Procedure : 2006/0304(COD)
Document stages in plenary
Document selected : A6-0220/2008

Texts tabled :

A6-0220/2008

Debates :

PV 08/07/2008 - 6
CRE 08/07/2008 - 6

Votes :

PV 08/07/2008 - 8.19
Explanations of votes
Explanations of votes

Texts adopted :

P6_TA(2008)0333

DRAFT RECOMMENDATION FOR SECOND READING     ***II
PDF 321kWORD 413k
4 June 2008
PE 404.735v02-00 A6-0220/2008

on the Council common position for adopting a directive of the European Parliament and of the Council amending Directive 2003/87/EC so as to include aviation activities in the scheme for greenhouse gas emission allowance trading within the Community

(05058/2008 – C6-0177/2008 – 2006/0304(COD))

Committee on the Environment, Public Health and Food Safety

Rapporteur: Peter Liese

DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION
 EXPLANATORY STATEMENT
 PROCEDURE

DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION

on the Council common position for adopting a directive of the European Parliament and of the Council amending Directive 2003/87/EC so as to include aviation activities in the scheme for greenhouse gas emission allowance trading within the Community

(05058/2008 – C6-0177/2008 – 2006/0304(COD))

(Codecision procedure: second reading)

The European Parliament,

–   having regard to the Council common position (05058/2008 - C6-0177/2008),

–   having regard to its position at first reading(1) on the Commission proposal to Parliament and the Council (COM2006)0818),

–   having regard to Article 251(2) of the EC Treaty,

–   having regard to Rule 62 of its Rules of Procedure,

–   having regard to the recommendation for second reading of the Committee on the Environment, Public Health and Food Safety (A6-0220/2008),

1.  Approves the common position as amended;

2.  Instructs its President to forward its position to the Council and Commission.

Amendment  1

Council common position – amending act

Recital 5 a (new)

Council common position

Amendment

 

(5a) In February 2007 the European Parliament adopted a resolution on climate change in which it referred to the objective to limit the average global temperature increase to 2°C above pre-industrialisation levels, in which it urged the EU to maintain its leading role in the negotiations with a view to establishing a post-2012 international framework on climate change and to maintain a high level of ambition in future discussions with its international partners as well as emphasised the need to undertake overall emission reductions for all industrialised countries of 30% compared to 1990 emission levels by 2020 with a view to achieving a reduction in the order of 60 to 80% by 2050;

Justification

The position of the European Parliament on climate change should be reflected in the recitals to the Directive..

Amendment  2

Council common position – amending act

Recital 10 a (new)

Council common position

Amendment

 

(10a) To assist with the reduction of emissions from aircraft, the Commission should carry out a feasibility study by 2009 into the possibility of laying down emission standards for aircraft engines.

(am 2 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 2).

Amendment  3

Council common position – amending act

Recital 11 a (new)

Council common position

Amendment

 

(11a) Apart from the economic tools there is considerable emission-lowering potential in technological and operational improvements which should be developed further now than they have been in the past.

(am 3adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 3).

Amendment  4

Council common position – amending act

Recital 11 b (new)

Council common position

Amendment

 

(11b) More efficient air traffic management could, by itself, cut fuel consumption by up to 12 % and thereby contribute to the lowering of CO2 emissions. Consequently, the Single European Sky and the Single European Sky ATM Research ("SESAR") projects should be implemented as quickly and as efficiently as possible. It is, in particular, the task of the Member States and the Community, in close consultation with the airspace users concerned, to take swift and firm action to establish functional airspace blocks, flexible airspace blocks and flexible airspace use. In this respect, support should be given to the Atlantic Interoperability Initiative to Reduce Emissions ("AIRE") agreed between the EU and the US Federal Aviation Administration.

(am 4 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 4).

Amendment  5

Council common position – amending act

Recital 11 c (new)

Council common position

Amendment

 

(11c) Research, development and technology is the key to innovation and to achieving further cuts in aviation emissions. Aircraft and engine manufacturers, and fuel producers, are urged to research and implement changes in their respective fields which will significantly contribute to reducing the climate impact of aviation. The Community should continue its support for the "Clean Sky" Joint Technology Initiative (JTI) in the 7th Framework Programme for Research (FP7) which aims to reduce radically the impact of air transport on the environment. The Community should continue to give strong support to the work of ACARE (Advisory Council for Aeronautical Research in Europe), and more particularly its Strategic Research Agenda (SRA), which sets emission reduction targets for the air transport industry of 50% for carbon dioxide per passenger kilometre and 80% for nitrogen oxide by 2020.

