om ändring av avtal mellan Sverige, Norge och EEG om civil luftfart
Regeringens proposition gt
1992/93:202 =
Prop.
1999/93:202 om ändring av avtal mellan Sverige, Norge och
992/93: EEG om civil luftfart
Regeringen föreslår riksdagen att anta de förslag som har tagits upp i
bifogade utdrag ur regeringsprotokollet den 22 april 1993.
På regeringens vägnar
Carl Bildt
Inger Davidson
Propositionens huvudsakliga innehåll
Regeringen föreslår att vissa tillägg till och en ändring av avtalet mellan Sverige, Norge och EEG om civil luftfart godkänns. Genom tilläggen kommer Sverige och Norge att omfattas av de regler som gäller inom EG från den 1 januari 1993 på den civila luftfartens område, det s.k. tredje luftfartspaketet. Tilläggen och ändringen har förhandlats fram bl.a. med tanke på att EES-avtalet inte kom att träda i kraft som planerat och med beaktande av behovet av att samma regler bör gälla i de skandinaviska länderna med tanke på det skandinaviska luftfartssamarbetet inom främst Scandinavian Airlines System, SAS.
Tilläggen föranleder ändringar i bl.a. lagen (1992:138) om tillämpning av avtal mellan Sverige, Norge och EEG om civil luftfart och luftfartslagen (1957:297).
I Riksdagen 1992193. I saml. Nr 202
Lag om ändring i lagen (1992:138) om tillämpning av avtal mellan Sverige, Norge och EEG om civil luftfart
Härigenom föreskrivs att 2 § och bilagan till lagen (1992:138) om tilllämpning av avtal mellan Sverige, Norge och EEG om civil luftfart skall
ha följande lydelse.
Nuvarande lydelse Föreslagen lydelse
2§ Följande bestämmelser i de i bilagan till avtalet upptagna rättsak-
terna nr 4, 5, 11, 12 och 17 skall gälla som lag här i landet.
1. Artiklarna 1-4, 8, 9, 11, 12, 14, 15 utom punkt 3, 16 utom punkt 3 samt 17-20 i rådets första förordning 62/17/EEG om tillämpning av fördragets artiklar 85 och 86, med vidtagna ändringar (nr 4).
2. Artiklarna 1-7, 9, 11, 12 utom 2. Artiklarna 1-7, 9, 11, 12 utom
punkt 3, 13 utom punkt 3 samt punkt 3, 13 utom punkt 3 samt
14-17 i rådets = förordning 14-17 i rådets förordning
87/3975/EEG om förfarandet för 87/3975/EEG om förfarandet för
tillämpning av konkurrensreglerna tillämpning av konkurrensreglerna
på företag inom luftfartssektorn (nr på företag inom luftfartssektorn,
5). med vidtagna ändringar (nr 5).
3. Artiklarna 1-9 i rådets förordning 91/295/EEG om införande av gemensamma regler om kompensation till passagerare som nekas ombordstigning på luftfartyg i regelbunden Iufttrafik (nr 11).
4. Artiklarna 1-19 och 22 i rådets förordning 89/2299/EEG om en uppförandekod för datoriserade bokningssystem (nr 12).
5. Artiklarna 1-8, 11, 13, 14-18 och 21 i rådets förordning 89/4064/EEG om kontroll av företagskoncentrationer (nr 17).
De angivna rättsakterna finns intagna som bilaga till denna lag.
I fråga om fullgörande i Sverige av skyldigheter enligt denna paragraf tillämpas 13 samt 15-19 88.
Rättsakt nr 4
FÖRORDNING nr 17
Rättsakt nr 5
RÅDETS FÖRORDNING (EEG) nr 3975/87
BILAGA
Förteckning som avses i artikel 2
k) avräkning och utjämning av konton mellan lufttrafikföretag genom en clearingcentral inklusive sådana tjänster som kan vara nödvändiga eller förknippade med detta; avräkning och utjämning av konton
mellan lufttrafikföretag och de agenter de utnämnt genom ett
centraliserat och automatiserat betalningssystem inklusive sådana tjänster som kan vara nödvändiga eller förknippade med detta.
av den 14 maj 1991 med ändring av förordningen (EEG) nr 3975/87 om förfarandet för
tillämpning av konkurrensreglerna på företag inom luftfartssektorn
EUROPEISKA GEMENSKAPERNAS RÅD HAR ANTAGIT DENNA FÖRORDNING
med beaktande av Fördraget om upprättandet av Europeiska ekonomiska
gemenskapen, särskilt artikel 87 i detta, med beaktande av kommissionens förslag!,
med beaktande av Europaparlamentets yttrande?,
med beaktande av Ekonomiska och sociala kommitténs yttrande?, och
med beaktande av följande:
Rådets förordning (EEG) nr 2342/90 av den 24 juli 1990 om biljettpriser för regelbunden luftfart" och rådets förordning (EEG) nr 2343/90?
om lufttrafikföretags tillträde till flyglinjer i regelbunden lufttrafik inom gemenskapen och om delning av passagerarkapaciteten mellan lufttrafik-
företag i regelbunden lufttrafik mellan medlemsstaterna förutser
ytterligare liberalisering av tariffsystemet inom gemenskapen.
Eftersom gemenskapens lufttransportpolitik kommer att göra det möjligt för lufttrafikföretag att konkurrera på grund av deras egna förtjänster och därigenom bidra till en mer dynamisk lufttransportsektor till förmån för konsumenterna, skall kommissionen ges möjlighet att omedelbart vidta åtgärder när lufttrafikföretag i strid med konkurrensreglerna vidtar åtgärder som kan hota livskraften hos de tjänster som utförs av en konkurrent eller till och med ett lufttrafikföretags existens och sålunda orsakar oåterkallelig skada på det på konkurrens uppbyggda systemet.
Det är lämpligt att införa en speciell ordning enligt vilken kommissionen snabbare kan använda konkurrensreglerna i fall när det föreligger ett angeläget behov av att förhindra, eller agera mot, sådana överträdelser av dessa regler.
Denna ordning bör erbjuda de berörda företagen tillfälle att yttra sig skriftligen över de förfaranden mot vilka invändningarna har gjorts.
Det är därför nödvändigt att ändra förordning (EEG) nr 3975/87?.
!EGT nr C 155, 26.6.1990, s. 7 och EGT nr C 101, 18.4.1991, s. 19. ?EGT nr C 48, 25.2.1991, s. 166. EGT nr C 41, 18.2.1991, s. 44.
SEGT nr L 217, 11.8.1990, s. 1.
SEGT nr L 217, 11.8.1990, s. 8. SEGT nr L 374, 31.12.1987, s. 1.
HÄRIGENOM FÖRESKRIVS FÖLJANDE. Prop . 1992/93:202
Artikel I
Förordning (EEG) nr 3975/87 ändras härigenom på följande sätt: 1. Följande artikel skall tillkomma :
Interimsåtgärder mot konkurrensbegränsande förfaranden
1. Om inte annat följer av tillämpningen av artikel 4.1 kan kommis-
sionen, om den förfogar över klara prima facie-bevis för att vissa
förfaranden strider mot artikel 85 eller 86 i fördraget och har till
syfte eller resultat att direkt hota en flygförbindelses existens och om
begagnandet av det normala förfarandet kan vara otillräckligt för att
skydda flygförbindelsen eller det berörda flygbolaget, genom beslut vidta interimsåtgärder för att säkerställa att dessa förfaranden inte
vidtas eller att de upphör samt lämna sådana anvisningar som behövs
för att hindra förekomsten av dessa förfaranden till dess att ett beslut
fattas enligt artikel 4.1.
2. Ett beslut som fattas i enlighet med punkt 1 skall gälla i högst sex
månader. Artikel 8.5 är inte tillämplig.” 2. Följande tillägg skall göras i artikel 13.1:
"e) att vidta varje åtgärd som har beslutats enligt artikel 4 a." 3. I artikel 16.1 skall "4 a," läggas ull efter "4,".
Artikel 2 Denna förordning träder i kraft dagen efter det att den offentliggjorts i Europeiska gemenskapernas officiella tidning. Denna förordning är till alla delar bindande och direkt tillämplig i alla medlemsstater.
Utfärdad i Bryssel den 14 maj 1991.
På rådets vägnar J.F. POOS Ordförande
RÅDETS FÖRORDNING (EEG) nr 2410/92
av den 23 juli 1992
om ändring av förordning (EEG) nr 3975/87 om förfarandet för tillämpning av
konkurrensreglerna på företag inom luftfartssektorn
EUROPEISKA GEMENSKAPERNAS RÅD HAR ANTAGIT Aven luftfart som utövas uteslutande inom en medlemsstat år
DENNA FÖRORDNING nu föremål för gemenskapens liberaliseringsåtgärder. Det är
därför önskvärt att regler fastställs enligt vilka kommissionen i nära och ständig kontakt med behöriga myndigheter i
med beaktande av Fördraget om upprättandet av Europeiska medlemsstaterna kan vidta nödvändiga åtgärder för au tillämpa ekonomiska gemenskapen, särskilt artikel 87 i detta, anikel 85 och 86 i fördraget på detta område inom luftfarten,
i sådana fall när handeln mellan medlemsstaterna kan påmed beaklande av kommissionens förslag! verkas.
med beaktande av Europaparlamentets yttrande?, Det är nödvändigt all skapa en säker och klar rättslig ram för
lutifanten inom en medlemsstat och samtidigt säkra en konsemed beaktande av Ekonomiska och sociala kommitténs kvent tillämpning av konkurrensreglerna. Räckvidden för
y'trande?, förordning (EEG) nr 3975/87 bör därför utvidgas till att omfatta inrikes lufttra lik. och med beaktande av följande:
Förordning (EEG) ar 3975/87" utgjorde del av ett paket av samordnade åtgärder, vidtagna av rådet som ett första steg HÄRIGENOM FÖRESKRIVS FÖLJANDE.
mot genomförandet av den inre marknaden på transportområdet; dess räckvidd begränsades därför till internationell Artikel I iuffan mellan gemenskapens flygplatser.
Ordet "internationella” skal utgå i artikel 1 21 förordning Kommissionen har följaktligen för närvarande inga möjligheter (EEG) or 397587.
att direkt undersöka fall av misstänkt överträdelse av arukel
85 och 86 i fördraget. Kommissionen saknar vidare befo- Artikel 2 genheter att fatta beslut eller införa sanktioner som är nödvändiga för att godkänna avtal enligt artikel 85.3 och för att Denna förordning träder i Kraft dagen efter det att den har få konstaterade överträdelser i samband med transport inom en offentliggjorts i Europeiska gemenskapernas officiella tid-
medlemsstat att upphöra. ning.
Denna förordning år till alla delar bindande och direkt tilllämplig i alla medlemsstater.
Utfärdad i Bryssel den 23 juli 1992
På rådeis vägnar
J. COPE
Ordförande
= EGT nr C 255, 30.8.1991, s. 9. EGT nr C 125, 18.5.1992, s. 130
was
EGT ar C 169, 6.7.1992, s. 13.
rr
EGT nr IL. 374, 31.12.1987, s. I
Denna lag träder i kraft den dag regeringen bestämmer.
Lag om ändring i luftfartslagen (1957:297)
Härigenom föreskrivs att det i luftfartslagen (1957:297) skall införas
två nya paragrafer, 2 kap. 2 a § och 7 kap. 3 a §, av följande lydelse.
Föreslagen lydelse
2 kap.
2a§ Utan hinder av 2 § får ett luftfartyg registreras i Sverige om
det ägs av ett lufttrafikföretag som
har sin centrala administration och
sitt huvudkontor i Norge eller i en
stat inom Europeiska ekonomiska gemenskapen om företaget till mer än hälften ägs och kontrolleras av en sådan stat eler av en medborgare i en sådan stat. Detta gäller dock bara så länge lagen (1992:1317) om ett europeiskt ekonomiskt samarbetsområde (EES) inte har trätt i kraft.
7 kap.
3a§ Utan hinder av 3 § får regeringen eller den myndighet regeringen bestämmer även ge tillstånd till luftfart i inrikes trafik till
ett lufttrafikföretag som har sin
centrala administration och sitt huvudkontor i Norge eller i en stat inom Europeiska ekonomiska gemenskapen om företaget till mer än hälften ägs och kontrolleras av en sådan stat eller av en medborgare i en sådan stat.
Denna lag träder i kraft den dag regeringen bestämmer.
Lag om ändring i lagen (1992:1317) om ett europeiskt
ekonomiskt samarbetsområde (EES)
Härigenom föreskrivs att ikraftträdandebestämmelserna till lagen (1992:1317) om ett europeiskt ekonomiskt samarbetsområde (EES) skall
ha följande lydelse.
Lydelse enligt prop. 1992/93:225 Föreslagen lydelse
I. Denna lag träder i kraft den 1. Denna lag träder i kraft den dag regeringen bestämmer. Föl- dag regeringen bestämmer. Föl-
jande bestämmelser i bilaga 1 får jande bestämmelser i bilaga 1 får
dock inte sättas i kraft före den 1 dock inte sättas i kraft före den 1 januari 1994: januari 1994: - artikel 81 a, b, d, e och f, - artikel 81 a, b, d, e och f,
- artikel 82. - artikel 82.
2. Regeringen får sätta lagen i 2. Regeringen får sätta lagen i kraft i förhållande till Liechtenstein kraft i förhållande till Liechtenstein
vid en senare tidpunkt än i för- vid en senare tidpunkt än i för-
hållande till andra avtalsslutande hållande till andra avtalsslutande
parter. parter.
3. Genom lagen upphävs lagen (1992:138) om tillämpning av avtal mellan Sverige, Norge och EEG om civil luftfart.
Utdrag ur protokoll vid regeringssammanträde den 22 april 1993
Närvarande: statsministern Bildt, ordförande, och statsråden B. Westerberg, Friggebo, Johansson, Laurén, Hörnlund, Svensson, Dinkelspiel, Hellsvik, Björck, Davidson, Könberg, Unckel, P. Westerberg, Ask
Föredragande: statsrådet Davidson
Proposition om ändring av avtal mellan Sverige, Norge och EEG om civil luftfart
I Inledning
I regeringens proposition 1992/93:93 om vissa luftfartsfrågor med anledning av avtalet om Europeiska ekonomiska samarbetsområdet (EES)
lämnades en kortfattad redogörelse om EG:s åtgärder för att avreglera den civila luftfarten inom gemenskapen. Den 1 januari 1993 trädde det
s.k. tredje luftfartspaketet i kraft inom EG. Det tredje luftfartspaketet
innebär bl.a. att luftfarten inom EG avregleras ytterligare och att lufttrafikföretag inom EG ges rätt att fritt trafikera de linjer de önskar mellan orter inom gemenskapen. Vidare innehåller paketet, tillsammans med de övriga rättsakter som tillkommit på området under senare tid,
regler om tillståndskrav för lufttrafikföretag, prissättning, harmonisering
av tekniska krav och administrativa procedurer, erkännande av certifikat för flygpersonal samt om fördelning av ankomst- och avgångstider vid större flygplatser. Slutligen ger paketet möjlighet till en utvidgad och förstärkt kontroll av konkurrensförhållandena inom den civila luftfarten.
Den viktigaste nyheten är möjligheten till inrikes luftfart på annat lands territorium, s.k. cabotage. Under en övergångstid fram till den 1 april 1997 får sådan inrikes luftfart begränsas till att ske endast i form av förlängning av en internationell flygsträcka; exempelvis skall ett brittiskt
lufttrafikföretag få öppna en linje London-Mönchen-Berlin och ta upp
passagerare för inrikes befordran mellan Mönchen och Berlin. Under övergångstiden får vidare endast en begränsad del av lufttrafikföretagets kapacitet användas för sådan inrikes trafik. Genom det tredje luftfartspaketet släpps prissättningen för luftfarten i princip fri och de traditio-
nella gränserna mellan reguljärflyg och charterflyg suddas ut. Fördel-
ningen av ankomst- och avgångstider på de stora flygplatserna skall ske
på ett konkurrensneutralt sätt. Kommissionen får också rätt att granska inrikestrafiken och ingripa vid missförhållanden. I nämnda proposition redovisades också kort innehållet i det avtal
mellan Sverige, Norge och EEG om civil luftfart, i det följande benämnt luftfartsavtalet, som trädde i kraft den 6 juli 1992. Från början var avsikten att luftfartsavtalet, som bygger på det s.k. andra luftfartspaketet,
skulle upphöra att gälla den dag EES-avtalet träder i kraft. Därefter
skulle det tredje luftfartspaketet införlivas i EES-avtalet när parterna förhandlat fram ett tilläggsavtal avseende de rättsakter som tillkommit inom EG på de områden som omfattas av EES-avtalet.
Sedan Schweiz efter folkomröstning sagt nej till EES-avtalet har
tidtabellen för EES-avtalet förändrats. Siktet är nu inställt på att det justerade EES-avtalet skall kunna träda i kraft senare under 1993, vilket
innebär att de tillkommande rättsakterna blir införlivade ännu något
senare. På grund av det etablerade samarbetet mellan de skandinaviska länderna på luftfartens område har i denna situation tanken väckts att låta luftfartsavtalet leva vidare en tid och att med avtalet snarast möjligt
införliva de rättsakter som ingår i det tredje luftfartspaketet.
Enligt de ursprungliga tankarna bakom EES-avtalet skulle även ett sålunda utvidgat luftfartsavtal upphöra att gälla när EES-avtalet träder i
kraft, och Sverige och Norge skulle då även i förhållande till EG återgå
till det andra luftfartspaketet enligt EES-avtalet. Denna återgång till ett tidigare rättsläge framstår i dag varken som en praktisk eller rättsligt tillfredsställande lösning.
Den blandade kommitté, som har upprättats med stöd av bestämmelserna i luftfartsavtalet, har därför under våren 1993 dels fattat ett beslut
den 26 mars 1993 om att komplettera luftfartsavtalet med nio nya
rättsakter, dels utarbetat ett förslag till ett tilläggsavtal med innebörden
att luftfartsavtalet skall fortsätta att tillämpas för en begränsad tid även sedan EES-avtalet trätt i kraft. Blandade kommitténs beslut på engelska
och i preliminär svensk översättning bör fogas till protokollet i detta ärende som bilaga 1. Förslaget till tilläggsavtalet på engelska och i preliminär svensk översättning bör fogas till protokollet i detta ärende som bilaga 2. De nya rättsakterna bör, i sin engelska lydelse fogas till
protokollet i detta ärende som bilaga 3. Översättning till svenska av
rättsakterna pågår, men några slutliga versioner föreligger ännu inte. Inom Kommunikationsdepartementet har preliminära svenska versioner
tillsammans med de danska texterna sammanställts i en särskild pro-
memoria (dnr K93/1125/2).
