska gemenskapernas officiella tidning C 103/7 URSPRUNGLIGT F(cid:214)RSLAG ˜NDRAT F(cid:214)RSLAG (cid:151) utvecklingen av avgasreningstekniken f(cid:246)r diesel- och gas- motorer och sambandet mellan denna teknik och br(cid:228)nsle- kvaliteten, (cid:151) utvecklingen av avgasreningstekniken f(cid:246)r diesel- och gas- motorer och sambandet mellan denna teknik och br(cid:228)nsle- kvaliteten, (cid:151) utarbetandet av en v(cid:228)rldsomfattande harmoniserad provcy- (cid:151) utarbetandet av en v(cid:228)rldsomfattande harmoniserad provcy- kel f(cid:246)r typgodk(cid:228)nnandeprovning, kel f(cid:246)r typgodk(cid:228)nnandeprovning, (cid:151) fordonsburna diagnossystem f(cid:246)r motorer i tunga fordon, (cid:151) fordonsburna diagnossystem f(cid:246)r motorer i tunga fordon, (cid:151) relevanta best(cid:228)mmelser om livsl(cid:228)ngd. (cid:151) relevanta best(cid:228)mmelser om livsl(cid:228)ngd. F(cid:246)rslaget skall syfta till att uppn(cid:229) en betydande minskning av de f(cid:246)rorenande utsl(cid:228)ppen fr(cid:229)n de fordon och motorer som omfattas av detta direktiv. De str(cid:228)ngare gr(cid:228)nsv(cid:228)rdena skall b(cid:246)rja g(cid:228)lla tidigast den 1 oktober 2005 f(cid:246)r nya typ- godk(cid:228)nnanden. F(cid:246)rslaget skall syfta till att uppn(cid:229) en betydande minskning av de f(cid:246)rorenande utsl(cid:228)ppen fr(cid:229)n de fordon och motorer som omfattas av detta direktiv. De str(cid:228)ngare gr(cid:228)nsv(cid:228)rdena skall b(cid:246)rja g(cid:228)lla tidigast den 1 oktober 2005 f(cid:246)r nya typ- godk(cid:228)nnanden


title: Risoluzione legislativa recante il parere del Parlamento europeo sulla proposta di regolamento del Consiglio recante modifica del regolamento (CEE, Euratom, CECA) n. 259/68 che definisce lo statuto dei funzionari delle Comunità europee nonché il regime applicabile agli altri agenti di tali Comunità(COM(98)0312 C4-0332/98 98/0176 (CNS)) (Procedura di consultazione)

eurovoc_concepts:
approximation of laws
regulations for civil servants

formats: html print


title: WRITTEN QUESTION No. 762/99 by Anna KARAMANOU Balanced participation of men and women in decision-taking procedures

eurovoc_concepts:
civil servant
decision-making
gender equality
institutional structure
participation of women
power to appoint

text: 29. 11. 1999 EN Official Journal of the European Communities C 341/143 (1999/C 341/203) WRITTEN QUESTION P-0762/99 by Anna Karamanou (PSE) to the Commission (11 March 1999) Subject: Balanced participation of men and women in decision-taking procedures In view of the lack of progress in implementing the Council Recommendation of 2 December 1996 on the balanced participation of men and women in decision-taking procedures, will the Commission say what measures it intends to take to remedy this situation? In view also of Article 141 of the Treaty of Amsterdam, what positive actions does the Commission intend to promote in favour of the under-represented sex (namely, women)? Answer given by Mr Flynn on behalf of the Commission (9 April 1999) The Commission has taken a wide range of measures to realise the goals laid down in the Council Recommendation of 2 December 1996 referred to by the Honourable Member. Hence, for example, the Commission has encouraged the Member States to take the necessary measures to implement the Council Recommendation by organising a seminar for senior government officials in May 1998. It has also supported actions proposed by the Member States or by non-governmental organisations designed to promote the balanced participation of men and women in decision-taking procedures. These include a high-level conference to be hosted by the French authorities in Paris in April 1999, in which Member State ministers will be participating. Finally, the Commission has, in line with the Recommendation, requested the Member States to transmit a report before the end of May 1999 on the measures taken to implement the Recommendation. On the basis of the replies to the questionnaire circulated to the Member States, the Commission will prepare a report and transmit it to the Parliament, the Council and the Economic and Social Committee before year’s end. As regards the application of the Recommendation to its own administration, the Commission has since 1995 adopted annual targets for the appointment of women to management posts. Hence there has been a clear increase in the percentage of women over the years, notably at director level (19 female directors in December 1998 as opposed to four in January 1995) and at middle management level (heads of unit and advisers) (the percentage of women rose from 8,3 % to 11,4 % in the A category and from 28,2 % to 38,7 % in the LA category during the same period). On average women occupy 13,3 % of management posts in the Commission. The Honourable Member is also invited to consult the Commission’s answer to Written Question E-4089/98 by Mr Blak (1). As regards Article 141 of the post-Amsterdam EC Treaty, the Commission is currently studying the consequences of the entry into force of the Treaty and possible future developments. (1) OJ C 297, 15. 10. 1999. (1999/C 341/204) WRITTEN QUESTION P-0781/99 by Sören Wibe (PSE) to the Commission (22 March 1999) Subject: EU aid for company relocation Lear, the US motor vehicle components giant received a SKR 20 million subsidy when it opened a plant in Bengtfors, Sweden. The company has now decided to transfer part of its manufacturing activities to Portugal after securing about SKR 75 million worth of EU subsidies and SKR 75 million worth of tax breaks from Portugal. At least 350 people, mainly sewing machine operators, will lose their jobs at Bengtfors, where the workforce is up in arms. Should EU subsidies really be used to lure jobs away from one EU Member State to