(am 5 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 5).

Amendment  6

Council common position – amending act

Recital 11 d (new)

Council common position

Amendment

 

(11d) Subsidies to aerodromes in some cases give the wrong incentives concerning the emission of greenhouse gases. Therefore the Commission must fully respect existing competition law.

(amendment 6 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 6). This amendment was a compromise that replaced a more demanding amendment by the rapporteur.

Amendment  7

Council common position – amending act

Recital 13 a (new)

Council common position

Amendment

 

(13a) A level playing field between aerodromes and between aircraft operators needs to be ensured. Therefore, both international flights to and from the EU and flights within the EU should be included in the Community scheme from the start..

(amendment 8 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 8). The idea of the same starting date for internal flights and intercontinental flights should be underlined because it is a key priority for Parliament and Council.

Amendment  8

Council common position – amending act

Recital 14

Council common position

Amendment

(14) From 2012, emissions from all flights arriving at and departing from Community aerodromes should be included. The Community scheme may thus serve as a model for the use of emissions trading worldwide. If a third country adopts measures for reducing the climate impact of flights to the Community the Commission should consider the options available in order to provide for optimal interaction between the Community scheme and that country's measures, after consulting with that country.

(14) From 2011, emissions from all flights arriving at and departing from Community aerodromes should be included Climate change is a global phenomenon which requires global solutions. The Community considers this Directive to be an important first step. Non-EU parties are invited to contribute with their ideas to the debate so as to develop this policy instrument further. To make the voice of third parties heard, the Commission should be in permanent contact with them, both prior to and during the implementation of this Directive. A first step to a global agreement would be one or more bilateral agreements with one or more third parties. If the EU agrees with a third party on a common scheme which has at least the same positive effects for the environment as this Directive, the Commission may propose an amendment to this Directive. In any case the Commission may propose that incoming flights from third countries not be covered by the scheme if the third country has in place a system which has at least the same environmental benefit as this Directive.

Justification

Amendment adopted by Parliament at first reading (amendments 64, 71 and 9). It should be made much more clear than it is in the Common Position that Europe does not want to insist on a specific scheme but on the solution of the problem. The development in the United States (Lieberman-Warner Act) and statements of all presidential candidates) show that a bilateral agreement between the EU and the US is a real option.

Amendment  9

Council common position – amending act

Recital 16

Council common position

Amendment

(16) Aviation has an impact on the global climate through releases of carbon dioxide, nitrogen oxides, water vapour and sulphate and soot particles. The IPCC has estimated that the total impact of aviation is currently two to four times higher than the effect of its past carbon dioxide emissions alone. Recent Community research indicates that the total impact of aviation could be around two times higher than the impact of carbon dioxide alone. However, none of these estimates takes into account the highly uncertain cirrus cloud effects. In accordance with Article 174(2) of the Treaty, Community environment policy is to be based on the precautionary principle. Pending scientific progress, all impacts of aviation should be addressed to the extent possible. Emissions of nitrogen oxides will be addressed in other legislation to be proposed by the Commission in 2008.

(16) Aviation has an impact on the global climate through releases of carbon dioxide, nitrogen oxides, water vapour and sulphate and soot particles. The IPCC has estimated that the total impact of aviation is currently two to four times higher than the effect of its past carbon dioxide emissions alone. Recent Community research indicates that the total impact of aviation could be around two times higher than the impact of carbon dioxide alone. However, none of these estimates takes into account the highly uncertain cirrus cloud effects. In accordance with Article 174(2) of the Treaty, Community environment policy must be based on the precautionary principle and therefore all impacts of aviation should be addressed to the extent possible. Air traffic management authorities should apply effective measures in order to avoid the formation of contrails and cirrus clouds through changes in flight patterns, namely by ensuring that flights avoid passing through areas where due to specific atmospheric conditions the formation of such clouds is likely. In addition, they should strongly promote research on the formation of contrails and cirrus clouds including effective mitigation measures (for instance in relation to fuel, engines and air traffic management) that do not adversely affect other environmental goals. Pending other legislation to be proposed by the Commission focusing specifically on the problem of nitrogen oxide emissions in aviation, a multiplier should be applied to every tonne of CO2 emitted.