Enligt EES-avtalets artikel 120 skall bestämmelserna i EES-avtalet ha företräde framför vid tidpunkten för EES-avtalets ingående gällande
bilaterala och multilaterala avtal som binder EEG, å ena sidan, och en eller flera EFTA-stater, å andra sidan, i den utsträckning samma fråga regleras i EES-avtalet. Det var med hänsyn till denna bestämmelse logiskt att låta luftfartsavtalet upphöra att gälla i och med att EES-avtalet träder i kraft. När man nu vill åstadkomma en överlappning får man motivera detta med att de ytterligare friheter som nu införs inte regleras i EES-avtalet. Detta kan ske genom en tolkning av artikel 120 i EES-avtalet som innebär att de frågor som inte lösts i EES-avtalet, men
som regleras i luftfartsavtalet, inte anses reglerade av EES-avtalet enligt artikel 120. Därigenom kan luftfartsavtalet leva kvar i dessa delar tills
motsvarande regler kunnat införlivas med EES-avtalet. Den överenskommelse varigenom luftfartsavtalets giltighet förlängts innebär också att luftfartsavtalet skall upphöra att gälla två år efter det EES-avtalet trätt i kraft om inte den blandade kommittén beslutar annat och att EES-avtalet skall gälla framför luftfartsavtalet om de står i strid mot varandra.
Inom den blandade kommittén har man varit väl medveten om innehållet i artikel 120 i EES-avtalet när förslaget till tilläggsavtal utarbetades. De övriga EFTA-staterna har orienterats om att Sverige, Norge och EEG önskar att gå vidare med luftfartssamarbetet inom ramen
för luftfartsavtalet. Enligt uppgift har inga allvarligare invändningar förts
fram. Kommissionens rättsavdelning har vidare gjort den bedömningen att förslaget till tilläggsavtal med hänsyn till omständigheterna inte kan
anses oförenligt med artikel 120. Detta kommer till uttryck i förslagets
ingress.
Mot bakgrund av vad som nu sagts torde den förhållandevis snäva tolkning av artikel 120 i EES-avtalet som ligger till grund för förlängningen av luftfartsavtalet kunna godtas. Härvid bör också beaktas att de
fördragssiutande parterna i en gemensam deklaration till EES-avtalet har
uttalat sig för att situationer av det slag som kan uppstå om luftfartsavtalet inte förlängs bör undvikas.
Mot bakgrund av vad som nu sagts kan förlängningen av luftfartsavtalet
för tiden efter det att EES-avtalet trätt i kraft vad gäller det tredje
luftfartspaketet inte heller i övrigt anses stå i strid med Sveriges åtaganden enligt EES-avtalet. Luftfartsavtalet kommer därmed att
fortsätta att gälla även efter det att EES-avtalet trätt i kraft till dess sistnämnda avtal hunnit anpassas till det tredje luftfartspaketet om detta
sker inom rimlig tid. Därefter kan luftfartsavtalet upphöra att gälla.
I den blandade kommittén har man arbetat med ambitionen att de nya
reglerna skall kunna träda i kraft den 1 juli 1993. De berörda avtalspar-
ternas interna regler om godkännande och ratifikation kan dock medföra att ikraftträdandedagen kan komma att förskjutas.
I samband med förhandlingarna har kommissionen på Norges begäran avgivit en förklaring angående tillämpningen av förordningen (EEG) nr 2408/92 på de regionala flygtjänsterna i Norge. De flyglinjer som berörs är det flygnät (STOL-network, Short Take-Off and Landing) som
trafikeras med speciella flygplan som klarar av de korta start- och
landningsbanor som finns framför allt i norra Norge.
I denna förklaring redovisar kommissionen förordningens huvudprinciper samt möjligheterna att under och efter en övergångstid om tre år
från det att den aktuella förordningen träder i kraft i Norge tillförsäkra
en operatör fortsatt ensamrätt till trafiken på detta nät.
Kommissionen drar i korthet följande slutsatser. Nuvarande operatör kan ensam fortsätta trafiken i tre år räknat från den dag den aktuella förordningen träder i kraft i Norge. Även efter den dagen medför
övergångsbestämmelserna angående rätten till cabotage att det i praktiken
är omöjligt för ett annat EG-lufttrafikföretag att etablera konkurrerande
trafik före den 1 april 1997. Norge kan också upphandla samhällsviktig trafik på flyglinjerna innan treårsperioden löper ut. Om detta sker efter 1 ett offentligt anbudsförfarande har man rätt att ge koncessionären
ensamrätt på linjerna för ytterligare en treårsperiod framåt. Kommissionens tolkning är naturligtvis även relevant för flygtrafiken inom Sverige.
2 Närmare om innehållet i de nya rättsakterna
Rättsakten nr 21 - Förordning (EEG) ar 2407/92 ("licensieringsförordningen")
I denna rättsakt uppställs kraven på ett lufttrafikföretag för att det skall få operativt tillstånd att utföra lufttransporter av passagerare, post eller gods mot ersättning. Det skall alltid drivas med god ekonomi och på en hög säkerhetsnivå. För att skydda kunderna skall företaget dessutom vara tillräckligt försäkrat.
Av artikel 8.2 i förordningen följer att luftfartyg som ägs av företag inom gemenskapen skall få registreras i vilket land som helst inom gemenskapen.
Rättsakten nr 22 - Förordning (EEG) nr 2408/92 (marknadstillträde) Denna rättsakt ersätter delvis respektive bygger vidare på rådets
förordning 2343/90 av den 24 juli 1990 om lufttrafikföretags tillträde till
flyglinjer i regelbunden trafik inom gemenskapen och om delning av passagerarkapaciteten mellan lufttrafikföretag i regelbunden lufttrafik mellan medlemsstaterna, som ingår som rättsakt nr 1 i luftfartsavtalet, samt även delvis rådets förordning 294/91 av den 4 februari 1991 om bedrivande av flygfrakttrafik mellan medlemsstater, som ingår i
luftfartsavtalet som rättsakt nr 3. Rättsakten nr 22 utgör ett ytterligare steg för att upprätta den inre marknaden.
I denna rättsakt öppnas stegvis rätten för lufttrafikföretag inom EG att
öppna flyglinjer inom gemenskapen, alltså även mellan två orter i andra
stater än den i vilket lufttrafikföretaget har sitt säte. Vidare öppnas rätten till inrikes trafik i annat land än det där lufttrafikföretaget har sitt säte,
vilket innebär rätt till s.k. cabotage. Från den 1 januari 1993 och fram till den 1 april 1997 får cabotagerättigheten begränsas till att gälla endast
för en förbindelse som utgör en förlängning av en internationell linje och högst 50 Z av säsongskapaciteten på flyglinjen får utnyttjas för
inrikestrafik i annan stat. Från och med den 1 april 1997 skall inga restriktioner längre råda för ett EG-lufttrafikföretag att utföra inrikes trafik i regelbunden luftfart i vilket land som helst inom gemenskapen. Vidare upphävs genom denna rättsakt bl.a. nu gällande begränsningar i s.k. femte frihetsrättigheter och reglerna om utseende av flera lufttrafikföretag som gällde enligt artiklarna 8 resp. 6 i förordningen 2343/90.
Rättsakten nr 23 - Förordning (EEG) nr 2409/92 (biljettpriser) I denna förordning finns regler om biljettpriser och tariffer för lufttransporter uteslutande inom gemenskapen. I princip skall prissättningen vara fri, men viss kontroll skall i efterhand kunna ske av att baspriserna inte blivit för höga, t.ex. när ett företag kan utnyttja en faktisk ensamställning. Medlemsstaterna kan också ingripa mot prissänkningar om
konkurrenssituationen på en marknad blir sådan att de berörda flygföre-
tagen gör allmänt utbredda förluster på marknaden. Denna förordning
upphäver helt rådets förordning (EEG) nr 2342/90 av den 24 juli 1990
om biljettpriser för regelbunden luftfart, som ingår i luftfartsavtalet som rättsakt nr 2.
Rättsakten nr 24 - Förordning (EEG) nr 1284/91 (ändring av rättsakt nr 5) Denna rättsakt ger kommissionen möjlighet att snabbt ingripa mot ett lufttrafikföretag som inte följer konkurrensreglerna. Rättsakten motsvarar
den nästan ordagrant likalydande bestämmelse som återfinns i kapitel XI,
artikel 4 a i protokoll 4 till övervakningsavtalet och som ger motsvarande befogenheter till EFTA:s övervakningsmyndighet.
Rättsakten nr 25 - Förordning (EEG) nr 2410/92
(ändring av rättsakt nr 5)
Rådets förordning (EEG) nr 3975/87 av den 14 december 1987 om förfarandet för tillämpning av konkurrensreglerna på företag inom luftfartssektorn som finns med i det ursprungliga luftfartsavtalet som rättsakt nr 5 gäller enligt artikel 1.2 i sin ursprungliga lydelse endast för internationella lufttransporter mellan flygplatser inom gemenskapen. Genom
rättsakten nr 25 tas ordet "internationella" bort och förordningen blir
därför tillämplig även på inrikes lufttrafik.
Rättsakten nr 26 - Förordning (EEG) nr 2411/92 (ändring av villkoren för gruppundantag) Rådets förordning (EEG) nr 3976/87 av den 14 december 1987 om
tillämpningen av artikel 85.3 i fördraget på vissa kategorier av överens-
kommelser och samordnade förfaranden inom luftfartssektorn, som ingår i luftfartsavtalet som rättsakt nr 6, ändras genom denna rättsakt på så sätt att man begränsar de områden för vilka s.k. gruppundantag får beslutas. Med gruppundantag menas att vissa förfaranden undantas från Romfördragets hårda krav på fri konkurrens. Förordningen görs även tillämplig på inrikes lufttrafik.
Vidare ändras artikel 3. Tidigare gällde ett fastlagt sista datum efter vilket beslut om gruppundantag inte längre skall gälla. Nu gäller att nya 13
förordningar om gruppundantag även fortsättningsvis får beslutas men då
skall gälla för en begränsad period.
Rättsakten nr 27 - Förordning (EEG) nr 3922/91
(harmonisering av tekniska krav m.m.) Denna rättsakt, som gäller harmonisering av tekniska krav och admini-
strativa procedurer inom området civil luftfart, trädde i kraft den 1
januari 1992. Den innebär att man inom gemenskapen harmoniserar sina tekniska krav och administrativa procedurer vad gäller konstruktion, tillverkning, drift och underhåll av luftfartyg samt personer och
organisationer som sysslar med sådana uppgifter. Reglerna grundar sig
på de bestämmelser, JAR, som utarbetats av de gemensamma luftfarts-
myndigheterna (Joint Aviation Authorities, JAA). Detta organ är
associerat till den europeiska konferensen för civil luftfart (European Civil Aviation Conference, ECAC).
Rättsakten nr 28 - Direktiv 91/670 (godkännande av certifikat) Detta direktiv behandlar ömsesidigt godkännande av certifikat för förare, navigatörer och flygmaskinister inom den civila luftfarten. I huvudsak innebär det att medlemsstaterna skall harmonisera sina regler för utfärdande av certifikat och dessa skall därefter godkännas i andra medlemsstater utan att nya prov skall behöva avläggas. Vidare skall
antagningen till utbildning för sådana certifikat Öppnas för gemenskapens
medborgare på lika villkor.
Rättsakten nr 29 - Förordning (EEG) nr 95/93 (fördelning av ankomst- och avgångstider) I denna rättsakt ges regler för en konkurrensneutral fördelning av ankomst- och avgångstider, s.k. slots, vid gemenskapens flygplatser.
3 — Ändring i lagen (1992:138) om tillämpning av
avtal mellan Sverige, Norge och EEG om civil
luftfart
Rättsakterna nr 24 och 25 ovan innebär ändringar i rådets förordning (EEG) nr 3975/87, som ingår som rättsakt nr 5 i luftfartsavtalet.
Rättsakten nr 5 införlivades med svensk rätt genom lagen om tillämpning
av avtal mellan Sverige, Norge och EEG om civil luftfart. Ändringsför-
ordningarna bör därför även de införlivas med lagen.
De övriga nya rättsakterna kräver inte lagform för att införlivas med svensk rätt.
I den tidigare nämnda propositionen 1992/93:93 om vissa luftfartsfrågor med anledning av avtalet om Europeiska ekonomiska samarbetsområdet (EES) lämnades förslag bl.a. till ändring i 2 kap. 2 § och 7 kap. 3 § luftfartslagen (1957:297) utifrån EES-avtalets bestämmelser. Vidare föreslogs ett ytterligare stycke i lagrummet som skulle underlätta
genomförandet av det tredje luftfartspaketet inom ramen för kommande tillägg till EES-avtalet. Riksdagen antog förslagen (bet. 1992/93:TUS,
rskr. 1992/93:90). Lagändringarna träder i kraft den dag regeringen bestämmer.
För att göra det möjligt att från den dag som tilläggen till luftfartsavtalet träder i kraft tillåta att inrikes luftfart bedrivs av ett norskt lufttrafikföretag eller ett EG-lufttrafikföretag enligt reglerna i rådets förordning (EEG) nr 2408/92 av den 23 juli 1992 om EG-lufttrafikföretags tillträde till flyglinjer inom gemenskapen måste ytterligare en anpassning av luftfartslagens regler ske. Eftersom det i dagens läge kan antagas att luftfartsavtalet i sin nya lydelse kommer att vara i kraft en begränsad tid bör denna speciella lagändring ske genom att en ny paragraf, 7 kap. 3 a §, införs för att tillgodose behovet. När sedan EES-samarbetet kommit till stånd och utvecklats enligt planerna kan denna nya paragraf upphävas.
På samma sätt kan problemet med rätten att i Sverige registrera luftfartyg som ägs av lufttrafikföretag med säte i Norge eller i en EG-stat lösas genom att en "tillfällig" 2 a § i 2 kap. införs. Denna paragraf kan upphävas redan den dag EES-avtalet träder i kraft.
5 — Ändring i lagen om ett europeiskt ekonomiskt samarbetsområde (EES)
Lagen (1992:1317) om ett europeiskt ekonomiskt samarbetsområde (EES) innehåller en bestämmelse om att lagen (1992:138) om tillämpning av avtal mellan Sverige, Norge och EEG om civil luftfart skall upphävas.
Den bestämmelsen bör tas bort.
I sammanhanget bör beaktas att i regeringens proposition 1992/93:225 om godkännande av protokoll med justeringar av avtalet om Europeiska ekonomiska samarbetsområdet (EES) m.m. lämnas förslag till en annan
lydelse av ikraftträdandebestämmelserna. De två propositionernas
lagförslag behöver därför samordnas vid riksdagsbehandlingen.
6 : Upprättade lagförslag
I enlighet med vad jag nu har anfört har inom Kommunikationsdepartementet upprättas förslag till 1. lag om ändring i lagen (1992:138) om tillämpning av avtal mellan
Sverige, Norge och EEG om civil luftfart,
2. lag om ändring i luftfartslagen (1957:297),
3. lag om ändring i lagen (1992:1317) om ett europeiskt ekonomiskt
samarbetsområde (EES).
Beträffande förslaget 3 har samråd skett med statsrådet Dinkelspiel.
7 - Lagrådets hörande
Förslagen faller under Lagrådets granskningsområde. Med hänsyn till att det är av största vikt i förhållande till övriga berörda länder att avtalet kan träda i kraft den 1 juli 1993 eller i nära anslutning till denna tidpunkt måste riksdagen hinna behandla detta ärende under pågående riksmöte. Eftersom Lagrådets hörande skulle fördröja lagstiftningsärendets behandling så att avsevärt men skulle uppkomma, bör Lagrådets yttrande kunna underlåtas i detta fall.
8 Hemställan
Jag hemställer att regeringen föreslår riksdagen att
1. godkänna ett förslag till tilläggsavtal mellan Sverige, Norge
och EEG om civil luftfart i huvudsaklig överensstämmelse med den
blandade kommitténs förslag,
2. godkänna den blandade kommitténs beslut av den 26 mars 1993,
3. anta förslaget till lag om ändring i lagen (1992:138) om
tillämpning av avtal mellan Sverige, Norge och EEG om civil
luftfart,
4. anta förslaget till lag om ändring i luftfartslagen (1957:297),
5. anta förslaget till lag om ändring i lagen (1992:1317) om ett
europeiskt ekonomiskt samarbetsområde (EES).
Ärendet bör behandlas under innevarande riksmöte.
9 Beslut
Regeringen ansluter sig till föredragandens överväganden och beslutar att
genom proposition föreslå riksdagen att anta de förslag som före-
draganden lagt fram.
AGREEMENT BETWEEN THE EUROPEAN ECONOMIC = Prop. 1992/93:202 COMMUNITY, THE KINGDOM OF NORWAY AND Bilaga 1 THE KINGDOM OF SWEDEN ON CIVIL AVIATION
DECISION OF THE JOINT COMMITTEE 26. MARCH 1993
I
Pursuant to Article 12.3 in the Agreement between the European Economic Community, the Kingdom of Norway and the Kingdom of
Sweden on civil aviation the Joint Committee has decided that the following Regulations and Directive shall be integrated into the Agree-
ment and be added to the list in Annex I.
21. 2407/92
Council Regulation of 23 July 1992 on licensing of air carriers.
Articles 1-18
22. 2408/92
Council Regulation of 23 July 1992 on access for Community air carriers to intra-Community air routes.
Articles 1-15 The list of category 1 airports set out in Annex I of the Regulation shall be supplemented as follows: Norway: Oslo Airport System Sweden: Stockholm Airport System The list of airport systems set out in Annex II of the Regulation shall be supplemented as follows: Norway: Oslo - Fornebu/Gardermoen Sweden: Stockholm - Arlanda/Bromma
23. 2409/92
Council Regulation of 23 July 1992 on fares and rates for air Services. Articles 1-11
2 Riksdagen 1992193. I saml. Nr 202
24. 1284/91
Bilaga 1
Council Regulation of 14 May 199i amending Regulations No. 3975/87 laying down the procedure for the application of the rules on competition to undertakings in the air transport sector. Article 1
Any reference to Articles 85 or 86 in this Regulation shall be understood to mean Articles 4 or 5 of this Agreement respectively.