(amendments 10 and 65 adopted at first reading))

Justification

Amendment adopted by Parliament at first reading (amendments 10 and 65). It is a key point for the European Parliament to address all climate impacts of aviation in an appropriate way.

Amendment  10

Council common position – amending act

Recital 17 a (new)

Council common position

Amendment

 

(17a) Despite the fact that it is difficult for aircraft operators to switch to alternative (renewable) energy sources, the aviation sector must still achieve a considerable emissions reduction that is in line with the overall EU reduction target of 20 to 30 % compared to 1990 levels. For each commitment period under the Community scheme in which aviation is to be included, depending on the reference period used for aviation in that commitment period, the target for aviation should be set on the basis of the average efforts required of all the other fixed-source sectors in all the Member States.

(amendment 13 adopted at first reading))

Justification

Amendment adopted by Parliament at first reading (amendment 13).

Amendment  11

Council common position – amending act

Recital 19

Council common position

Amendment

(19) Aviation contributes to the overall climate change impact of human activities and the environmental impact of greenhouse gas emissions from aircraft can be mitigated through measures to tackle climate change in the EU and third countries, and to fund research and development for mitigation and adaptation. Decisions on national public expenditure are a matter for Member States, in line with the principle of subsidiarity. Without prejudice to that position, revenues generated from the auctioning of allowances, or an equivalent amount where required by overriding budgetary principles of the Member States, such as unity and universality, should be used to reduce greenhouse gas emissions, to adapt to the impacts of climate change in the EU and third countries, to fund research and development for mitigation and adaptation and to cover the cost of administering the scheme. This could include measures to encourage environmentally-friendly transport. The proceeds of auctioning should in particular be used to fund contributions to the Global Energy Efficiency and Renewable Energy Fund, and measures to avoid deforestation and facilitate adaptation in developing countries. The provisions of this Directive relating to the use of revenues should not prejudge any decision on the use to be made of revenues generated from the auctioning of allowances in the broader context of the general review of Directive 2003/87/EC.

(19) Aviation contributes to the overall climate change impact of human activities. The proceeds from the auctioning of allowances should be used to reduce greenhouse gas emissions and to adapt to the impacts of climate change in the EU and third countries, especially in developing countries, and to fund research and development for mitigation and adaptation, especially in the airline sector. The proceeds of auctioning should in particular be used to fund contributions to the Global Energy Efficiency and Renewable Energy Fund, and measures to avoid deforestation. In order to reduce to some extent the burden on citizens, revenues generated by auctioning should also be used to lower taxes and charges imposed on climate-friendly transport such as rail and bus. They should also be used to cover the Member States' justified costs in administering this Directive. Member States may also use those revenues to mitigate or even eliminate any accessibility and competitiveness problems arising for the outermost regions and problems for public service obligations in connection with the implementation of this Directive. Member States should inform the Commission of measures taken in this connection.

Amendment  12

Council common position – amending act

Recital 21

Council common position

Amendment

(21) To increase the cost-effectiveness of the scheme, aircraft operators should be able to use certified emission reductions ("CERs") and emission reduction units ("ERUs") from project activities to meet obligations to surrender allowances up to a harmonised limit. The use of CERs and ERUs should be consistent with the criteria for acceptance for use in the trading scheme set out in this Directive.

(21) To increase the cost-effectiveness of the scheme, aircraft operators should be able to use allowances issued to installations in other emission trading scheme sectors, certified emission reductions (CERs) and emission reduction units (ERUs) from project activities to meet obligations to surrender allowances up to a harmonised limit. The use of CERs and ERUs should be consistent with the criteria for acceptance for use in the trading scheme set out in this Directive.

(amendment 15 adopted at first reading))

Justification

Corresponds to amendment 15 adopted by Parliament at first reading.

Amendment  13

Council common position – amending act

Recital 21 a (new)

Council common position

Amendment

 

(21a) As a result of the current emission trading scheme, energy-intensive industry is already under pressure from very high CO2 prices. There is a real threat of carbon leakage if another significant sector is included in the scheme that has to buy emission permits. To avoid carbon leakage from energy-intensive industry, for example the cement, lime or steel sector, the Commission should examine different options such as sectoral targets or border tax adjustment and publish a report before the end of 2008 on how the question should be addressed.

(amendment 16 adopted at first reading))

Justification

Amendment adopted by Parliament at first reading (amendment 16). In its proposal for the general review of the ETS from January 2008 the Commission announces a study and a proposal to avoid carbon leakage from energy-intensive industry for 2011. To give more security for investment, the analysis and the respective proposal need to be presented as soon as possible.

Amendment  14

Council common position – amending act

Recital 23 a (new)

Council common position

Amendment

 

(23a) In order to ensure equal treatment of aircraft operators, Member States should follow harmonised rules for the administration of aircraft operators for which they have responsibility, in accordance with specific guidelines to be developed by the Commission.

(amendment 17 adopted at first reading))

Justification

Amendment adopted by Parliament at first reading (amendment 17).

Amendment  15

Council common position – amending act

Recital 33 a (new)

Council common position

Amendment

 

(33a) This Directive should not prevent any Member State from maintaining or establishing other complementary and parallel policies or measures that address the aviation sector’s total impacts on climate change.

(amendment 18 adopted at first reading)

Amendment  16

Council common position – amending act

Article 1 - point 3 - point (b)

Directive 2003/87/EC

Article 3 - point (o) (Directive 2003/87/EC)

 

Council common position

Amendment

(o) "aircraft operator" means the person who operates an aircraft at the time it performs an aviation activity listed in Annex I or, where that person is not known or is not identified by the owner of the aircraft, the owner of the aircraft;

(o) "aircraft operator" means the person or body identified by its ICAO code which operates an aircraft at the time it performs an aviation activity listed in Annex I or, where the ICAO code is not known, the holder of the Air Operator's Certificate (AOC) or the owner of the aircraft. This will require a harmonised provision in Member States' national aviation registries to ensure that the aircraft operator, as well as the owner, is always identified where possible, in accordance with the Cape Town Convention on International Interests in Mobile Equipment;

(amendment 21 adopted at first reading))

Justification

Amendment adopted by Parliament at first reading (amendment 21).

Amendment  17

Council common position – amending act

Article 1 - point 4

Directive 2003/87/EC

Article 3c - paragraph 1

 

Council common position

Amendment

1. For the period from 1 January 2012 to 31 December 2012, the total quantity of allowances to be allocated to aircraft operators shall be equivalent to 100 % of the historical aviation emissions.

1. For the period from 1 January 2011 to 31 December 2012, the total quantity of allowances to be allocated to aircraft operators shall be equivalent to 90% of the sum of the historical aviation emissions multiplied by two.

Justification

Amendment adopted by Parliament at first reading (amendments 61 and 24).

Amendment  18

Council common position – amending act

Article 1 - point 4

Directive 2003/87/EC

Article 3c - paragraph 2

 

Council common position

Amendment

2. For the period referred to in Article 11(2) beginning on 1 January 2013, and, in the absence of any amendments following the review referred to in Article 30(4), for each subsequent period, the total quantity of allowances to be allocated to aircraft operators shall be equivalent to 100 % of the historical aviation emissions multiplied by the number of years in the period.

2. For the period referred to in Article 11(2) beginning on 1 January 2013, and for each subsequent period, the quantity of aviation allowances issued each year shall decrease in a linear manner corresponding to the overall reduction target applicable to the emissions covered by the emissions trading system in reference to the annual value established in paragraph 1.

(amendment 13 and 61 adopted at first reading))

Amendment  19

Council common position – amending act

Article 1 - point 4

Directive 2003/87/EC

Article 3d - paragraph 1

 

Council common position

Amendment

1. In the period referred to in Article 3c(1), 10 % of allowances shall be auctioned.

1. In the period referred to in Article 3(c)1, 25% of allowances shall be auctioned.

(amendment 74 adopted at first reading))

Justification

Amendment adopted by Parliament at first reading (amendment 74). A higher percentage of auctioning is necessary to avoid distortion of competition. Even though it is a big improvement that allowances will be distributed not by national allocation plans but by benchmarks, every benchmark has advantages for some business models and disadvantages for other business models. A higher percentage of auctioning could balance this effect. A higher percentage of auctioning is also necessary to avoid windfall profits and to make tax cuts for environmental-friendly transport systems possible.

Amendment  20

Council common position – amending act

Article 1 - point 4

Directive 2003/87/EC

Article 3d - paragraph 2

 

Council common position

Amendment

2. For subsequent periods, the percentage to be auctioned as referred to in paragraph 1 may be increased as part of the general review of this Directive.

2. For subsequent periods, the percentage to be auctioned as referred to in paragraph 1 shall be increased, in accordance with the maximum level of auctioning in other sectors.