25. 2410/92
Council Regulation of 23 July 1992 amending Regulation No. 3975/87 laying down the procedure for the application of the rules on competition to undertakings in the air transport sector. Article 1 Any reference to Articles 85 or 86 in this Regulation shall be understood to mean Articles 4 or 5 of this Agreement respectively.
26. 2411/92
Council Regulation of 23 July 1992 amending Regulation No.
3976/87 on the application of Article 85(3) of the Treaty to certain
categories of agreements and concerted practices in the air transport
sector.
Article 1
Any reference to Articles 85 or 86 in this Regulation shall be
understood to mean Articles 4 or 5 of this Agreement respectively.
27. 3922/91
Council Regulation of 16 December 1991 on the harmonization of technical requirements and administrative procedures in the field of civil aviation. Articles 1-3, 5-11, 13
28. 91/670
Council Directive of 16 December 1991 on mutual acceptance of
personnel licences for the exercise of functions in civil aviation.
Articles 1-7 18
Bilaga 1
Council Regulation of 18 January 1993 on common rules for the
allocation of slots at Community airports.
Articles 1-13 The territory of Svalbard shall be exempted from the application of the Regulations and Directive listed above.
nn
In order to safeguard the proper functioning of the Agreement, the Joint
Committee in accordance with Article 12.3 recommends the Contracting
Parties to amend the Agreement as set out in the Annex to this decision.
Utd
Pursuant to Article 14.3. of the Agreement, the decision in I above is subject to approval or ratification by the Contracting Parties in accordance with their own procedures. This decision shall enter into force on 1 July 1993 or on the date on which the last instrument of ratification has been deposited in accordance with Article 23.3 of the Agreement whichever date is the later. For the European Economic Community
For the Kingdom of Norway
For the Kingdom of Sweden
Avtal mellan Europeiska ekonomiska gemenskapen, = Pilaga!
konungariket Norge och konungariket Sverige om
civil luftfart
Beslut av Blandade kommittén den 26 mars 1993
I
Enligt artikel 12.3 i avtalet mellan Sverige, Norge och EEG om civil luftfart har Blandade kommittén beslutat att följande förordningar och direktiv skall införlivas med avtalet och läggas till listan i bilaga I.
21. 2407/92
Rådets förordning av den 23 juli 1992 om utfärdande av tillstånd till lufttrafikföretag.
22. 2808/92
Rådets förordning av den 23 juli 1992 om EG-lufttrafikföretags tillträde till flyglinjer inom gemenskapen.
Listan över kategori-1-flygplatser i bilaga I till förordningen skall kompletteras med följande: Norge: Oslo flygplatssystem Sverige: Stockholms flygplatssystem
Listan över flygplatssystem i bilaga II till förordningen skall kompletteras med följande: Norge: Oslo - Fornebu/Gardermoen Sverige: Stockholm - Arlanda/Bromma
23. 2409/92
Rådets förordning av den 23 juli 1992 om biljettpriser och tariffer för luftfart.
24. 1284/91 Rådets förordning av den 14 maj 1991 om ändring av rådets
förordning (EEG) nr 3975/87 om förfarandet för tillämpning av konkurrensreglerna på företag inom luftfartssektorn.
Varje hänvisning till artiklarna 85 eller 86 i förordningen skall i Prop. 1992/93:202 stället gälla artiklarna 4 respektive 5 i detta avtal. Bilaga 1
25. 2410/92
Rådets förordning av den 23 juli 1992 om ändring av förordning (EEG) nr 3975/87 om förfarandet för tillämpning av konkurrensreglerna på företag inom luftfartssektorn.
Varje hänvisning till artiklarna 85 eller 86 i förordningen skall i stället gälla artiklarna 4 respektive 5 i detta avtal.
26. 2411/92
Rådets förordning av den 23 juli 1992 om ändring av förordning
(EEG) nr 3976/87 om tillämpningen av artikel 85.3 i fördraget på
vissa kategorier av överenskommelser och samordnade förfaranden inom luftfartssektorn.
Artikel I
Varje hänvisning till artiklarna 85 eller 86 i förordningen skall i stället gälla artiklarna 4 respektive 5 i detta avtal
27. 3922/91
Rådets förordning av den 16 december 1991 om harmonisering av tekniska krav och administrativa procedurer inom området civil luftfart.
28. 91/670
Rådets direktiv av den 16 december 1991 om ömsesidigt godkän-
nande av certifikat för personal med funktioner inom den civila luftfarten.
29. 95/93
Rådets förordning av den 18 januari 1993 om gemensamma regler för fördelning av ankomst- och avgångstider vid gemenskapens
flygplatser.
Svalbards territorium skall undantas från tillämpningen av förordningarna och direktivet som nämnts ovan.
För att säkerställa att avtalet får avsedd verkan, rekommenderar den Bilaga I blandade kommittén i enlighet med artikel 12.3 avtalsparterna att ändra avtalet på det sätt som framgår av bilagan till detta beslut.
m
I enlighet med artikel 14.3 i avtalet är beslutet under I ovan föremål för godkännande eller ratifikation av avtalsparterna enligt deras egna procedurer.
Detta beslut skall träda i kraft den 1 juli 1993 eller därefter den dag då
det sista ratifikationsinstrumentet har deponerats i enlighet med artikel 23.3 i avtalet.
Agreement between the European Economic Community, the Bilaga 2 Kingdom of Norway and the Kingdom of Sweden
Whereas the Agreement between the European Economic Community, the Kingdom of Norway and the Kingdom of Sweden on civil aviation,
hereinafter referred to as the Agreement, entered into force on 6 July 1992;
Whereas the Agreement establishes a uniform system of rules in the field of civil aviation;
Whereas since the conclusion of this Agreement new legislation in the
field of civil aviation has been adopted in the Community and whereas Article 12 of the Agreement provides for the integration in the Agree-
ment of amendments made to the legislation of each Party;
Whereas the Joint Committee, in accordance with Article 12 of the Agreement, decided on 26 March 1993 to integrate this new legislation in the Agreement;
Whereas this new legislation anticipates legislation that will be applicable under the EEA Agreement at the moment the internal procedures for its inclusion in the EEA Agreement are completed;
Whereas Article 19.3 of the Agreement provides that the Agreement shall
cease to be in force from the date an agreement between the Community
and EFTA countries on the European Economic Area enters into force;
Whereas, in order to ensure that the objective of the Agreement, a
uniform system of rules throughout the Community, Norway and
Sweden, will be met also after the entry into force of the EEA agreement for the time required to complete the procedures to supplement the legislation in the EEA Agreement, it is important that the Agreement remains in force for a limited period of time;
Whereas in view of these exceptional circumstances this agreement does not prejudice in any way the provisions of the EEA agreement and in particular not the application of article 120 of the EEA agreement;
HAVE AGREED AS FOLLOWS:
ARTICLE 1
Article 19.3 of the Agreement will be replaced by the following:
This Agreement shall cease to be in force from the date an
agreement between the EC and EFTA countries on the European 23
Economic Area enters into force.
However, as far as legislation mentioned in Annex 1 and adopted
in accordance with Article 12.3 is concerned, this Agreement shall Bilaga 2
continue to apply to the extent that the same subject matter is not
governed by the EEA agreement.
If this Agreement has continued to apply in part for 18 months after
the entry into force of the EEA agreement, the Joint Committee
shall meet to decide upon the continued application of this Agree-
ment. If the Joint Committee does not decide otherwise, this
Agreement shall cease to be in force two years after the entry into
force of the EEA agreement.
In a case where the application of this Article conflicts with
provisions of the EEA agreement, the latter shall prevail.
ARTICLE 2
This Agreement shall be subject to approval or ratification in accordance
with the Contracting Parties' own procedures and the Parties shall notify
each other of the completion of the procedures necessary for that purpose.
This Agreement shall enter into force on the date on which the last instrument of ratification has been deposited. It shall be published in the Official Journal of the European Communities.
This Agreement and the instruments of ratification shall be deposited in
the archives of the Secretariat of the Council of the European Communities, which shall deliver a certified copy thereof to each Contracting Party.
ARTICLE 3
This Agreement is drawn up in all the official languages: Danish, Dutch,
English, French, German, Greek, Italian, Portuguese, Spanish of the
Community as well as in the Norwegian and Swedish languages, all texts
being equally authentic.
For the European Economic Community
For the Kingdom of Norway
For the Kingdom of Sweden
BILAGA Bilaga 2
Avtal mellan Europeiska ekonomiska gemenskapen, Konungariket Norge och Konungariket Sverige
Avtalet mellan Sverige, Norge och EEG om civil luftfart, härefter benämnt avtalet, trädde i kraft den 6 juli 1992.
Avtalet lägger grunden för ett enhetligt regelsystem inom området civil luftfart.
Sedan detta avtal träffats har nya regler antagits inom gemenskapen inom området civil luftfart. Artikel 12 i avtalet ger möjlighet att revidera bestämmelserna i avtalet så att ändringar som gjorts i någon parts lagstiftning införlivas i avtalet.
Blandade kommittén beslöt den 26 mars 1993 enligt artikel 12 i avtalet att införliva denna nya lagstiftning i avtalet.
Denna nya lagstiftning föregriper lagstiftning som skall vara tillämplig under EES-avtalet så snart de interna procedurerna för dess införlivande i EES-avtalet har slutförts.
Artikel 19.3 i avtalet föreskriver att avtalet skall upphöra att gälla den dag ett avtal mellan gemenskapen och EFTA-stater om EES träder i kraft.
I syfte att säkerställa att målet för avtalet, ett enhetligt regelsystem för
gemenskapen, Norge och Sverige, skall uppnås även efter det att EES-avtalet trätt i kraft för den tid som krävs för att fullfölja procedurerna för att lägga till lagstiftningen till EES-avtalet, är det viktigt att avtalet förblir gällande för en begränsad tidsperiod.
Med hänsyn till dessa exceptionella omständigheter strider detta avtal inte på något sätt mot regleringen i EES-avtalet och speciellt inte på tillämpningen av artikel 120 i EES-avtalet.
HÄRIGENOM FÖRESKRIVS FÖLJANDE.
ARTIKEL 1
Artikel 19.3 i avtalet skall ersättas med följande:
Detta avtal skall upphöra att gälla den dag ett avtal mellan EGstaterna och EFTA-stater om EES träder i kraft.
Dock skall, såvitt gäller rättsakterna som omnämns i bilaga 1 och 25
som är antagna i enlighet med artikel 12.3, detta avtal fortsätta att
tillämpas i den utsträckning samma frågor inte regleras av EES- Prop. 1992/93:202
avtalet. Bilaga 2
Om detta avtal har fortsatt att tillämpas delvis under 18 månader
sedan EES-avtalet trätt i kraft, skall Blandade kommittén mötas för
att besluta om detta avtals fortsatta giltighet. Om Blandade
kommittén inte beslutar annat, skall detta avtal upphöra att gälla två år efter det att EES-avtalet har trätt i kraft.
I fall när tillämpningen av denna artikel står i strid med före-
skrifterna i EES-avtalet, skall det senare avtalet äga företräde.
ARTIKEL 2
Detta avtal skall godkännas eller ratificeras i enlighet med avtalsparternas
egna procedurer och parterna skall underrätta varandra om slutförandet av de nödvändiga procedurerna för detta.
Detta avtal träder i kraft den dag då det sista ratifikationsinstrumentet har deponerats. Det skall publiceras i Europeiska gemenskapernas officiella tidning.
Detta avtal och ratifikationsinstrumenten skall deponeras i arkiven på
Ministerrådets sekretariat, vilket skall överlämna en bestyrkt kopia till
var och en av de avtalsslutande parterna.
ARTIKEL 3
Detta avtal har upprättats på alla gemenskapens officiella språk: danska, holländska, engelska, franska, tyska, grekiska, italienska, portugisiska, spanska samt på norska och svenska språken. Alla texterna äger lika giltighet.
Bilaga 3
24.8. 92 Official Journal of the European Communities No L 240/1
(Acts whose publication is obligatory)
COUNCIL REGULATION (EEC) No 2407/92 of 23 July 1992
on licensing of air carriers
THE COUNCIL OF THE EUROPEAN COMMUNITIES, Whereas, however, it is necessary to allow Member States a
reasonable period, until 1 January 1993, for the
application of this Regulation; Having regard to the Treaty establishing the European Economic Community, and in particular Article 84 (2)
Whereas it is important to define non-descriminatory thereof,
requirements in relation to the location and control of an
undertaking applying for a licence; Having regard to the proposal from the Commission (!),
Whereas in order to ensure dependable and adequate Having regard to the opinion of the European service it is necessary to ensure that an air carrier is at all Parliament (2), times operating at sound economic and high safety levels;
Having regard to the opinion of the Economic and Social Whereas for the protection of users and other parties Committee (3), concerned it is important to ensure that air carriers are
sufficiently insured in respect of liability risks;
Whereas it is important to establish an air transport policy for the internal market over a period expiring on 31 Whereas within the internal market air carriers should be
December 1992 as provided for in Artide 8a of the able to use aircraft owned anywhere in the Community,
Treaty; without prejudice to the responsibilities of the licensing
Member State with respect to the technical fitness of the
carrier; Whereas the internal market shall comprise an area without internal frontiers in which the free movement of goods, persons, services and capital is ensured; Whereas it should also be possible to lease aircraft
registered outside the Community for a short term or in
exceptional circumstances, providing safety standards are Whereas the application in the air transport sector of the
equivalent to those applicable within the Community; principle of the freedom to provide services needs to take into account the specific characteristics of that sector;
Whereas procedures for the granting of licences to air Whereas in Council Regulation (EEC) No 2343/90 of 24 carriers should be transparent and non-discriminatory, July 1990 on access for air carriers to scheduled intra-Community air service routes and on the sharing of passenger capacity between air carriers on scheduled air services between Member States (4) the Council decided to HAS ADOPTED THIS REGULATION: adopt for implementation not later than 1 July 1992 common rules governing the licensing of air carriers;
Article 1
(!) OJ No C 258, 4. 10. 1991, p. 2.
(2) OJ No C 125, 18. 5. 1992, p. 140. 1. This Regulation concerns requirements för the granting (3) OJ No C 169, 6. 7. 1992, p. 15. and maintenance of operating licences by Member States in ("1)OJ No L 217, 11. 8. 1990, p. 8. relation to air carriers established in the Community.
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2. The carriage by air of passengers, mail and/or cargo, Article 3 performed by non-power driven aircraft and/or ultra-light power driven aircraft, as well as local flights not involving
1. Without prejudice to Article 5 (5), Member States shall carriage between different airports, are not subject to this
not grant operating licences or mamntain them in force Regulation. In respect of these operations, national law
where the requirements of this Regulation are not complied
concerning operating licences, if any, and Community and
with. national law concerning the air operator's certificate (AOC) shall apply.
2. An undertaking meeting the requirements of this
Article 2 Regulation shall be entitled to receive an operating licence.
Such licence does not confer in itself any rights of access to
specific routes or markets. For the purposes of this Regulation:
3. Without prejudice to Article 1 (2), no undertaking (a) 'undertaking" means any natural person, any legal established in the Community shall be permitted within the person, whether profit-making or not, or any official territory of the Community to carry by air passengers, mail body whether having its own legal personality or not; and/or cargo for cemuneration and/or hire unless the
undertaking has been granted the appropriate operating (b) "air carrier” means an air transport undertaking with a licence. valid operating licence;
Operating licence (c) "operating licence' means an authorization granted by the Member State responsible to an undertaking, permitting it to carry out carriage by air of passengers,
Article 4 mail and/or cargo, as stated in the operating, licence, for remuneration and/or hire;
1. No undertaking shall be granted an operating licence (d) "air operator's certificate (AOC) means a document by a Member State unless: issued to an undertaking or a group of undertakings by the competent authorities of the Member States which (a) its principal place of business and, if any, its registered affirms that the operator in question has the office are located in that Member State; and professional ability and organization to secure the safe
(b) its main occupation is air transport in isolation or operation of aircraft for the aviation activities specified in the certificate; combined with any other commercial operation of
aircraft or repair and maintenance of aircraft.
(e "business plan” means a detailed description of the air carrier's intended commercial activities for the period in 2. Without prejudice to agreements and conventions to question, in particular in relation to the market which the Community is a contracting party, the
development and investments to be carried out, undertaking shall be owned and continue to be owned
including the financial and economic implications of . directly or through majority ownership by Member States
these activities; and/or nationals of Member States. It shall at all times be
effectively controlled by such States or such nationals. (f) "management account) means a detailed statement of income and costs for the period in question including a
3. (a) Notwithstanding paragraphs 2 and 4, air carriers breakdown between air-transport-related and other
which have already been recognized in Annex I to activities as well as between pecuniary and
Council Regulation (EEC) No 2343/90 and non-pecuniary elements; .
Counäl Regulation (EEC) No 294/91 of 4
February 1991 on the operation of air cargo (g) "effective control” means a relationship constituted by
services between Member States (!) shall retain their rights, contracts or any other means which, either
rights under this and associated Regulations as long separately or jointly and having regard to the
as they meet the other obligations in this Regulation considerations of fact or law involved, confer the
and they continue to be controlled directly or possibility of directly or indirectly exercising a decisive
indirectly by the same third countries and/or by influence on an undertaking, in particular by:
nationals of the same third country as those
(a) the right to use all or part of the assets of an exercising such control at the time of adoption of
undertaking; this Regulation. Such control may, however, be
transferred to Member States and/or to Member (b) rights or contracts which confer a decisive influence State nationals at any time.
on the composition, voting or decisions of the
bodies of an undertaking or otherwise confer a
'decisive influence on the running of the business of
the undertaking. (!) OJ No L 36, 8. 2. 1991, p. 1.
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24. 8. 92 Official Journal of the European Communities No L 240/3
(b) The possibility of buying and selling shares under plan two months in advance of the period to which it refers
subparagraph (a) does not cover nationals who have shall constitute sufficient notice under this paragraph for
a significant interest in an air carrier of a third the purpose of changes to current operations and/or
country. circumstances which are included in that business plan.