(amendments 75 and 87 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendments 75 and 87). A higher percentage of auctioning is necessary to avoid distortion of competition. Even though it is a big improvement that allowances will be distributed not by national allocation plans but by benchmarks, every benchmark has advantages for some business models and disadvantages for other business models. A higher percentage of auctioning could balance this effect. A higher percentage of auctioning is also necessary to avoid windfall profits and to make tax cuts for environmental-friendly transport systems possible.

Amendment  21

Council common position – amending act

Article 1 - point 4

Directive 2003/87/EC

Article 3d - paragraph 4

 

Council common position

Amendment

4. It shall be for Member States to determine the use to be made of revenues generated from the auctioning of allowances. Those revenues should be used to tackle climate change in the EU and third countries and to cover the costs of the administering Member State in relation to this Directive.

4. Revenues generated from the auctioning of allowances shall be used to reduce greenhouse gas emissions and to adapt to the impacts of climate change in the EU and third countries, especially in developing countries, and to fund research and development for such mitigation, especially in the airline sector, and adaptation. In order to reduce to some extent the burden on citizens, revenues generated by auctioning shall also be used to lower taxes and charges on climate-friendly transport such as rail and bus. The proceeds of auctioning shall in particular fund contributions to the Global Energy Efficiency and Renewable Energy Fund and measures to avoid deforestation. They may also be used to cover the Member States' justified costs in administering this Directive. Member States may also use the revenues to mitigate or even eliminate any accessibility and competitiveness problems arising for outermost regions and problems for public service obligations in connection with the implementation of this Directive. Member States shall inform the Commission of measures taken pursuant to this paragraph.

Justification

The text seeks to find a compromise between amendments 11 and 20 on the one hand and amendment 52. It also seeks to accept the idea of the Council to especially mention the Global Energy Efficiency and Renewable Energy Fund and measures to avoid deforestation. This should not be controversial. That is why the Parliament should accept this idea from the Council's text.

Amendment  22

Council common position – amending act

Article 1 - point 4

Directive 2003/87/EC

Article 3e - paragraph 5

 

Council common position

Amendment

5. By 28 February 2012 and by 28 February of each subsequent year, the competent authority of the administering Member State shall issue to each aircraft operator the number of allowances allocated to that aircraft operator for that year under this Article or Article 3f.

5. By 28 February 2011 and by 28 February of each subsequent year, the competent authority of the administering Member State shall issue to each aircraft operator the number of allowances allocated to that aircraft operator for that year under this Article or Article 3f.

Justification

Amendment adopted by Parliament at first reading. The ENVI Committee proposed 2010. The urgency of limiting greenhouse gas emissions is even more evident than during the first reading.

Amendment  23

Council common position – amending act

Article 1 - point 4

Directive 2003/87/EC

Article 3e - paragraph 5 a (new)

 

Council common position

Amendment

 

5a. In the event of a merger or takeover involving several aircraft operators during a given period, the allowances which have been allocated to them or which they have acquired shall be retained by the new entity. If an aircraft operator ceases to operate, the Member State to which it is attached shall place the relevant allowances on the secondary market for allowances. At the beginning of the following year, the share of the allowances still available shall be allocated in full for auctioning, taking account of the general rate of reduction of authorised allowances.

(am 34 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 34).

Amendment  24

Council common position – amending act

Article 1 - point 4

Directive 2003/87/EC

Article 3e - paragraph 5 b (new)

 

Council common position

Amendment

 

5b. On the basis of the experience acquired during the period 2011-2012, the Commission shall submit a proposal concerning the quota of greenhouse gas emissions permits the aviation sector is authorised to purchase on the secondary market for wider greenhouse gas emissions permit schemes.

(am 35 adopted at first reading )

Justification

Corresponds to amendment 35 adopted by Parliament at first reading.

Amendment  25

Council common position – amending act

Article 1 - point 4

Directive 2003/87/EC

Article 3f - paragraph 1

 

Council common position

Amendment

1. In each period referred to in Article 3c(2), 3% of the total quantity of allowances to be allocated shall be set aside in a special reserve for aircraft operators:

1. In each period referred to in Article 3c(2), 3% of the total quantity of allowances to be allocated shall be set aside in a special reserve for aircraft operators who start performing an aviation activity falling within Annex I after the monitoring year for which tonne-kilometre data was submitted under Article 3e(1) in respect of a period referred to in Article 3c(2) and whose activity is not in whole or in part a continuation of an aviation activity previously performed by another aircraft operator.

(a) who start performing an aviation activity falling within Annex I after the monitoring year for which tonne-kilometre data was submitted under Article 3e(1) in respect of a period referred to in Article 3c(2); or

 

(b) whose tonne-kilometre data increases by an average of more than 18% annually between the monitoring year for which tonne-kilometre data was submitted under Article 3e(1) in respect of a period referred to in Article 3c(2) and the second calendar year of that period;

 

and whose activity under point (a), or additional activity under point (b), is not in whole or in part a continuation of an aviation activity previously performed by another aircraft operator.

 

Justification

The provision introduced by the Council in its common position is counterproductive from an environmental point of view. It is not clear which operator will benefit from them. That is why we propose to delete it.

Amendment  26

Council common position – amending act

Article 1 - point 8

Directive 2003/87/EC

Article 11 a - paragraph 1 a

 

Council common position

Amendment

1a. Subject to paragraph 3, during each period referred to in Article 3c, Member States shall allow each aircraft operator to use CERs and ERUs from project activities. During the period referred to in Article 3c(1), aircraft operators may use CERs and ERUs, up to 15 % of the number of allowances they are required to surrender pursuant to Article 12(2a).

1a. Subject to paragraph 3, during each period referred to in Article 11(2), Member States shall allow each aircraft operator to use allowances issued under Chapter III, CERs and ERUs from project activities up to a percentage of the number of allowances it is required to surrender pursuant to Article 12(2a), this percentage being the average of the percentages specified by Member States for the use of CERs and ERUs for the period in accordance with paragraph 1. The Commission shall publish this percentage at least six months before the start of each period referred to in Article 11(2). The percentage of CERs and ERUs usable in relation to aviation activities shall be reviewed alongside their use in other sectors as part of the emissions trading scheme review.

For subsequent periods, the percentage shall be decided in line with the procedure for determining the use of CERs and ERUs from project activities, as part of the review of this Directive and taking into consideration the development of the international climate change regime.

 

The Commission shall publish this percentage at least six months before the start of each period referred to in Article 3c.

 

Justification

Amendment adopted by Parliament at first reading.

Amendment  27

Council common position – amending act

Article 1 - point 10 - point (b)

Directive 2003/87/EC

Article 12, paragraph 2a a (new)

 

Council common position

Amendment

 

2aa. Provided that there are no Community measures which incentivise the reduction of releases of nitrogen oxides from aircraft carrying out an aviation activity listed in Annex I, and which ensure the same ambitious level regarding the protection of the environment as this Directive, for the purposes of paragraph 2a and by way of derogation from Article 3(a), the amount of carbon dioxide which an allowance, other than an aviation emissions allowance, or a CER or ERU permits an aircraft operator to emit shall be divided by an impact factor of 2.

(am 41 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 41).

Amendment  28

Council common position – amending act

Article 1 - point 10 - point (b)

Directive 2003/87/EC

Article 12, paragraph 2a b - 2 a d (new)

 

Council common position

Amendment

 

2ab. Every year, aircraft operators wishing to surrender allowances for the purposes of paragraph 2a other than aviation emissions allowances, shall be required to submit to the administering Member State verified tonne-kilometre data for the aviation activities listed in Annex I performed in that calendar year.

 

2ac. Based on the data to be submitted under the provisions of Article 3, the Commission shall determine an efficiency indicator for all aircraft operators, calculated by dividing the total emissions from aircraft operators by the sum of the tonne-kilometre data. Based on this efficiency indicator for the first year for which data is available, the Commission shall publish a target efficiency indicator for 2010, 2015 and 2020 on the basis of an emissions reduction per revenue-tonne-kilometre (RTK) of 3,5% per year, which takes into account the voluntary target of a 3,5% improvement in fuel efficiency of aircraft per year until 2020.

 

2ad. Those aircraft operators which, for a given year, have an efficiency indicator with a value above the target efficiency indicator calculated by the Commission for that year, shall be required to surrender only aviation emissions allowances to comply with the provisions of paragraph 2a.

( am 42 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 42). It is very important to make sure the effect of the scheme is not only an economic transfer of money from the airline sector to other sectors but a real reduction of emissions in the airline sector and an improvement in efficiency.