4. Any undertaking which directly of indirectly participates in a controlling shareholding in an air carrier shall meet the requirements of paragraph 2.
4. If the licensing authority deems the changes notified
under paragraph 3 to have a significant bearing on the 5. An air carrier shall at all times be able on request to finances of the air carrier, it shall require the submission of demonstrate to the Member State responsible for the a revised business plan incorporating the changes in operating licence that it meets the requirements of this question and covering, at least, a period of 12 months from
its date of implementation, as well as all the relevant Article. The Commission acting at the request of a Member
information, including the data referred to in part B of the State shall examine compliance with the requirements of
Annex, to assess whether the air carrier can meet its this Article and take a decision if necessary.
existing and potential obligations during that period of 12
months. The licensing authority shall take a decision on the
revised business plan not later than three months after all
the necessary information has been submitted to it.
Article 5
1. Ån applicant air transport undertaking to which an operating licence is granted for the first time must be able
5. Eicensing authorities may, at any time and in any event to demonstrate to the reasonable satisfaction of the whenever there are clear indications that financial problems competent authorities of the licensing Member State that: exist with an air carrier licensed by them, assess its
financial performance and may suspend or revoke the (a) it can meet at any time its actual and potential licence if they are no longer satisfied that the air carrier can
obligations, established under realistic assumptions, for meet its actual and potential obligations for a 12-month
a period of 24 months from the start of operations; period. Licensing authorities may also grant a temporary
and licence pending financial reorganization of the air carrier
provided safety is not at risk. (b) it can meet its fixed and operational costs incurred from
operations according to its business plan and
established under realistic assumptions, for a period of
three months from the start of operations, without
taking into account any income from its operations. 6. An air carrier shall provide to its licensing authority
every financial year without undue delay the audited
accounts relating to the previous financial year. At any time 2. For the purpose of paragraph 1, each applicant shall
upon request of the licensing authority an air carrier shall submit a business plan for, at least, the first two years of provide the information relevant for the purposes of operation. The business plan shall also detail the paragraph 5 and, in particular, the data referred to in part applicant's financial links with any other commercial C of the Annex. activities in which the applicant is engaged either directly or through related undertakings. The applicant shall also provide all relevant information, in particular the data referred to in part A of the Annex.
7. (a) Paragraphs 1, 2, 3, 4 and 6 of this Article shall not 3. Ån air carrier shall notify in advance to its licensing apply to air carriers exclusively engaged in authority plans for: operation of a new scheduled service or operations with aircraft of less than 10 tonnes mto w a non-scheduled service to a continent or world region not (maximum take off weight) and/or less than 20 previously served, changes in the type or number of aircraft seats. Such air carriers shall at all times be able to used or a substantial change in the scale of its activities. It demonstrate that their net capital is at least ECU shall also notify in advance any intended mergers or 80 000 or to provide when required by the licensing acquisitions and shall notify its licensing authority within authority the information relevant for the purposes fourteen days of any change in the ownership of any single of paragraph S. A Member State may nevertheless shareholding which represents 10 Yo or more of the total apply paragraphs 1, 2, 3, 4 and 6 to air carriers shareholding of the air carrier or of its parent or ultimate Jicensed by it that operate scheduled services or holding company. The submission of a 12-month business whose turnover exceeds ECU 3 million per year.
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(b) The Commission may, after consulting the Member 2. (a) Without prejudice to paragraph 3, aircraft used by
States, increase as appropriate the values referred to an air carrier shall be registered, at the option of the
in subparagraph (a) if economic developments Member State issuing the operating licence, in its
indicate the necessity of such a decision. Such national register or within the Community.
change shall be published in the Official Journal of
the European Communities. (b) If a lease agreement for an aircraft registered within
the Community has been deemed acceptable under
(c Any Member State may refer the Commission's Article 10, a Member State shall not require the
decision to the Council within a time limit of one registration of that aircraft on its own register if this
month. The Council, acting by a qualified majority, would require structural changes to the aircraft.
may in exceptional circumstances take a different decision within a period of one month.
3. In the case of short-term lease agreements to meet
Article 6 temporary needs of the air carrier or otherwise in
exceptional circumstances, a Member State may grant
waivers to the requirement of paragraph 2 (a). 1. Where the competent authorities of a Member State require, for the purpose of issuing an operating licence, proof that the persons who will continuously and 4. When applying paragraph 2 (a) a Member State shall, effectively manage the operations of the undertaking are of subject to applicable laws and regulations, including those good repute or that they have not been declared bankrupt, relating to airworthiness certification, accept on its or suspend or revoke the licence in the event of serious national register, without any discriminatory fec and professional misconduct or a criminal offence, that without delay, aircraft owned by nationals of other Member State shall accept as sufficient evidence in respect Member States and transfers from aircraft registers of other of nationals of other Member States the production of Member States. No fee shall be applied to transfer of documents issued by competent authorities in the Member aircraft in addition to the normal registration fee. State of origin or the Member State from which the foreign national comes showing that those requirements are met.
Air operator's certificates (AOC) Where the competent authorities of the Member State of origin or of the Member State from which the foreign national comes do not issue the documents referred to in
Article 9 the first subparagraph, such documents shall be replaced by a declaration on oath — or, in Member States where there is no provision for declaration on oath, by a solemn 1. The granting and validity at any time of an operating declaration — made by the person concerned before a licence shall be dependent upon the possession of a valid competent judicial or administrative authority or, where . AOC specifying the activities covered by the operating appropriate, a notary or qualified professional body of the licence and complying with the criteria established in the Member State of origin or the Member State from which relevant Council Regulation. the person comes; such authority or notary shall issue a certificate attesting the authenticity of the declaration on oath or solemn declaration. 2. Until such time as the Council Regulation referred to in
paragraph 1 is applicable, national regulations concerning
the AOC, or equivalent title concerning the certification of 2. The competent authorities of Member States may
air transport operators, shall apply. require that the documents and certificates referred to in paragraph 1 be presented no more than three months after
their date of issue.
Article 10
Article 7
1. For the purposes of ensuring safety and liability An air carrier shall be insured to cover liability in case of standards an air carrier using an aircraft from another accidents, in particular in respect of passengers, luggage, undertaking or providing it to another undertaking shall cargo, mail and third parties. obtain prior approval for the operation from the
appropriate licensing authority. The conditions of the
approval shall be part of the lease agreement between the
Article 8
parties.
1. Ownership of aircraft shall not be a condition for granting or maintaining an operating licence but a Member 2. A Member State shall not approve agreements leasing State shall require, in relation to air carriers licensed by it aircraft with crew to an air carrier to which it has granted that they habe one or more aircraft at their disposal, an operating licence unless safety standards equivalent to through ownership or any form of lease agreement. those imposed under Article 9 are met.
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24.8. 92 Official Journal of the European Communities No L 240/5
General provisions 4. Decisions by Member States to grant or revoke
operating licences shall be published in the Official Journal
of the European Communities.
Article 11
1. An operating licence shall be valid as long as the air
Article 14 carrier meets the obligations of this Regulation. However, a Member State may make provision for a review one year after a new operating licence has been granted and every
1. In order to carry out its duties under Article 4 the five years thereafter.
Commission may obtain all necessary information from the
Member States concerned, which shall also ensure the 2. When an air carrier has ceased operations for six provision of information by air carriers licensed by them.
months or has not started operations for six months after
the granting of an operating licence, the Member State responsible shall decide whether the operating licence shall 2. When the information requested is not supplied within be resubmitted for approval. the time limit fixed by the Commission, or is supplied in
incomplete form, the Commission shall by decision
addressed to the Member State concerned require the 3. In relation to air carriers licensed by them, Member information to be supplied. The decision shall specify what States shall decide whether the operating licence shall be information is required and fix an appropriate time limit resubmitted for approval in case of change in one or more within which it is to be supplied. elements affecting the legal situation of the undertaking and, in particular, in the case of mergers or takeovers. The air carrier(s) in question may continue its (their) operations 3. If the information required under paragraph 2 is not unless the licensing authority decides that safety is at risk, provided by the time limit set or the air carrier has not stating the reasons. otherwise demonstrated that it meets the requirements of
Article 4, the Commission shall, except where special
circumstances exist, fortchwith inform all Member States of
Article 12
the situation. Member States may, until notified by the
Commission that documentation has been provided to An air carrier against which insolvency or similar demonstrate the fulfilment of the requirements in question, proceedings are opened shall not be permitted by a suspend any market access rights to which the air carrier is Member State to retain its operating licence if the entitled under Council Regulation (EEC) No 2408/92 of competent body in that Member State is convinced that 23 July 1992 on access for Community air carriers to there is no realistic prospect of a satisfactory financial intra-Comunity air routes (!). reconstruction within a reasonable time.
Article 15
Article 13
In addition to the rules of this Regulation the air carrier
shall also respect the requirements of national law 1. Procedures for the granting of operating licences shall
compatible with Community law. be made public by the Member State concerned and the Commission shall be informed.
Article 16 2. The Member State concerned shall take a decision on an application as soon as possible, and not later than three months after all the necessary information has been Notwithstanding Article 3 (1), operating licences in force in submitted, taking into account all available evidence. The a Member State at the date of entry into force of the decision shall be communicated to the applicant air Regulation shall remain valid, subject to the laws on the transport undertaking. A refusal shall indicate the reasons basis of which they were granted, for a maximum period of thereior. one year except in the case of Article 4 (1) (b) for which a
maximum period of three years shall apply, during which
periods the air carriers holding such licences shall make the 3. An undertaking whose application for an operating necessary arrangements to conform with all the licence has been refused may refer the question to the requirements of this Regulation. For the purposes of this Commission. If the Commission finds that the Article, carriers holding operating licences shall be deemed requirements of this Regulation have not been fulfilled it shall state its views on the correct interpretation of the Regulation without prejudice 10 Anicle 169 of the Treaty. (1) See page 8 of this Official Journal.
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No L 240/6 Official Journal of the European Communities 24.8. 92
to include carriers legitimately operating with a valid AOC communicate any such measures to the Commission when at the date of entry into force of this Regulation but adopted. without holding such licences.
This Article shall be without prejudice to Article 4 (2) (3) Article 18 (4) and (5) and Article 9, except that air carriers which operated by virtue of exemptions prior to the entry into force of this Regulation may continue to do so, for a period 1. Member States and the Commission shall cooperate in
implementing this Regulation. not exceeding the maximum periods specified above, pending enquiries by Member States as to their compliance with Article 4. 2. Confidential information obtained in application of
this Regulation shall be covered by professional secrecy.
Article 17
Article 19 Member States shall consult the Commission before adopting laws, regulations or administrative provisions in implementation of this Regulation. They shall This Regulation shall enter into force on 1 January 1993.
This Regulation shall be binding in its entirety and directly applicable in all Member
States.
Done at Brussels, 23 July 1992
For the Council
The President
J. COPE
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24. 8. 92 Official Journal of the European Communities No L 240/7
ANNEX
Information for use in association with Article 5 of financial fitness of air carriers
. ÅA. Information to be provided by a first-time applicant from a financial fitness point of view 1. The most recent internal management accounts and, if available, audited accounts for the previous
financial year. 2. A projected balance sheet, including profit and loss account, for the following two years. 3. The basis for projected expenditure and income figures on such items as fuel, fares and rates, salaries,
maintenance, depreciation, exchange rate flucruations, airport charges, insurance, etc. Traffic/revenue
forecasts. 4. Details of the start-up costs incurred in the period from submission of application to commencement of
operations and an explanation of how it is proposes to finance these costs. 5. Details of existing and projected sources of finance. 6. Details of shareholders, including nationality and type of shares to be held, and the Articles of
Association. If part of a group of undertakings, information on the relationship berween them. 7. Projected cash-flow statements and liquidity plans for the first two years of operation. 8. Details of the finanäng of aircraft purchase/leasing including, in the case of leasing, the terms and
conditions of contract. B. Information to be provided for of the continuing financial fitness of existing licence holders planning a change in their structures or in their activities with a significant bearing on their finances 1. If necessary, the most recent internal management balance sheet and audited accounts for the previous
financial year.
2. Precise details of all proposed changes e.g. change of type of service, proposed takeover or merger,
modifications in share capital, changes in sharcholders, etc. 3. A projected balance sheet, with a profit and loss account, for the current financial year, including all
proposed changes in structure or activities with a significant bearing on finances. 4, Past and projected expenditure and income figures on such items as fuel, fares and rates, salaries,
maintenance, depreciation, exchange rate fluctuations, airport charges, insurance, etc. Traffic/revenue
forecasts.
S. Cash-flow statements and liquidity plans for the following year, including all proposed changes in
structure or activities with a significant bearing on finances. 6. Details of the financing of aircraft purchase/leasing including, in the case of leasing, the terms and
conditions of contract. C. Information to be provided for of the continuing financial fitness of existing licence holders 1. Audited accounts not later than six months after the end of the relevant period and, if necessary, the '
most recent internal management balance sheet. 2. A projected balance sheet, including profit and loss account, for the forthcoming year. 3. Past and projected expenditure and income figures on such items as fuel, fares and rates, salaries,
maintenance, depreciation, exchange rate fluctuations, airport charges, insurance, etc. Traffic/revenue
forecasts.
4. Cash-flow statements and liquidity plans for the following year.
3 Riksdagen 1992193. I saml. Nr 20
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No L 240/8 Official Journal of the European Communities 24. 8. 92
COUNCIL REGULATION (EEC) No 2408/92
of 23 July 1992
on access for Community air carriers to intra-Community air routes
THE COUNCIL OF THE EUROPEAN COMMUNITIES, Whereas in Regulation (EEC) No 2343/90 the Counal
decided to abolish capacity restrictions berween Member
States by 1 January 1993; Having regard to the Treaty establishing the European Economic Community, and in particular Article 84 (2)
Whereas in Regulation (EEC) No 2343/90 the Council thereof,
confirmed that cabotage traffic rights are an integral part of
the internal market; Having regard to the proposal from the Commission (!),
Whereas arrangements for greater cooperation over the use Having regard to the opinion of the European of Gibraltar airport were agreed in London on 2 December Parliament (2), 1987 by the Kingdom of Spain and the United Kingdom in
a joint declaration by the Ministers of Foreign Affairs of
the two countries, and such arrangements have yet to come Having regard to the opinion of the Economic and Social into operation; Committee (3),
Whereas the development of the air traffic system in the Whereas it is important to establish an air transport policy
Greek islands and in the Atlantic islands comprising the for the internal market over a period expiring on 31
autonomous region of the Azores is at present inadequate December 1992 as provided for in Article 8a of the
and for this reason airports situated on these islands should Treaty;
be temporarily exempted from the application of this
Regulation; Whereas the internal market shall comprise an area without internal frontiers in which the free movement of
Whereas it is necessary to abolish restrictions concerning goods, persons, services and capital is ensured;
multiple designation and fifth-freedom traffic rights and
phase in cabotage rights in order to stimulate the Whereas Council Decision 87/602/EEC of 14 December development of the Community air transport sector and 1987 on the sharing of passenger capacity' between air improve services for users; carriers on scheduled air services between Member States and on access for air carriers to scheduled air service routes berween Member States (4) and Counal Regulation (EEC) Whereas it is necessary to make special provision, under No 2343/90 of 24 July 1990 on access for air carriers to limited circumstances, for public service obligations scheduled intra-Community air service routes and on the necessary for the maintenance of adequate air services to
national regions; sharing of passenger capacity between air carriers on scheduled air services between Member States (5) constitute the first steps- towards achieving the internal market in
Whereas it is necessary to make special provision for new respect of access for Community air carriers to schedules
air services between regional airports; intra-Community air routes;
Whereas for air transport planning purposes it is necessary Whereas Regulation (EEC) No 2343/90 provides that the Council shall decide on the revision of that Regulation by to give Member States the right to establish non-
30 June 1992 ar the latest; discriminatory rules for the distribution of air traffic
between airports within the same airport systern;
Whereas in Regulation (EEC) No 2343/90 the Council decided to adopt rules governing route licensing for Whereas the exercise of traffic rights has to be consistent implementation not later than 1 July 1992; with operational rules relating to safety, protection of the
environment and conditions concerning airport access and
has to be treated without discrimination;
(1) OJ No C 258, 4. 10. 1991, p. 2.
Whereas, taking into account problems of congestion or
(2) OJ No C 125, 18. 5. 1992, p. 146.
(2) OJ No C 169, 6. 7. 1992, p. 15. environmental problems, it is necessary to include the (1) OJ No L 374, 31. 12. 1987, p. 19. possibility of imposing certain limitations on the exercise of
(5) OJ No L 217, 11. 8. 1990, p. 8. traffic rights;
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24.8.9N2 Official Journal of the European Communities No L 240/9
Whereas, taking into account the competitive market (b) 'Community air carrier means an air carrier with a situation, provision should be made to prevent unjustifiable valid operating licence granted by a Member State in economic effects on air carriers; accordance with Council Regulation (EEC) No
2407/92 of 23 July 1992 of licensing of air Whereas it is necessary to specify the duties of Member carriers (2); States and air carriers for the purposes of providing necessary information; (c) "air service” means a flight or a series of flights carrying
passengers, cargo and/or mail for remuneration and/or
hire; Whereas it is appropriate to ensure identical assessment and evaluation of market access for the same types of air services; (d) scheduled air service" means a series of flights
possessing all the following characteristics: Whereas it is appropriate to deal with all matters of market (i) it is performed by aircraft for the transport of access in the same Regulation; passengers, cargo and/or mail for remuneration, in
such a manner that on each flight seats are available Whereas this Regulation partially replaces Regulation for individual purchase by members of the public (EEC) No 2343/90 and Council Regulation (EEC) No (either directly from the air carrier of from its 294/91 of 4 February 1991 on the operation of air cargo authorized agents); services between Member States (!),
(ii) it is operated so as to serve traffic between the same
two or more airports, either:
1. according to a published timetable; or HAS ADOPTED THIS REGULATION:
2. with flights so regular or frequent that they
Article 1 constitute a recognizably systematic series;'
1. This Regulation concerns access to routes within the (e) "flight" means a departure from a specified airport Community for scheduled and non-scheduled air services. towards a specified destination airport;
2. The application of this Regulation to the airport of (f) "traffic right means the right of an air carrier to carry Gibraltar is understood to be without prejudice to the passengers, cargo and/or mail on an air service respective legal positions of the Kingdom of Spain and the between tow Community airports;
United Kingdom with regard to the dispute over
sovereignty over the territory in which the airport is (g) 'seat-only sales” means the sale of seats, without any situated. other service bundled, such as accommodation, directiy
to the public by the air carrier or its authorized agent or
a charterer; | 3. Application of the provisions of this Regulation to Gibraltar airport shall be suspended until the arrangements in the joint declaration made by the Foreign Ministers of (h) "Member State(s) concerned" means the Member the Kingdom of Spain and the United Kingdom on 2 State(s) berween or within which an air service is December 1987 have come into operation. The operated; Governments of Spain and the United Kingdom will so inform the Council on that date. (i "Member 'State(s) involved” means the Member State(s)
concerned and the Member State(s) where the air
carrier(s) operating the air service is (are) licensed; 4. Airports in the Greek islands and in the Altantic islands comprising the autonomous region of the Azores shall be exempted from the application of this Regulation until 30 (j) State of registration” means the Member State in which June 1993. Unless otherwise decided by the Council, on a the licence referred to in (b) is granted; proposal from the Commission, this exemption shall apply for a further period of five years and may be continued for (k) airport” means any area in a Member State which is five years thereafter. open for commercial air transport operations;
Article 2 (1) "regional airport” means any airport other than one
listed in Annex I as a category 1 airport; For the purposes of this Regulation:
(m)'airport system means two or more airports grouped (a) "air carrier” means an air transport undertaking with a
together as serving the same city or conurbation, as
valid operating licence;
indicated in Annex II;
(!) OJ No L 36, 8. 2. 1991, p. 1. (2) See page 1 of this Official Journal.
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(n) 'capacity' means the number of seats offered to the in its territory, any such route being considered vital
general public on a scheduled air service over a given for the economic development of the region in
period; which the airport is located, to the extent necessary
to ensure on that route the adequate provision of (0) "public service obligation' means any obligation scheduled air services satisfying fixed standards of
imposed upon an air carrier to take, in respect of any continuity, regularity, capacity and pricing, which
route which it is licensed to operate by a Member standards air carriers would not assume if they were
State, all necessary measures to ensure the provision of solely considering their commercial interest. The
a service satisfying fixed standards of continuity, Commission shall publish the existence of this
regularity, capacity and pricing, which standards the public service obligation in the Official Journal of
air carrier would not assume if it were solely the European Communities. considering its commercial interest.
(b) The adequacy of scheduled air services shall be
Article 3 assessed by the Member States having regard to:
1. Subject to this Regulation, Community air carriers shall be permitted by the Member State(s) concerned to (i) the public interest; exercise traffic rights on routes within the Community.
(ii) the possibility, in particular for island regions, 2. Notwithstanding paragraph 1, before 1 April 1997 a of having recourse to other forms of transport Member State shall not be required to authorize cabotage and the ability of such forms to meet the traffic rights within its territory by Community air carriers transport needs under consideration; licensed by another Member State, unless:
(i) the traffic rights are exercised on a service which (iii the air fares and conditions which can be
constitutes and is scheduled as an extension of a service quoted to users; from, or as a preliminary of a service to, the State or registration of the carrier;
(iv) the combined effect of all air carriers operating (ii) the air carrier does not use, for the cabotage service, or intending to operate on the route.
more than 50 4 of its seasonal capacity on the same
service of which the cabotage service constitutes the
extension or the preliminary. (c) In instances where other forms of transport cannot
ensure an adequate and uninterrupted service, the
Member States concerned may include in the public 3. Ån air carrier operating cabotage services in service obligation the requirement that any air accordance with paragraph 2 shall furnish on request to the carrier intending to operate the route gives a Member State(s) involved all information necessary for the guarantee that it will operate the route for a certain implementation of the provisions of that paragraph. period, to be specified, in accordance with the other
terms of the public service obligation.
4. Norwithstanding paragraph 1, before 1 April 1997 a Member State may, without discrimination on grounds of
(d) If no air carrier has commenced or is about the nationality of ownership and air carrier identity, whether
commence scheduled air services on a route in incumbent or applicant on the routes concerned, regulate
accordance with the public service obligation which access to routes within its territory for air carriers licensed
has been imposed on that route, then the Member by it in accordance with Regulation (EEC) No 2407/92
State may limit access to that route to only one air while otherwise not prejudging Community law and, in
carrier: for a period of up to three years, after which particular, competition rules.
the situation shall be reviewed. The right to operate
such services shall be offered by public tender either
singly or for a group of such routes to any
Article 4 Community air carrier entitled to operate such air
services. The invitation to tender shall be published 1. (a) A Member State, following consultations with the in the Official Journal of the European
other Member States concerned and after having Communities and the deadline for submission of
informed the Commission and air carriers operating tenders not be earlier than one month after the day
on the route, may impose a public service obligation of publication. The submissions made by air
in respect of scheduled air services to an airport carriers shall forthwith be communicated to the
serving a peripheral or development region in its other Member States concerned and to the
territory or on a thin route to any regional airport Commission.
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24. 8. 92 Official Journal of the European Communities No L 240/11
(e) The invitation to tender and subsequent contract Commission shall carry out an investigation and within shall cover, inter alia, the following points: two months of receipt of the request shall take a decision
on the basis of all relevant factors on whether paragraph 1 (i) the standards required by the public service shall continue to apply in respect of the route concerned.
obligation;
(ii) rules concerning amendment and termination 4, The Commission shall communicate its decision to the
of the contract, in particular to take account Council and to the Member States. Any Member State may
of unforeseeable changes; refer the Commission's decision to the Council within a
time limit of one month. The Council, acting by a qualified (iii) the period of validity of the contract;
majority, may take a different decision within a period of (iv) penalties in the event of failure to comply with one month.
the contract.
Article 5 (f => The selection among the submissions shall be made as soon as possible taking into consideration the
On domestic. routes for which at the time of entry into adequacy of the service, including the prices and conditions which can be quoted to users, and the force of this Regulation an exclusive concession has been
granted by law or contract, and where other forms of
cost of the compensation required from the Member
State(s) concerned, if any. transport cannot ensure an adequate and uninterrupted
service, such a concession may continue until its expiry
date or for three years, whichever deadline comes first. (8 Notwithstanding subparagraph (f), a period of two months shall elapse after the deadline for submission of tenders before any selection is made,
Article 6 in order to permit other Member States to submit
comments.
1. Notwichstanding Article 3, a Member State may, (h) A Member State may reimburse an air carrier, where one of the air carriers licensed by it has started to which has been selected under subparagraph (f), for operate a scheduled passenger air service with aircraft of no satisfying standards required by a public service more than 80 seats on a new route between regional
obligation imposed under this paragraph; such airports where the capacity does not exceed 30 000 seats
reimbursement shall take into account the costs and per year, refuse a scheduled air service by another air revenue generated by the service. carrier for a period of two years, unless it is operated with
aircraft of not more than 80 seats, or it is operated in such (i) Member States shall take the measures necessary to a way that not more than 80 seats are available for sale ensure that any decision taken under this Article can between the two airports in question on each flight. be reviewed effectively and, in particular, as soon as possible on the grounds that such decisions have infringed Community law or national rules 2. Article 4 (3) and (4) shall apply in relation to implementing that law. paragraph 1 of this Article.
() When a public service obligation has been imposed in accordance with subparagraphs (a) and (c) then Article 7 air carriers shall be able to offer seat-only sales only if the air service in question meets all the requirements of the public service obligation. In operating air services, a Community air carrier shall be Consequently that air service shall be considered as permitted by the Member State(s) concerned to combine air a scheduled air service. services and use the same flight number.
(k) Subparagraph (d) shall not apply in any case in which another Member State concerned proposes a Article 8 satisfactory alternative means of fulfilling the same public service obligation.
1. This Regulation shall not affect a Member State's right
to regulate without discrimination on grounds of 2. Paragraph 1 (d) shall not apply to routes where other
nationality or identity of the air carrier, the distribution of
forms of transport can ensure an adequate and
traffic berween the airports within an airport system. uninterrupted service when the capacity offered exceeds
30 000 seats per year.
2. The exercise of traffic rights shall be subject to 3. Atthe request of a Member State which considers that published Community, national, regional or local the development of a route is being unduly restricted by the operational rules relating to safety, the protection of the terms of paragraph 1, or on its own initiative, the environment and the allocation of slots.
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3. Åt the request of a Member State or on its own whether the action may be implemented, wholly or initiative the Commision shall examine the application of partially, during the examination taking into account in paragraphs 1 and 2 and, within one month of receipt of a particular the possibility of irreversible effects. After request and after consulting the Committee referred to in consulting the Committee referred to in Article 11 the Article 11, decide whether the Member State may continue Commission shall, one month after having received all to apply the measure. The Commission shall communicate necessary information, decide whether the action is its decision to the Council and to the Member States. appropriate and in conformity with this Regulation and not
in any other way contrary to Community law. The
Commission shall communicate its decision to the Council 4. Any Member State may refer the Commission's
and the Member States. Pending such decsion the
decision to the Council within a time limit of one month.
Commission may decide on interim measures including the The Council, acting by a qualified majority, may in
suspension, in whole or in part, of the action, taking into exceptional circumstances take a different decision within a
account in particular the possibility of irreversible effects. period of one month.
5. Notwithstanding paragraphs 3 and 4, a Member State 5. When a Member State decides to constitute a new
may take the necessary action to deal with sudden airport system or modify an existing one it shall inform the
problems of short duration provided that such action is other Member States and the Commission. After having
consistent with paragraph 2. The Commission and the verified that the airports are grouped together as serving
Member State(s) shall be informed without delay of such the same city or conurbation the Commission shall publish
action with its adequate justification. If the problems a revised Annex II in the Official Journal of the European
necessitating such action continue to exist for more than 14 Communities.
days the Member State shall inform the Commission and
Article 9 the other Member States accordingly and may, with the
agreement of the Commission, prolong the action for 1. When serious congestion and/or environmental
further periods of up to 14 days. At the request of the problems exist the Member State responsible may, subject
Member State(s) involved or on its own initiative the to this Article, impose conditions on, limit or refuse the
Commission may suspend this action if it does not meet the exercise of traffic rights, in particular when other modes of
requirements of paragraphs 1 and 2 or is otherwise transport can provide satisfactory levels of service.
contrary to Community law.
2. Action taken by a Member State in accordance with paragraph 1 shall: 6. Any Member State may refer the Commission's
decision under paragraph 4 or 5 to the Council within a — be non-discriminatory on grounds of nationality or time limit of one month. The Counäl, acting by a qualified
identity of air carriers, majority, may in exceptional circumstances take a different
decision within a period of one month. — have a limited period of validity, not exceeding three
years, after which it shall be reviewed,
7. When a decision taken by a Member State in — not unduly affect the objectives of this Regulation, accordance with this Article limits the activity of a
Community air carrier on an intra-Community route, the — not unduly distort competition between air carriers, same conditions or limitation shall apply to all Community
air carriers on the same route. When the decision involves — not be more restrictive than necessary in order to relieve
the refusal of new or additional services, the same
the problems.
treatment shall be given to all requests by Community air
carriers for new or additional services on that route.
3. When a Member State considers that action under paragraph 1 is necessary it shall, at least three months before the entry into force of the action, inform the other 8. Wichout prejudice to Article 8 (1) and except with the Member States and the Commission, providing adequate agreement of the Member State(s) involved, a Member justification for the action. The action may be implemented State shall not authorize an air carrier:
unless within one month or receipt of the information a Member State concerned contests the action or the (a) to establish a new service, or Commission, in accordance with paragraph 4, takes it up for further examination.
(b) to increase the frequency of an existing service,
4. At the request of a Member State or on its own berween a specific airport in its territory and another initiative the Commission shall examine action referred to Member State for such time as an air carrier licensed by in paragraph 1. When the Commission, within one month that other Member State is not permitted, on the basis of of having been informed under paragraph 3, takes the slot-allocation rules as provided for in Article 8 (2), to action up for examination it shall at the same time indicate establish a new service or to increase frequencies on an
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existing service to the airport in question, pending the 3. Furthermore, the Committee may be consulted by the adoption by the Council and the coming into force of a Commission on any other question concerning the Regulation on a code of conduct on slot allocation based application of this Regulation. on the general principle of non-discrimination on the grounds of nationality. 4. The Committee shall draw up its rules of procedure.
Article 12
Article 10
1. In order to carry out its duties under this Regulation
the Commission may obtain all necessary information from 1. Capacity limitations shall not apply to air services the Member States concerned, which shall also ensure the covered by this Regulation except as set out in Articles 8 provision of information by air carriers licensed by them.
and 9 and in this Article.
2. When the information requested is not supplied within
the time limit fixed by the Commission, or is supplied in 2. Where the application of paragraph 1 has led to serious incomplete form, the Commission shall by decision financial damage for the scheduled air carrier(s) licensed by addressed to the Member State concerned require the a Member State, the Commission shall carry out a review information to be applied. The decision shall specify what at the request of that Member State and, on the basis of all information is required and fix an appropriate time limit relevant factors, including the market situation and in whithin which it is to be supplied. particular whether a situation exists whereby the opportunities of air carriers of that Member State to
Article 13 effectively compete in the market are unduly affected, the financial posistion of the air carrier(s) concerned and the capacity utilization achieved, shall take a decision on The Commission shall publish a report on the application whether the capacity for scheduled air services to and from of this Regulation by 1 April 1994 and periodically
thereafter. that State should be stabilized for a limited period.
Article 14 3. The Commission shall communicate its decision to the Council and to the Member States. Any Member State may
1. Member States and the Commission shall cooperate in refer the Commission's decision to the Council within a
implementing this Regulation. time limit of one month. The Council, acting by a qualified majority, may in exceptional circumstances take a different
2. Confidential information obtained in application of decision within a period of one month.
this Regulation shall be covered by professional secrecy.
Article 15
Article 11
Regulation (EEC) No 2343/90 and 294/91 are hereby
replaced with the exceptions of Article 2 (e) (ii) and of 1. The Commission shall be assisted by an Advisory Annex I to Regulation (EEC) No 2343/90, as interpreted Committee composed of the representatives of the Member by Annex II to this Regulation, and Article 2 (b) of and the States and chaired by the representative of the Annex to Regulation (EEC) No 294/91. Commission.
Article 16 2. The Committee shall advise the Commission on the application of Articles 9 and 10. This Regulation shall enter into force on 1 January 1993.
This Regulation shall be binding in its entirety and directly applicable in all Member
States.
Done at Brussels, 23 July 1992
For the Council
The President
J. COPE
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No L 240/14 Official Journal of the European Communities 24. 8. 92
ANNEX I List of category 1 airports
BELGIUM: Brussels-Zaventem
DENMARK: Copenhagen airport system
GERMANY: Frankfurt-Rhein/Main Dässeldorf-Lohausen
Munich Berlin airport system
SPAIN: Palma-Mallorca
Madnrid-Barajas Malaga Las Palmas
CREECE: Athens-Hellinikon
Thessalonika-Macedonia FRANCE: Paris airport system
IRELAND: Dublin
ITALY: Rome airport system
Milan airport system NETHERLANDS: Amsterdam-Schiphol PORTUGAL: Lisbon Faro
UNITED KINGDOM: London airport system
Luton
ANNEX Il
List of airport systems
DENMARK: Copenhagen-Kastrup/Roskilde GERMANY: Berlin-Tegel/Schönefeld/Tempelhof FRANCE: Paris-Charles De Gaulle/Orly/Le Bourget Lyon-Bron-Satolas
ITALY: Rome-Fiumicino/ Ciampino
Milan-Linate/Malpensa/ Bergamo (Orio al Serio) Venice-Tessera/Treviso
UNITED KINGDOM: London-Heathrow/Gatwick/Stansted
ANNEX III
Interpretation referred to in Article 15
Under the terms of Annex I to Regulation (EEC) No 2343/90 the air carrier Scanair, which is structured and organized exactly as Scandinavian Airlines System, is to be considered in the same way as the air carrier Scandinavian Airlines System.
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24.8. 92 Official Journal of the European Communities No L 240/15
COUNCIL REGULATION (EEC) No 2409/92 of 23 July 1992
on fares and rates for air services
THE COUNCIL OF THE EUROPEAN COMMUNITIES, -HAS ADOPTED THIS REGULATION:
Having regard to the Treaty establishing the European Article 1 Economic Community, and in particular Article 84 (2) thereof,
1. This Regulation concerns the criteria and procedures to
be applied for the establishment of fares and rates on air Having regard to the proposal from the Commission (!), services for carriage wholly within the Community.
Having regard to the opinion of the European 2. Without prejudice to paragraph 3, this Regulation shall Parliament (2), not apply:
(a) to fares and rates charged by air carriers other than Having. regard to the opinion of the Economic and Social
Community air carriers; Committee (2),
(b) to fares and rates established by public service Whereas it is important to establish an air transport policy obligation, in accordance with Counal Regulation for the internal market over a period expiring on 31 (EEC) No 2408/92 of 23 July 1992 on access for December 1992 as provided for in Article 82 of the Community air carriers to intra-Community air Treaty; routes (7).
Whereas the internal market shall comprise an area 3, Only Community air carriers shall be entitled to without internal frontiers in which the free movement of introduce new products or lower fares than the ones goods, persons, services and capital is ensured; existing for identical products.