Amendment  29

Council common position – amending act

Article 1 - point 10 - point (b)

Directive 2003/87/EC

Article 12 - paragraph 2a e (new)

 

Council common position

Amendment

 

2ae. The Commission shall, having regard to aircraft operators' pledge to increase the efficiency of aircraft engines by 50% in 2020, report to the European Parliament in 2010 and 2015 on progress made towards achieving that target.

( am 42 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 42). It is very important to make sure the effect of the scheme is not only an economic transfer of money from the airline sector to other sectors but a real reduction of emissions in the airline sector and an improvement in efficiency.

Amendment  30

Council common position – amending act

Article 1 - point 10 - point (b)

Directive 2003/87/EC

Article 12, paragraph 2a f (new)

 

Council common position

Amendment

 

2af. As soon as sufficient scientific evidence is available an appropriate multiplier shall be proposed to take into account the effects of cirrus clouds caused by aviation activity.

( am 44 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 44). The scientific evidence does not allow us today to include cirrus clouds in the emissions trading scheme, but as soon as science advances the effect should be included.

Amendment  31

Council common position – amending act

Article 1 - point 15

Directive 2003/87/EC

Article 18a - paragraph 3 a (new)

 

Council common position

Amendment

 

3a. In order to ensure equal treatment of aircraft operators, the Commission shall adopt specific guidelines to harmonise the administration of aircraft operators by administering Member States.

( am 45 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 45).

Amendment  32

Council common position – amending act

Article 1 - point 15

Directive 2003/87/EC

Article 18b

 

Council common position

Amendment

For the purposes of carrying out its obligations under Articles 3c(4) and 18a, the Commission may request the assistance of Eurocontrol and may conclude to that effect any appropriate agreements with that organisation.

For the purposes of carrying out its obligations under Articles 3c(4) and 18a, the Commission may request the assistance of Eurocontrol and shall designate a neutral organisation to which airlines will supply data directly.

(am 46 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 46).

Amendment  33

Council common position – amending act

Article 1 - point 18

Directive 2003/87/EC

Article 25a

 

Council common position

Amendment

1. Where a third country adopts measures for reducing the climate change impact of flights departing from that country which land in the Community, the Commission, after consulting with that third country, and with Member States within the Committee referred to in Article 23(1), shall consider options available in order to provide for optimal interaction between the Community scheme and that country's measures.

 

1. The Community and its Member States shall continue to seek an agreement on global measures to reduce greenhouse gas emissions from aviation. As a first step towards such a global agreement, bilateral agreements on a common emissions trading scheme for aviation between the EU and third countries or a group of third countries could be useful. The Commission will be in permanent contact with third parties prior to and during the implementation of this Directive. If the EU agrees with a third party on a common scheme or if an agreement on a global scheme is achieved in the light of such agreements, the Commission shall consider whether amendments to this Directive as it applies to aircraft operators are necessary.

Where necessary, the Commission may adopt amendments to provide for flights arriving from the third country concerned to be excluded from the aviation activities listed in Annex I or to provide for any other amendments to the aviation activities listed in Annex I which are required by an agreement pursuant to the fourth subparagraph. Those measures, designed to amend non-essential elements of this Directive, shall be adopted in accordance with the regulatory procedure with scrutiny referred to in Article 23(3).

2. In any case the Commission, after consulting with a third party or third parties and with Member States within the Committee referred to in Article 23(1), shall consider options available in order to provide for optimal interaction between the Community scheme and another scheme especially to avoid double charging where a third country adopts measures for reducing the climate change impact of large aircraft departing from that country which land in the Community.

The Commission may propose to the European Parliament and the Council any other amendments to this Directive.

 

The Commission may also, where appropriate, make recommendations to the Council in accordance with Article 300(1) of the Treaty to open negotiations with a view to concluding an agreement with the third country concerned.

 

2. The Community and its Member States shall continue to seek an agreement on global measures to reduce greenhouse gas emissions from aviation. In the light of any such agreement, the Commission shall consider whether amendments to this Directive as it applies to aircraft operators are necessary.

 

Justification

The final goal of our activities is to get a global scheme. As a first step the European Union should agree with third countries on a common scheme. The development in the United States shows that this is a real option.