Whereas Council Decision 87/601/EEC of 14 December
Article 2 1987 on fares for scheduled air services between Member States (4) and Council Regulation (EEC) No 2342/90 of 24 July 1990 on fares for scheduled air services (5) constitute For the purposes of this Regulation: the first steps towards achieving the internal market in respect of air fares; (a) "air fares' means the prices expressed in ecus or in local
currency to be paid by passengers to air carriers or their
agents for the carriage of them and for the carriage of Whereas air fares should normally be determined freely by their baggage on air services and any conditions under market forces; which those prices apply, including remuneration and
conditions offered to agency and other auxiliary Whereas it is appropriate to complement price freedom services; with adequate safeguards for the interests of consumers
(b) 'seat rates” means the prices expressed in ecus or in local and industry;
currency to be paid by charterers to air carriers for the
carriage on air services of the charterer or its customers Whercas it is appropriate to deal with all matters of pricing and their baggage and any conditions under which in the same Regulation; those prices apply, including remuneration and
conditions offered to agency and other awcliary Whereas this Regulation replaces Regulation (EEC) No services; 2342/90 and partially replaces Council Regulation (EEC)
(c) "charter fares' means the prices expressed in ecus or in No 294/91 of 4 February 1991 on the operation of air
local currency to be paid by passengers to charterers for cargo services between Member States (5),
services which constitute or include their carriage and
the carriage of their baggage on air services and any
(!) OJ No C 258, 4. 10. 1991, p. 2. conditions under which those prices apply, induding
(2) OJ No C 125, 18. 5. 1992, p. 150. remuneration and conditions offered to agency or other
(2) OJ No C 169, 6. 7. 1992, p. 15. auxiliary services; (4) OJ No L 374, 31. 12. 1987, p. 12. (5) OJ No L 217, 11. 8. 1990, p. 1.
(6) OJ No L 36, 8. 2. 1991, p. 1. (7) See page 8 of this Official Journal.
+1
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No L 240/16 Official Journal of the European Communities : 24. 8. 92
(d) "cargo rates" means the prices expressed in ecus or in before the air fares come into effect, except in the case of local currency to be paid for the carriage of cargo and matching of an existent fare for which no more than prior the conditions under which those prices apply, notification is required. including remuneration and conditions offered to agency and other auxiliary services; 3. Before 1 April 1997, a Member State may require that (e) "standard cargo rates" means the rates which the air — air fares on domestic routes where no more than one carrier would normally quote including the availability carrier licensed by it, or two carriers licensed by it under a of normal discounts; joint operation, operate have to be filed more than one
(f) "air service" means a flight or a series of flights carrying working day but no more than one month before the air
passengers, cargo and/or mail for remuneration fares come into effect. and/or hire;
(g "air carrier" means an air transport undertaking with a 4. An air fare may be available for sale and carriage as valid operating licence. long as it is not withdrawn in accordance with Article 6 or (h) "Community air carrier” means an air carrier with a Article 7. valid operating licence issued by a Member State in accordance with Council Regulation (EEC) No Article 6 2407/92 of 23 July 1992 on licensing of air carriers (1); 1. Subject to the procedures of this Article, a Member (i) "Member State(s) concerned" means the Member State concerned may decide, at any moment: State(s) between or within which the fare or rate is applied; (2) to withdraw a basic fare which, taking into account the (j) "Member State(s) involved" means the Member State(s) whole fare structure for the route in question and other concerned and the Member State(s) where the air relevant factors including the competitive market carrier(s) operating the air service is (are) licensed; situation, is excessively high to the disadvantage of users in relation to the long term fully-allocated (k) "bastc fare means the lowest fully flexible fare, relevant costs of the air carrier including a satisfactory available on a one way and return basis, which is return on capital; offered for sale at least to the same extent as that of any other fully flexible fare offered on the same air (b) to stop, in a non-discriminatory way, further fare service. decreases in a market, whether on a route or a group of routes, when market forces have led to sustained Article 3 downward development of air fares deviating significantly from ordinary seasonal pricing movements Charter fares and seat and cargo rates charged by and resulting in widespread losses among all air carriers Community air carriers shall be set by free agreement concerned for the air services concerned, taking into between the parties to the contract of carriage. account the long term fully-allocated relevant costs of the air carriers.
Article 4 2. A decision taken pursuant to paragraph 1 shall be Åir carriers operating within the Community shall inform notified with reasons to the Commission and to all other the general public, on request, of all air fares and standard Member State(s) involved, as well as to the air carrier(s)
cargo rates. concerned.
Article 5 3. If within :fourteen days of the date of receiving 1. Without prejudice to this Regulation, Community air notification no other Member State concerned or the carriers shall freely set air fares. Commission has notified disagreement stating its reasons on the basis or paragraph 1, the Member State which has taken the decision pursuant to paragraph 1 may instruct 2. Member = State(s) «concerned may, without the air carrier(s) concerned to withdraw the basic fare or to discrimination on grounds of nationality or identity of air abstain from further fare decreases, as appropriate. carriers, require air fares to be filed with them in the form prescribed by them. Such filing shall not be required to be submitted more than 24 hours (including a working day) 4. In the case of disagreement, any Member State involved may require consultations to review the situation. The consultations shall take place within 14 days of being (1) See page 1 of this Official Journal. requested, unless otherwise agreed.
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24. 8. 92 Official Journal of the European Communities No L 240/17
Article 7 determination where an air carrier supplies incorrect
information or produces it in incomplete form or does not 1. At the request of a Member State involved the supply it within the time limit fixed by decision under Commission shall examine whether a decision to act or not paragraph S. to act pursuant to Article 6 complies with the criteria of Article 6 (1). The Member State shall at the same time 7. The Commission shall without delay communicate its inform the other Member State(s) concerned and the air reasoned decision under paragraphs 4 and 6 to the Member carrter(s) concerned. The Commission shall forthwith State(s) concerned and to the air carrier(s) concerned. publish in the Official Journal of the European Communities that the air fare(s) have been submitted for 8. A Member State concerned may refer the Commission's examination. decision under paragraph 4 to the Council within a time
limit of one month. The Council, acting by a qualified 2. Notwithstanding paragraph 1, the Commission may, majority, may take a different decision within a period of on the basis of a complaint made by a party with a one month. legitimate interest, investigate whether air fares comply with the criteria of Article 6 (1). The Commission shall 9. The Member States concerned shall ensure that the forthwith publish in the Official Journal of the European Commission's decision is enforced, unless the decision is Communities that the air fare(s) have been submitted for under examination by the Council or the Council has taken examination. a different decision in accordance with paragraph 8.
3. Ån air fare in force at the time of its submission for Article 8 examination in accordance with paragraph 1 shall remain in force during the examination. However, where the At least once a year the Commission shall consult on air Commission, or the Council in accordance with paragraph fares and related mactters with representatives of air 8, has decided within the previous six months that a similar transport user organizations in the Community, for which or lower level of the basic fare on the city-pair concerned purpose the Commission shall supply appropriate does not comply with the criteria of Article 6 (1) (a), the air information to participants. fare shall not remain in force during the examination.
Article 9 Furthermore, where paragraph 6 has been applied, the air carrier concerned may not, during the examination by the The Commission shall publish a report on the application Commission, apply a higher basic fare than the one which of this Regulation by 1 April 1994 and periodically was applicable immediately before the basic fare under thereafter.
examination.
Article 10 4. Following consultations with the Member States concerned, the Commission shall take a decision as soon as
1. Member States and the Commission shall cooperate in possible and in any event not later than twenty working
implementing this Regulation, particularly as regards days after having received sufficient information from the
collection of information for the report referred to in air carrier(s) concerned. The Commission shall take into
Article 9. account all information received from interested parties.
2. Confidential information obtained in application of 5. When an air carrier does not supply the information this Regulation shall be covered by professional secrecy. requested within the time limit fixed by the Commission, or supplies it in incomplete form, the Commission shall be decision require the information to be supplied. The Article 11 decision shall specify what information is required and fix an appropriate time limit within which it is to be Regulation (EEC) No 2342/90 is hereby repealed. supplied.
Article 12 6. The Commission may, by decision, decide that an air fare in force shall be withdrawn pending its final This Regulation shall enter into force on 1 January 1993.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 23 July 1992 For the Council
The President
J. COPE
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No L 122/2 Official Journal of the European Communities 17. 5. 91
COUNCIL REGULATION (EEC) No 1284/91
of 14 May 1991
amending Regulation (EEC) No 3975/87 laying down the procedure for the
application of the rules on competition to undertakings in the air transport
sector
THE COUNCIL OF THE EUROPEAN COMMUNITIES, Whereas it is therefore necessary to amend Regulation
(EEC) No 3975/87 (9), Having regard to the Treaty establishing the European
Economic Community, and in particular Article 87 thereof,
HAS ADOPTED THIS REGULATION :
Having regard to the proposal from the Commission ('), Article I
Regulation (EEC) No 3975/87 is hereby amended as Having regard to the opinion of the European follows : Parliament (7),
1. The following Article shall be inserted:
Article 4a
Having regard to the opinion of the Economic and Social
Committee (), Interim measures against anti-competitive
practices
Whereas Council Regulation (EEC) No 2342/90 of 24 1. Without prejudice to the application of Article 4 July 1990 on fares for scheduled air services (') and Regu- (1), where the Commission has clear prima facie
evidence that certain practices are contrary to Article
lation (EEC) No 2343/90 () conceming access to the
85 or 86 of the Treaty and have the object or effect of market and the sharing of passenger capacity provide for
directly jeopardizing the existence of an air service,
further liberalization of the tariff system within the
Community ; and where recourse to normal procedures may not be
sufficient to protect the air service or the airline
company concerned, it may by decision take interim
measures to ensure that these practices are not imple- Whereas, while the Community air transport policy will
mented or cease to be implemented and give such enable carriers to compete on their merits and will thus
instructions as are necessary to prevent the occurrence
contribute to a more dynamic industry in the interests of
of these practices until a decision under Article 4 (1) is the air transport user, the Commission should be able to
taken.
take prompt action in cases where air carriers engage in
practices which are contrary to the competition rules and
2. AA decision taken pursuant to paragraph 1 shall
which may threaten the viability of services operated by a
apply for a period not exceeding six months. Article 8 competitof or even the existence of an airline company
(5) shall not apply. and thus cause irreversible damage to the competitive structure ;
The Commission may renew the initial decision, with
of without modification, for a period not exceeding
three months. In such case, Article 8 (5) shall apply. Whereas it is appropriate to provide for a specific procedure according to which the Commission may apply the
2. The following shall be added to Article 13 (1): competition rules more promptily in cases where there is
an urgend need to prevent, or act against, such anti- '(e) to comply with any measure imposed by decision competitive practices; taken under Article 42.
3. In Article 16 (1) '4a, shall be inserted after '4, Whereas this procedure should provide the undertakings concerned with the opportunity to comment in writing on the matters to which objection is taken; Article 2
This Regulation shall enter into force on the day
(') OJ No C 155, 26. 6. 1990, p. 7; and
OJ No C 101, 18. 4. 1991, p. 19. following its publication in the Official Journal of the
(7) OJ No C 48, 25. 2. 1991, p. 166. European Communities. (') OJ No C 41, 18. 2. 1991, p. 44. (9 OJ No L 217, 11. 8. 1990, p. 1.
() OJ No L 217, 11. 8. 1990, p. 8. () OJ No L 374, 31. 12. 1987, p. 1.
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17. 5.91 Official Journal. of the European Communities No L 122/3
This Regulation shall be binding in its entirety and directly applicable in all Member
States.
Done at Brussels, 14 May 1991.
For the Council
The President
J-F. POOS
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No L 240/18 Official Journal of the European Communities 24. 8. 92
COUNCIL REGULATION (EEC) No 2410/92 of 23 July 1992
amending Regulatioa (EEC) No 3975/87 laying down the procedure for the application of
the rules on competition to undertakings in the air transport sector
THE COUNCIL OF THE EUROPEAN COMMUNITIES, Whereas air transport entirely within a Member State is
now also subject to Community liberalization measures;
whereas it is therefore desirable for rules to be laid down
under which the Commission, action in close and constant Having regard to the Treaty establishing the European liaison with the competent authorities of the Member Economic Community, and in particular Article 87 States, may take the requisite measures for the application thereof, of Articles 85 and 86 of the Treaty to this area of air
transport, in situations where trade between Member
States may be affected; Having regard to the proposal from the Commission (!),
Whereas there is a need to establish a secure and clear legal Having regard to: the opinion of the European framework for air transport within a Member State, while Parliament (2), ensuring consistent application of the competition rules;
whereas, therefore, the scope of Regulation (EEC) No
2975/87 should be extended to this area of air transport, Having regard to the opinion of the Economic and Social Committee (2),
HAS ADOPTED THIS REGULATION: Whereas Regulation (EEC) No 3975 /87 (") formed part of a package of interrelated measures adopted by the Council as a first step towards completing the internal market in Article 1 transport; whereas its scope was accordingly limited to international air transport between Community airports; The word "international" is hereby deleted from Article 1
(2) of Regulation (EEC) No 3975/87. Whereas, therefore, the Commission has no means at present of investigating directly cases of suspected
Article 2 infringement of Articles 85 and 86 of the Treaty and lacks the powers to take decisions or impose such penalties as are necessary for it to authorize agreements under Article 85 This Regulation shall enter into force on the day following (3) and to bring to an end infringements established by it in chat of its publication in the Official Journal of the relation to transport within a Member State; European Communities.
This Regulation shall be binding in its entirety and directly applicable in all Member
States.
Done at Brussels, 23 July 1992
For the Council
The President
J. COPE
(!) OJ No C 255, 30. 8. 1991, p. 9. (2) OJ No C 125, 18. 5. 1992, p. 130. (3) OJ No C 169, 6. 7. 1992, p. 13. () OJ No L 374, 31. 12. 1987, p. 1.
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24. 8. 92 Official Journal of the European Communities No L 240/19
COUNCIL REGULATION (EEC) No 2411/92
of 23 July 1992
amending Regulation (EEC) No 3976/87 on the application of Article 85 (3) of the Treaty
to certain categories of agreements and concerted practices in the air transport sector
THE COUNCIL OF THE EUROPEAN COMMUNITIES, scope of these block exemptions and the conditions
attached to them should be defined by the Commission, in
close liaison with the Member States, taking into account Having regard to the Treaty establishing the European Economic Community, and in particular Article 87 changes to the competitive environment achieved since the
entry into force of Regulation (EEC) No 3976/87, thereof,
Having regard to the proposal from the Commission (!),
HAS ADOPTED THIS REGULATION:
Having regard to the opinion of the European Article 1 Parliament (2),
Regulation (EEC) No 3976/87 is hereby amended as Having regard to the opinion of the Economic and Social follows: Committee (3),
1. The word "international" shall be deleted in Article 1. Whereas, in accordance with Council Regulation (EEC) No 3975/87 of 14 December 19827 laying down the
2. Article 2 (2) shall be replaced by the following: procedure for the application of the rules of competition to undertakings in the air transport sector('), the 2. The Commission may, in particular, adopt such Commission now has power to implement the competition Regulations in respect of agreements, decisions or rules in respect of air transport within a Member State; concerted practices which have as their object any of whereas it is therefore desirable to provide for the the following: possibility of adopting block exemptions applicable to that area of transport; — joint planning and coordination of awulne
schedules, Whereas Regulation (EEC) No 3976/87 (5) empowers the
— consultations on tariffs for the carriage of Commission to declare by way of Regulation that the
passengers and baggage and of freight on scheduled provisions of Article 85 (1) do not apply to certain
air services, categories of agreements berween undertakings, decisions by associations of undertakings and concerted practices; — joint operations on new less busy scheduled air
services, Whereas the power to adopt these block exemptions was granted for a limited period, expiring on 31 December — slot allocation at airports and airport scheduling; 1992, to allow air carriers to adapt to the more competitive the Commision shall take care to ensure consistency environment resulting from changes in the regulatory with the Code of Conduct adopted by the
Council, systems applicable to intra-Community international air transport;
— common purchase, development and operation of
computer = reservation systems relating to Whereas a continuation of block exemptions after that date timetabling, reservations and ticketing by air is justified by the further measures to liberalize the air transport undertakings; the Commission shall take transport sector adopted by the Community; whereas the care to ensure consistency with the Code of
Conduct adopted by the Council.”
(!) OJ No C 255, 30. 8. 1991, p. 10.
(2) Opinion delivered on 10 July 1992 (not yet published in the 3. Article 3 shall be replaced by the following:
Official Journal). (2) OJ No C 169, 6. 7. 1992, p. 13. (") OJ No L 374, 31. 12. 19387, p. 1. Last amended by Regulation Article 3
(EEC) No 2410/92 (Sec page 18 of this Official Journal) (5) OJ No L 374, 31. 12. 1987, p. 9. Amended by Regulation Any Regulation adopted pursuant to Article 2 shall be
(EEC) No 2344/90 (OJ No L 217, 11. 8. 1990, p. 15). for a specified period.
Bilaga 3
No L 240/20 Official Journal of the European Communities 24. 8. 92
It may be repealed or amended where circumstances 4. Anticle 8 shall be deleted. have changed with respect to any of the factors which prompted its adoption; in such case, a period shall be Article 2 fixed for amendment of the agreements and concerted This Regulation shall enter into force on the third day practices to which the earlier Regulation applied before following that of its publication in the Official Journal of repeal or amendment.' the European Communities.
This Regulation shall be binding in its entirety and directly applicable in all Member
States.
Done at Brussels, 23 July 1992.
For the Council
The President
J. COPE
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No L 373/4 Official Journal of the European Communities 31. 12. 91
COUNCIL REGULATION (EEC) No 3922/91
of 16 December 1991
on the harmonization of technical requirements and administrative procedures in the field of
civil aviation
THE COUNCIL OF THE EUROPEAN COMMUNITIES, the development and implementation of joint aviation
requirements (JARs) in all fields relating to the safety of
aircraft and their operation; Having regard to the Treaty establishing the European Economic Community, and in particular Article 84 (2) thereof,
Whereas, under the common transport policy, technical Having regard to the proposal from the Commission (!), requirements and administrative procedures relating to the
safety of aircraft and their operation should be harmonized
on the basis of the JAR codes of the JAA; Having regard to the opinion of the European Parliament (2),
Whereas the accession of all Member States to the JAA and Having regard to the opinion of the Economic and Social the participation of the Commission in its proceedings Committee (3), would facilitate such harmonization;
Whereas, as provided for in Article 82 of the Treaty, measures should be adopted with the aim of progressively Whereas, in order to achieve the Community objectives as establishing the internal market over a period expiring on regards freedom of movement of persons and products and 31 December 1992; whereas the internal market will also as regards the common transport policy, Member comprise an area without internal frontiers in which the States should accept the certification of products and of free movement of goods, persons, services and capital is bodies and persons concerned with the design, ensured; manufacture, maintenance and operation of products,
without further technical work or evaluation, when the
produa, organization or person has been certificated in Whereas a high general level of safety in civil aviation in
accordance with the common technical requirements and
Europe should be maintained and current technical administrative procedures;
requirements and administrative procedures in the Member States should be raised to the highest standard currently attained in the Community;
Whereas safety problems may arise and, in such case,
Member States must take all appropriate measures as a Whereas safety is a key factor in Community air transport;
matter of urgency; whereas such measures must be duly whereas account should be taken of the Convention on
justified and, where the common technical requirements International Civil Aviation, signed in Chicago on 7
and administrative procedures present shortcomings, it is December 1944, which provides for implementation of the
for the Commission, exercising its implementing powers, to
measures necessary to ensure the safe operation of
adopt the necessary amendments; aircraft;
Whereas the current restrictions on the transfer of aircraft and aviation products and of certain services in the field of Whereas it is desirable that funding by the Member States aviation between Member States would cause distortions in of research to improve aviation safety be coordinated to the internal market; ensure optimum use of resources and to enable the
maximum benefit to be achieved;
Whereas the Joint Aviation Authorities (JAA), an associated body of the European Civil Aviation Conference (ECAC), have worked out arrangements to cooperate in Whereas it is appropriate to empower the Commission,
assisted by a committee of experts nominated by the
(!) OJ No C 270, 26. 10. 1990, p. 3. Member States, to make the amendments devoloped by the (2) OJ No C 267, 14. 10. 1991, p. 154. JAA to the common technical requirements and (2) OJ No C 159, 17. 6. 1991, p. 28. administrative procedures adopted by the Council,
4 Riksdagen 1992/93. I saml. Nr 202
Bilaga 3
31. 12. 91 Official Journal of the European Communities No L 373/5
HAS ADOPTED THIS REGULATION: the manner required by national laws and
procedures; this act is referred to as "making the
Article 1 legal findings';
(f) "maintenance means all inspections, servioing, 1. This Regulation shall apply to the harmonization of modification and repair throughout the life of an technical requirements and administrative procedures in the aircraft needed to ensure that the aircraft remains in field of civil aviation safety as listed in Annex II, and in compliance with the type certification and offers a high particular with respect to: level of safety in all circumstances; this shall include in
particular modifications imposed by the authorities — the design, manufacture, operation and maintenance of party to the arrangements referred to in (h) in
aircraft, accordance with airworthiness checking concepts;
— persons and organizations involved in these tasks. (g) 'national variant means a national requirement or
regulation imposed by a country in addition to or
instead of a JAR; 2. The harmonized technical requirements and administrative procedures referred to in paragraph 1 shall (h) 'arrangements” means arrangements developed under apply to all aircraft operated by operators as defined in the auspices of the European Civil Aviation Conference Article 2 (a), whether registered in a Member State or in a (ECAC) for cooperation in the development and third country. implementation of joint requirements in all fields
relating to the safety and safe operation of aircraft.
These arrangements are specified in Annex I.
Article 2
1. For the purpose of this Regulation: Article 3
(a) "operator means a natural person residing in a Member Without prejudice to Article 11, the common technical
State or a legal person established in a Member State requirements and administrative procedures applicable in
using one or more aircraft in accordance with the the Community with regard to the fields listed in Annex I
regulations applicable in that Member State, or a shall be the relevant codes referred to in that Annex and in
Community air carrier as defined in Community force on 1 January 1992. legislation;
(b) "product means a civil aircraft, engine, propeller or Article 4
appliance;
1. With regard to fields nor listed in Annex H, the Council (c — "appliance" means any instrument, equipment,
shall adopt common technical requirements and
mechanism, apparatus or accessory used or intended to
administrative procedures on the basis of Article 84 (2) of
be used in operating an aircraft in flight, whether
the Treaty. The Commission shall, where appropriate and
installed in, intended to be installed in, or attached to,
as soon as possible, submit suitable proposals in these
a civil aircraft, but not forming part of an airframe,
fields.
engine or propeller;
2. Pending adoption of the proposals referred to in (d) "'component” means a material, part or sub-assembly
paragraph 1 member States may apply the relevant
not covered by the definitions in (b) or (c) for use on
provisions of their existing national regulations. civil aircraft, engines, propellers or appliances;
(e) "certification (of a product, service, organization or
Article 5 person) means any form of legal recognition that such a product, service, body or person complies with the
applicable requirements. Such certification comprises Member States shall ensure that their responsible civil
two acts: aviation authorities meet the conditions for membership of
the JAA specified in the arrangements and shall sign such
(i) the act of checking that technically the product, arrangements without reservation before 1 January 1992.
service, organization or person complies with the
applicable requirements; this act is referred to as
"making the technical findings'; Article 6
(ii) the act of formal recognition of such compliance
with the applicable requirements by the issue of a 1. Member States shall, without further technical
certificate, licence, approval or other document in requirements or evaluation, recognize products designed,
'n 0
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No L 373/6 Official Journal of the European Communities 31. 12. 91
manufactured, operated and maintained in compliance thereof. After consulting the Member States, the with the common = technical = requirements and Commission may take any relevant initiative to promote administrative procedures where such products have been such national research programmes. certificated by another Member State. When the original recognition is for a particular purpose, or purposes, any subsequent recognition shall cover the same purposes).
Article 10
2. Existing products and their derivatives which are not certificated in accordance with the common technical Member States shall notify the Commission of: requirements and administrative procedure may be
(a) any new or amended requirement or procedure accepted by a Member State under their current national
developed or adopted in accordance with procedures regulations pending the adoption of the common technical
laid down in the Arrangements; and requirements and administrative procedures applicable to these products pursuant to this Regulation. (b) any modification of the Arrangements; and
(c) the results of consultations with industry and other
Article 7 interested bodies.
Member States shall recognize the certification granted Article 11 pursuant to this Regulation by another Member State or by a body acting on its behalf, to bodies or persons placed
1. The Commission, following the procedure laid down in under its jurisdiction and under its authority, who are
Artide 12, shall make the amendments necessitated by concerned with the design, manufacture and maintenance
scientific and technical progress to the common technical of products, and the operation of aircraft.
requirements and administrative procedures listed in Annex
II or adopted by the Council in accordance with Article 4.
Article 8
2. Where the amendments referred to in paragraph 1 1. None of the above provisions shall prevent a Member contain a national variant for a Member State the State from reacting immediately to a safety problem which Commission, following the procedure laid down in Article becomes apparent from an accident, incident or service 12, shall decide whether or not to include that variant in experience" and involves either a product designed, the common technical requirements and administrative manufactured, operated or maintained in accordance with procedures. this Regulation, or a person, procedure or body involved in such tasks. If the safety problem results from: Article 12
— an inadequate safety level corresponding to the 1. For the application of Articles 8, 9 and 11, the
application of the common technical requirements and Commission shall be assisted by a committee composed of
administrative procedures, or representatives of the Member States and chaired by the
Commission representative. — shortcomings in the common technical requirements
and administrative procedures,
2. The representative of che Commission shall submit to the Member State shall forthwith inform the Commission the committee a draft of the measures to be taken. The and the other Member States of the measures taken and the committee shall deliver its opinion on the draft within a reasons therefor. time limit which the chairman may lay down according to
the urgency of the matter. The opinion shall be delivered 2. In the cases referred to in paragraph 1, che Commission by the majority laid down in Article 148 (2) of the Treaty shall consult the Member States at the earliest opportunity. in the case of decisions which the Coundal is required to If an inadequate level of safety or a shortcoming in the adopt on a proposal from the Commission. The votes of common technical requirements and administrative the representative of the Member States within the procedures is confirmed, the Commission shall make committee shall be weighted in the manner set out in that appropriate proposals in accordance with the procedures Article. The chairman shall not vote. provided for in Article 4 and/or Article 11.
3. (a) The Commission shall adopt the measures
envisaged if they are in accordance with the opinion
Article 9
of the committee.
Member States shall take the necessary steps to coordinate (b) If the measures envisaged are not in accordance their research programmes to improve the safety of civil with the opinion of the committee, or if no opinion aircraft and their operation and to inform the Commission is delivered, the Commission shall, without delay,
Bilaga 3 |
31. 12. 91 Official Journal of the European Communities No L 373/7
submit to the Council a proposal relating to the 2. Ås part of the mutual assistance referred to in measures to be taken. The Council shall act by a paragraph 1 the Member States” competent authorities shall qualified majority. regularly exchange all available information on:
(c) If, on the expiry of a period of three months from — infringements of this Regulation by non-residents and
the date of referral to the Council, the Council has penalties imposed in respect thereof,
not acted, the proposed measures shall be adopted
by the Commission, save where the Counal has — penalties imposed on its residents by a Member State in decided against the said measures by a simple respea of such infringements committed in other majority. Member States.
|
Article 13
Article 14
1. Member States shall assist one another in inplementing this Regulation and in monitoring its implementation. This Regulation shall enter into force on 1 January 1992.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 16 December 1991.
For the Council
The President
H. MAlJ-WEGGEN
nn NN
Bilaga 3
No L 373/8 Official Journal of the European Communiries 31. 12. 91
ANNEX I
Arrangemeats referred to in Article 2 (1) (h) "Arrangements concerning the Development, the Acceptance and the Implementation of Joint Aviation
Requirements (JARY', concluded in Cyprus on 11 September 1990.
ANNEX II
Lists of codes in force containing the hnical requi and administrative procedures referred to
in Anice 3
1. General and procedures
JAR 1 Definitions and abbreviations
2. Type certification of products and parts
JAR 22 Sailplanes and powered sailplanes
JAR 25 Large aeroplanes JAR AWO All weather operations JAR E Engines JAR P Propellers JAR APU = Auxiliary power units JAR TSO = Technical standards orders JAR VLA = Very light aeroplanes JAR 145 Approved maintenance organizations
Bilaga 3
31. 12. 91 Official Journal of the European Communities No L 373/21
(Acts whose publication is not obligatory)
COUNCIL
COUNCIL DIRECTIVE
of 16 December 1991
on mutual acceptance of personnel licences for the exercise of functions in civil aviation
(91/670/EEC)
THE COUNCIL OF THE EUROPEAN COMMUNITIES, Whereas it is therefore essential that the common transport
policy in the field of civil aviation be extended to facilitate
the movement of cockpit personnel within the Having regard to the Treaty establishing the European Community; Economic Community, and in particular Article 84 (2) thereof,
Having regard to the proposal from the Commission (!), Whereas the requirements for licences of cockpit personnel
differ berween Member States; Having regard to the opinion of the European Parliament (2),
Whereas the qualifications required for licences are not at Having regard to the opinion of the Economic and Social
present laid down by the Community; whereas Member Committee (2),
States therefore retain the option of fixing the level of such
qualifications with a view to guaranteeing the safety of Whereas the existence in sufficient numbers of cockpit services provided by aircraft registered on their territority; personnel holding the necessary qualifications and licences whereas they may not, without infringing their obligations is vital for the smooth and safe running of air transport laid down in the Treaty, require a national of a Member services; State to obtain those qualifications, which in general they
determine solely by reference to their own national
education and training systems, where the person Whereas also the completion of the internal market by the
concerned has already acquired those qualifications in end of 1992 requires the existence of an efficient air
another Member State; transport system in order to facilitate the movement of persons within the Community;
Whereas air transport is a highly dynamic and rapidly
Whereas in order to facilitate compliance with Treaty developing sector of a particularly international character;
obligations and to ensure the mobility of cockpit personnel,
whereas, therefore, the balance between supply and
a Community procedure should be introduced for the demand in personnel can be maintained more efficiently at acceptance of licences and qualifications of such personnel; the Community than the national level;
(!) OJ No C 10, 16. 1. 1990, p. 12; and OJ No C 175, 6. 7. 1991, p. 14.
(2) OJ No C 284, 12. 11. 1990, p. 198. Whereas the recognition of private pilots' licences can (2) OJ No C 124, 21. 5. 1990, s. 18. already be established in all Member States;
Bilaga 3
No L 373/22 Official Journal of the European Communities 31, 12. 91
Whereas, if in order to be permitted to operate aircraft (d) recognition means the permission to use on an aircraft registered in a Member State other than that where they registered in one Member State a licence issued in obtained their licence, professional pilots have to be another Member State, in accordance with the subjected to addivonal tests, they should be offered the privileges pertaining thereto; posstbility of sitting such tests as soon as possible;
AA 2 validation means the express declaration by a Member
State that a licence issued by another Member State can Whereas training facilities available in Member States are be used as one of its own; not always commensurate with demand; whereas in conformity with Article 7 of the Treaty, Member States (f) cockpit personnel means personnel holding a licence
must admit nationals of orcher Member States to public and charged with duties essential to the operation of an
and private training establishments and professional aircraft during flight time. This definition applies to examinations on a non-discriminatory basis; pilots, flight navigators and flight engineers.
Whereas in order to achieve full mutual recognition of Article 3 licences, the Council will adopt, taking account of progress reached in the proceedings of international organizations, before 1 January 1993, on a proposal by the Commission 1. A Member State shall accept, without undue delay or to be submitted before 1 July 1992, the measures for additional tests, any licence issued by another Member harmonized requirements in respect of licences and training State together with privileges and certificates pertaining programmes; whereas each Member State will recognize thereto. any licence which satisfies these requirements,
2. Any person holding a private pilot's licence issued by a
Member State shall be permitted to fly aircraft registered in
another Member State. This recognition shall be limited to HAS ADOPTED THIS DIRECTIVE:
the exercise of the privileges of the holder of a private
pilot's licence and of associated aircraft ratings under visual
flight rules (VFR) by day only in an aircraft certificated for
Article 1
single-pilot operations.
This Directive shall apply to procedures for mutual acceptance of licences issued by Member States to civil Article 4 aviation cockpit personnel.
1. Anide 3 (1) shall apply where a licence issued by a
Member State and presented to another Member State for
Article 2 acceptance is based on requirements which are equivalent
to those of the host Member State. In order to enable the
competent authorities to assess the equivalence of licences For the purposes of this Directive issued by other Member States, the Commission shall
make, and forward to all the Member States before (a) licence means any valid document, issued by a Member 1 January 1992, a comparison of the requirements applied
State, authorizing the holder to exercise functions as a in each Member State for issuing licences for the same
member of the cockpit personnel on board a civil functions. aircraft registered in a Member State. This definition also includes ratings associated with the document;
2. (a) Any Member State may ask the Commission for an (b) rating means a statement entered on a licence, or in a opinion on the equivalence of a licence, presented to
separate document, setting forth special conditions, it for acceptance, wirhin three weeks of receiving
privileges or limitations pertaining to such licence; the request.
(c) acceptance of licences means any act of recognition or (b) The Commission must deliver an opinion within
validation by a Member State of a licence issued by two months. The Member State concerned shall
another Member State together with the privileges and then have a month to reply to the applicant. certificates pertaining thereto. The acceptance, which
may be effected through the issue by the Member State (c) If a Member State does not ask the Commission for
of a licence of its own, shall not extend beyond the an opinion, it shall be bound to reply to the
period of validity of the original licence; applicant within three months.
Bilaga 3
31. 12. 91 Official Journal of the European Communities No L 373/23
(d) The periods referred to in (a), (b) and (c) above Article 6
shall start to run when all the necessary information
is available. When a Member State issues, for reasons of equivalence, a
licence on the basis of a licence issued by a third country
together with the privileges and certificates pertaining
thereto, this shall be recorded in the licence. Other Member
3. If, after the examination of a licence by the Member
States shall not be obliged to accept any such licence. State to which it has been presented for acceptance,
reasonable doubts remain as to the equivalence of the
licence — concerned, that Member State = may,
Article 7 notwithstanding the principles laid down in Article 3 (1),
consider that additional requirements and/or tests are
1. After consulting the Commission, Member States shall
necessary to enable the licence to be accepted. The licence
bring into force the laws, regulations and administrative holder, the Member State which issued the licence and the
provisions necessary to comply with this Directive before
Commission shall be informed thereof in writing. The
1 June 1992. They shall forthwith inform the Commission opportunity to take an additional test shall be given to the
thereof. hicence holder by the host Member State to which the
icence is submitted for approval as soon as possible, and
in any event without discrimination on grounds of 2. When Member States adopt these measures, they shall nationality. contain a reference to this Directive or shall be
accompanied by such reference on the occasion of their
official publication. The methods of making such a
reference shall be laid down by the Member States. +. Where the applicant has met the additional
requirements and/or has passed the required test(s) as laid
3. Member States shall communicate to the Commission down in paragraph 3 the Member State concerned shall
the provisions of national law which they adopt in the field
forthwith accept the licence in question.
covered by this Directive.
4. Member States shall assist one another in the 5. Norwithstanding the above, with respect to pilor's implementation of this Directive and shall, if need be, licences and notwithstanding paragraphs 1 to 4, a Member exchange information on the licences they have accepted on State shall accept any licence issued in accordance with the grounds of equivalence.
requirements of Annex 1 to the Chicago Convention on
International Civil Aviation if the bearer satisfies the
5. The confidential information obtained pursuant to this
special validation requirements laid down in the Annex to
Directive shall be covered by professional secrecy. this Directive.
Article 8
This Directive is addressed to the Member States.
Article 5
Done at Brussels, 16 December 1991.
Member States shall ensure that nationals of ocher Member States are admitted to public 'and private training For the Council .stablishments and to licensing examinations and
The President procedures on the same basis as applies to their own
nationals. H. MALJ-WEGGEN
Bilaga 3
No L 373/24 Official Journal of the European Communities 31. 12. 91
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Bilaga 3
31. 12. 91 Official Journal of the European Communities No L 373/25
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Bilaga 3
22. 1. 93 Official Journal of the European Communities No L 14/1
(Acts whose publication is obligatory)
COUNCIL REGULATION (EEC) No 95/93
of 18 January 1993
on common rules for the allocation of slots at Community airports
THE COUNCIL OF THE EUROPEAN COMMUNITIES, provided that this system evolves in harmony with the
evolution of new transport developments in the Commu-
Having regard to the Treaty establishing the European nity ; : Economic Community, and in particular Article 84 (2) thereof,
Whereas it is Community policy to facilitate competition
and to encourage entrance into the market, as provided Having regard to the proposal from the Commission ('),
for in Council Regulation (EEC) No 2408/92 of 23 July
1992 on access for Community air carriers to intra- Having regard to the opinion of the European
Community air routes ('), and whereas these objectives Parliament (),
require strong support for carriers who intend to start
operations on intra-Community routes; Having regard to the opinion of the Economic and Social
Committee ('),
Whereas the existing system makes provision for grand- Whereas there is a growing imbalance between the father rights; expansion of the air transport system in Europe and the availability of adequate airport infrastructure to meet that Whereas there should also be provisions to allow new demand ; whereas there is, as a result, an increasing entrants into the Community market ; number of congested airports in the Community ;
Whereas it is necessary to make special provisions, under Whereas the allocation of slots at congested airports limited circumstances, for the maintenance of adequate should be based on neutral, transparent and non-discrimi- domestic air services to regions of the Member State natory rules ; concerned ;
Whereas the requirement of neutrality is best guaranteed
Whereas it is also necessary to avoid situations where, when the decision to coordinate an airport is taken by the
owing to a lack of available slots, the benefits of liberaliza- Member State responsible for that airport on the basis of
tion are unevenly spread and competition is distorted; objective criteria;
Whereas under certain conditions, in order to facilitate Whereas it is desirable to make the best use of the operations, it is desirable that a Member State should be existing slots in order to meet the objectives set out able to designate an airport as coordinated provided that above ; principles of transparency, neutrality and non-discrimination are met; Whereas it is desirable that third countries offer Commu-
nity carriers equivalent treatment ; Whereas the Member State responsible for the coordinated airport should ensure the appointment of a coordi- Whereas the application of the provisions of this Regulanator whose neutrality should be unquestioned ; tion shall be without prejudice to the competition rules
on the Treaty, in particular Articles 85 and 86;
Whereas transparency of information is an essential element for ensuring an objective procedure for slot
Whereas arrangements for greater cooperation over the allocation ;
use of Gibraltar airport were agreed in London on
2 December 1987 by the Kingdom of Spain and the Whereas the principles governing the existing system of
slot allocation could be the basis of this Regulation United Kingdom in a joint declaration by the Ministers of
Foreign Affairs of the two countries, and such arrange-
ments have yet to come into operation;
(') OJ No C 43, 19. 2. 1991, p. 3. (') OJ No C 13, 20. 1. 1992, p. 446. () OJ No C€ 339, 31. 12. 1991, p. 41. () OJ No L 240, 24. 8. 1992, p. 8.
Bilaga 3
No L 14/2 Official Journal of the European Communities 22.1. 93
Whereas this Regulation should be reviewed after a fixed (c) "direct air service” shall mean a service between two period of oreration to assess its functioning, airports including stopovers with the same aircraft and
same flight number;
(d) "scheduling period" shall mean either the summer or
winter season as used in the schedules of air carriers ; HAS ADOPTED THIS REGULATION:
(e) "Community air carrier shall mean an air carrier with
Article 1 a valid operating licence issued by a Member State in
accordance with Council = Regulation = (EEC)
Scope No 2407/92 of 23 July 1992 on licensing of air
carriers (') ;
1. — This Regulation shall apply to the allocation of slots
(f) 'coordinated airport' shall mean an airport where a at Community airports.
coordinator has been appointed to facilitate the opera-
tions of air carriers operating or intending to operate 2. The application of this Regulation to the airport of at that airport ; Gibraltar is understood to be without prejudice to the respective legal positions of the Kingdom of Spain and "fully coordinated airport shall mean a coordinated
(e =
the United Kingdom with regard to the dispute over airport where, in order to land or take off, during the soverteignty over the territory in which the airport is situ- periods for which it is fully coordinated, it is necessary ated. for an air carrier to have a slot allocated by a coordi-
nator ; 3. — Application of the provisions of this Regulation to Gibraltar airport shall be suspended until the arrange- (h "airport system" shall mean two or more airports ments in the joint declarations made by the Foreign grouped together and serving the same city or conur- Ministers of the Kingdom of Spain and the United bation, as indicated in Annex II to Regulation (EEC) Kingdom on 2 December 1987 have come into operation, No 2408/92. The Governments of Spain and the United Kingdom will so inform the Council of that date. Articde 3
Conditions for airport coordination
Article 2 1. A Member State shall be under no obligation to
desginate any airport as coordinated save in accordance
Definitions with the provisions of this Article.
For the purpose of this Regulation: 2. A Member State may, however, provide for any
airport to be designated as a coordinated airport provided (a) slot” shall mean the scheduled time of arrival or that principles of transparency, neutrality and non-discri-
departure available or allocated to an aircraft move- mination are met. ment on a specific date at an airport coordinated
under the terms of this Regulation; 3. (i) When air carriers representing more than a half of
the operations at an airport and/or the airport
authority consider that capacity is insufficient for (b) 'new entrant' shall mean :
actual or planned operations at certain periods or
(i) an air carrier requesting slots at an airport on any
(1) when new entrants encounter serious problems in
day and holding or having been allocated fewer securing slots or |
than four slots at that airport on that day, or,
(ii) an air carrier requesting slots for a non-stop (ii) when a Member State considers it necessary,
service between two Community airport where at the Member State shall ensure that a thorough capacity
most two other air carriers operate a direct service analysis is carried out, having regard to commonly
between these airports or airports systems on that recognized methods, as soon as possible at the airport
day and holding or having been allocated fewer with the purpose of determining possibilites of increa-
than four slots at that airport on that day for that sing the capacity in the short term through infrastruc-
non-stop service. | ture or operational changes, and to determine the time
frame envisaged to resolve the problems. The analysis,
Ån air carrier holding more than 3 /o of the total slots
shall be updated periodically. Both the analysis and the
available on the day in question at a particular airport,
method underlying it shall be made available to inte-
or more than 2 Ya of the total slots avilable on the day
rested parties. in question in an airport system of which that airport forms part, shall not be considered as a new entrant at
that airport ; (') OJ No 1 240, 24 8. 1992, p. 1. 60
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22. 1. 93 Official Journal of the European Communities No L 14/3
4. If, after consultation with the air carriers using the (d) remaining available slots, airport regularly, their representative organizations, the airport authorities, air traffic control authorities and (e) full details on the criteria being used in the allocation. passengers' organizations where such organizations exist, the analysis does not indicate possibilities of resolving the 8. The information in paragraph 7 shall be made serious problems in the short term, the Member State available at the tatest at the time of the relevant schedushall ensure that the airport shall be designated as fulty ling conferences and as appropriate during the confecoordinated for the periods during which capacity rences and thereafter. problems occur.
Article 5 5. When a capacity sufficient to meet actual or planned operations is provided at a fully coordinated airport, its
Coordination committee desgination as a fully coordinated airport shall be lifted.
1. AA Member State shall ensure that in an airport that
Article 4
has been designated as fully coordinated a coordination
committee is set up to assist, in a consultative capacity,
The coordinator the coordinator referred to in Article 4. Participation in
this committee shall be open to at least the air carriers 1. The Member State responsible for a coordinated or and/or their representative organizations using the fully coordinated airport shall ensure the appointment of airports) regularly, the airport authorities concerned and a natural or legal person with detailed knowledge of air representatives of the air traffic control. The same coordicarrier scheduling coordination as airport coordinator nation committee may be designated for more than one after having consulted the air carriecrs using the airport airport. regularly, their representative Organizations and the airport authorities. The same coordinator may be The tasks of the coordination committee shall be, inter appointed for more than one airport. alia, to advise on :
— possibihties for increasing the capacity determined in 2. AA Member State shall ensure that the coordinator
accordance with Article 6, carries out his duties under this Regulation in an independent manner.
— improvements to traffic conditions prevailing at the
airport in question, 3. The coordinator shall act in accordance with this Regulation in a neutral, non-discriminatory and transpa- — complaints on the allocation of slots as provided for in
rent way. Article 8 (7),
— the methods of monitoring the use of allocated slots, 4. The coordinator shall participate in such interna- — guidelines for allocation of slots, taking into account tional scheduling conferences of air carriers as are local conditions, permitted by Community law.
— serious problems for new entrants as provided for in
Article 10.
S. — The coordinator shall be responsible for the allocation of slots.
2. — Paragraph 1 may be applied to airports designated as
coordinated under the provisions of Article 3. 6. - The coordinator shall monitor the use of slots.
Article 6 7. Where slots are allocated, the coordinator shall, on request and within a reasonable time, make available for
Airport capacity review to all interested parties the following information :
(a) historical slots by airline, chronologically, for alt air 1. At an airport where slot allocation takes place, the
carriers at the airport, competent authorities shall determine the capacity
available for slot allocation twice yearly in cooperation (b) requested slots (initial submissions), by air carriers and with representatives of air traffic control, customs and
chronologically, for all air carriers, immigration authorities and air carriers using the airport
and/or their representative organizations and the airport (c) all allocated slots, and outstanding slot requests, listed coordinator, according to commonly recognized methods.
individually in chronologcial order, by air carriers, for Where the competent authority is not the airport
all air carriers, authority it shall also be consulted.
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No L 14/4 Official Journal of the European Communities 22. 1. 93
This exercise shall be based on an objective analysis of total or partial takeover or unilaterally. Any such possibilities. of accommodating the air traffic, taking into exchanges or transfers shall be transparent and subject to account the different types of traffic at that airport. confirmation of feasibility by the coordinator that:
(a) airport operations would not be prejudiced /; The results of this exercise shall be provided to the airport coordinator in good time before the initial slot allocation (b) limitations imposed by a Member State according to takes place for the purpose of scheduling conferences. Article 9 are respected;
(c) a change of use does not fall within the scope of 2. Paragraph I may be applied to airports designated as Article 11. coordinated under the provisions of Article 3.
5. Slots allocated to new entrants operating a service Article 7 between two Community airports may not be exchanged or transferred between air carriers or by an air carrier from one route to another as provided for in paragraph 4 for a Information for the coordinator period of two seasons.
Air carriers operating or intending to operate at a coordi- 6. The Commission may establish, after consultations nated or fully coordinated airport shall submit to the with air carriers, coordinators, and airport authorities, Coordinator relevant information requested by the coordirecommended standards for the automated systems which nator. are used by the coordinators in order to ensure the proper
implementation of Articles 4 and 7. Artide 8
7. Where there are complaints about the allocation of Process of slot allocation slots, the coordination committee shall consider the matter and may make proposals to the coordinator in an 1. (2) Subject to the provisions of Article 10, a slot that attempt to resolve the problems. has been operated by an air carrier as cleared by the coordinator shall entitle that air carrier to claim 8. If che problems cannot be resolved after considerathe same slot in the next equivalent scheduling tion by the coordination commit:ce, the Member State period. concerned may provide for mediation by an air carriers representative organization or other third party. (b) In a situation where all slot requests cannot be accommodated to the satisfaction of the air carriers Articde 9 concerned, preference shall be given to commercial air services and in particular to scheduled services Regional services and programmed non-scheduled services. 1. A Member State may reserve certain slots at a fully (c) The coordinator shall also take into account addi- coordinated airport for domestic scheduled services : tional priority rules established by the air carrier industry and if possible additional guidelines (a) on a route to an airport serving a peripheral or recommended by the coordination committee development region in its territory, any such route allowing for local conditions, provided such guide- being considered vital for the economic development lines respect Community law. of the region in which the airport is located, on condition that:
2. If a requested slot cannot be accommodated, the (i) the slots concerned are being used on that route coordinator shall inform the requesting air carrier of the at the time of entry into force of this Regulation ; reasons therefore and shall indicate the nearest alternative slot. (il) only one air carrier is operating on the route;
(iii) no other mode of transport can provide an 3. - The coordinator shall, at all times, endeavour to adequate service ; accommodate ad hoc slot requests for any type of aviation (iv) the reservation of slots shall end when a second including general aviation. To this end, the slots avaitable air carrier has established a domestic scheduled in the pool referred to in Article 10 but not yet allocated service on the route with the same number of may be used, as may slots liberated at short notice. frequencies as the first air carrier and operated it for at least a season ; 4. — Slots may be freely exchanged between air carniers or transferred by an air carrier from one route, or type of (b) on routes where public service obligations have been service, to another, by mutual agreement or as a result of a imposed under Community legislation.
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22. 1. 93 Official Journal of the European Communities No L 14/5
2. The procedures in Article 4 (1) (d) to 4 (1) (i) of — grounding of the aircraft type generally used for Regulation (EEC) No 2408/92 shall be applied if another the service in question, or Community air carrier is interested in servicing the route — closure of an airport or airspace ; and has not been able to obtain slots within one hour before or after the times requested of the coordinator. (b) problems relating to the starting up of a new sche-
duled passenger service with aircraft of no more than
eighty seats on a route between a regional airport and 3. The Member State shall communicate to the
the coordinated airport and where the capacity does Commission a list of routes for which slots have been so
not exceed 30 000 seats per year, or reserved at a fully coordinated airport. This shall first be
done at the entry into force of this Regulation. The (c) serious financial damage for a Community air carrier
Commission shall publish an overview of the routes concerned, with, as a result, the granting of a tempoconcemed in the Official Journal of the European rary licence by the licensing authorities pending Communities not later than two months after the
financial reorganization of the air carrier in communication. accordance with Article 5 (5) of Regulation (EEC) No
2407/92.,
Article 10 (d) an interruption of a series of non-scheduled services
due to cancellations by tour operators, in particular
Slot pool outside the usual peak period, provided that overall
slot usage does not fall below 70 Yo ; 1. Åt an airport where slot allocation takes place, a pool shall be set up for each coordinated period and shall (e) an interruption of a series of services due to action contain newly created slots, unused slots and slots which intended to affect these services, which makes it practihave been given up by a carrier during, or by the end of, cally and/or technically impossible for the air carrier to the season or which otherwise become available. carry out operations as planned.
6. If serious problems continue to exist for new 2. — Any slot not utilized shall be withdrawn and placed entrants, the Member State shall ensure that a meeting of in the appropriate slot pool unless the non-utilization can
the airport Coordination committee is convened. The be justified by reason of the grounds of the grounding of
purpose of the meeting shall be to examine possibilities an aircraft type, or the closure of an airport or airspace or
for remedying the situation. The Commission shall be other similarly exceptional case.
invited to such a meeting.
3. — Slots which are allocated to an air carrier for the 7. Wichout prejudice to Article 8 (1) of Regulation operation of a scheduled service or a programmed non- (EEC) No 2408/92, slots placed in the pools shall be scheduled service on a particular moment of a day and for distributed among applicant carriers. 50 Yo of these slots the same day of the week over a recognizable period up to shall be allocated to new entrants unless requests by new one scheduling period shall not entitle that air carrier to entrants are less than 50 Yo. the same series of slots in the next equivalent period, unless the air carrier can demonstrate to the satisfaction 8. ÅA new entrant which has been offered slots within of the coordinator that they have been operated, as two hours before or after the time requested but has not cleared by the coordinator, by that air carrier for at least accepted this offer shall not retain the new entrant status.
80 Yo of the time during the period for which they have
been allocated. Article 11
Safeguard mechanism 4. Slots allocated to an air carrier before 31 January for the following summer season, or before 31 August for the I. Where a solution cannot be found under paragraph following winter season, but which are returned to the 2 and taking into account that competition between the coordinator for reallocation before those dates shall not be air carriers concerned should not be distorted, an air taken into account for the purposes of the usage calcula- carrier shall not be allowed to use the flexibility provided tion. for in Article 8 (4) for the purpose of introducing one or
more additional frequencies on a route between a fully
coordinated airport within the Community and an airport 5. If the 80 Yo usage of the series of slots cannot be in another Member State, if another Community air demonstrated, all the slots constituting that series shall be carrier, licensed by another Member State, has not been placed in the slot pool, unless the non-utilization can be able, despite serious and consistent efforts, to obtain justified on the basis of any of the following reasons: landing and departure slots which can reasonably be used
for providing one or more additional frequencies on the (a) unforeseeable and irresistible cases outside the air route within two hours before or after the times requested
carrier's control leading to, for example : of the coordinator.
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No IL 14/6 Official Journal of the European Communities 22.1. 93
This provision shall not apply if the air carrier using the 2. Member States shall inform the Commission of any flexibility provided for in Article 8 (4) does not exceed the serious difficulties encountered, in law or in fact, by frequencies of the other air carrier. Community air carriers in obtaining slots at airports in
third countries. 2. Taking into account that competition between the
Article 13 air carriers concerned should not be distorted, the Member States responsible for the fully coordinated Report and cooperation airport referred to in paragraph 1 shall endeavour to facilitate an agreement between the air carriers concerned. 1. The Commission shall submit a report to the Euro-
pean Parliament and the Council on the operation of this An alternative solution to the problem should be sought Regulation three years after its entry into force. This such as: report should include inter alia the following elements :
(a) the structure of the airline industry; — endeavouring to ensure that the request for slots of
the air carrier licensed by the other Member State is (b) progress made by the industry in reducing the
accommodated, non-use of slots ; — the reasonable use by that carrier of the flexibility (c) size of the slot pool, as defined in Aiticle 10 (1), each
provided for in Article 8 (4). season at selected airports;
(d) volume of unsuccessful applications for slots each 3. A Member State concerned may request the
season at selected airports ; Commission to investigate the application of this Article within two months of an air carrier informing the coordi- (e number of new entrants applying for slots each season nator of its intention to use the fiexibility provided for in at selected airports ; Article 8 (4).
(f) use of dispute procedures established within the terms
of Anticle 8.
Articde 12
2. Member States and the Commission shall cooperate
in the application of this Regulation, particularly as
General provisions
regards the collection of information for the report
mentioned in paragraph 1. 1. Whenever it appears that a third country, wich respect to the allocation of slots at airports,
Articde 14 (a) does not grant Community air carriers treatment
comparable to that granted by Member States to air Revision carriers from that country, or
The Council shall decide on the continuation or revision (b) does not grant Community air carriers de facto of this Regulation by 1 July 1997, on the basis of a
national treatment, or proposal from the Commission to be submitted no later
than 1 January 1996. (c) grants air carriers from other third countries more
favourable treatment than Community air carriers,
Article 15
appropriate action may be taken to remedy the situation Entry into force in respect of the airport or airports concerned, including the suspension wholly or partially of the obligations of This Regulation shall enter into force on the thirtierth day
this Regulation in respect of an air carrier of that third following that of its publication in the Official Journal of
country, in accordance with Community law. the European Communities.
This Regulation shall be binding in its entirety and directly applicable in all Member
States.
Done at Brussels, 18 January 1993.
For the Council
The President
T. PEDERSEN
gotab 43692, Stockholm 1993 64