Amendment  34

Council common position – amending act

Article 1 - point 20

Directive 2003/87/EC

Article 30 - paragraph 4 - introduction

 

Council common position

Amendment

4. By 1 June 2015 the Commission shall, on the basis of monitoring and experience of the application of this Directive, review the functioning of this Directive in relation to aviation activities in Annex I and may make proposals as appropriate. The Commission shall give consideration in particular to:

4. By 1 June 2013 the Commission shall, on the basis of monitoring and experience of the application of this Directive, review the functioning of this Directive in relation to aviation activities in Annex I and may make proposals to the European Parliament and the Council pursuant to Article 251 of the Treaty as appropriate. The Commission shall give consideration in particular to:

Justification

The review should be presented earlier and any amendment should be dealt with under codecision procedure.

Amendment  35

Council common position – amending act

Article 1 - point 20

Directive 2003/87/EC

Article 30 - paragraph 4 - point (c)

 

Council common position

Amendment

(c) the environmental effectiveness of the Community scheme and the extent by

which the total quantity of allowances to be allocated to aircraft operators

under Article 3c should be reduced in line with overall EU emissions reduction

targets;

deleted

Justification

The extent to which the allowances should be reduced must be fixed in the directive already now..

Amendment  36

Council common position – amending act

Article 1 - point 20

Directive 2003/87/EC

Article 30 - paragraph 4 - point (d)

 

Council common position

Amendment

(d) the impact of the Community scheme on the aviation sector,

(d) the impact of the Community scheme on the aviation sector, especially on the competitiveness of European airlines and European aerodromes compared to, for example, the development of hubs outside the EU and possible carbon leakage. In this respect the Commission shall also examine the possibility of including flights until the final destination of a passenger and not only flights to hubs;

Justification

The impact of the competitiveness of European airports and airlines should be addressed in the review. If the scheme is limited to flights which start and land in Europe, some hubs for flights, for example, to Asia could have a competitive advantage. This is especially mentioned for Dubai. The Commission should examine if the passenger flying from, for example, Paris to Shanghai that uses the hub in the Emirates should not be subject to the obligations of the emissions trading scheme for the whole flight and not only for the flight from Paris to Dubai.

Amendment  37

Council common position – amending act

Article 1 - point 20

Directive 2003/87/EC

Article 30 - paragraph 4 - point (i)

 

Council common position

Amendment

(i) the impact of the exemption from the Community scheme of certain flights

performed in the framework of public service obligations imposed in

accordance with Council Regulation (EEC) No 2408/92 of 23 July 1992 on

access for Community air carriers to intra-Community air routes*.

deleted

Amendment  38

Council common position – amending act

Article 2 - point 1 - subparagraph 1

Council common position

Amendment

1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive before ... *. They shall forthwith inform the Commission thereof.

1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive before 6 months after the date of entry into force of this Directive. They shall forthwith inform the Commission thereof.

* OJ: Please insert the date – 18 months after date of entry into force of this Directive

 

Justification

The urgency of addressing climate change becomes more and more clear, as for example outlined in the IPPC reports. This is why the transitional period should be as short as possible.

Amendment  39

Council common position – amending act

Annex - point 1 - point (b)

Directive 2003/87/EC

Annex I - paragraph 2 - new subparagraph

 

Council common position

Amendment

For the year 2012 all flights which arrive at or depart from an aerodrome situated in the territory of a Member State to which the Treaty applies shall be included.

From 1 January 2011, all flights which arrive at or depart from an aerodrome situated in the territory of a Member State to which the Treaty applies shall be included, taking into account the special situation of flights between ultra-peripheral regions and the European continental zone.

(am 78 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 78).The Council proposes to exclude some flights between outermost regions completely from this scheme. This is probably not effective enough for the outermost regions because it covers only a few flights and at the same time will make our scheme internationally easier to attack. That is why the Parliament's wording seems to be more appropriate

Amendment  40

Council common position – amending act

Annex - point 1 - point (c)

Directive 2003/87/EC

Annex I - paragraph 2 - table - new category - point (a)

 

Council common position

Amendment

(a) flights performed exclusively for the transport, on official mission, of a reigning Monarch and his immediate family, Heads of State, Heads of Government and Government Ministers, of a country other than a Member State, where this is substantiated by an appropriate status indicator in the flight plan;

deleted

Justification

Amendment adopted by Parliament at first reading (amendment 51).

Amendment  41

Council common position – amending act

Annex - point 1 - point (c)

Directive 2003/87/EC

Annex I - paragraph 2 - table - new category - point (b)

 

Council common position

Amendment

(b) military flights performed by military aircraft and customs and police flights;

(b) military flights performed by military aircraft, flights by customs and police services, flights for search and rescue purposes as well as medical and disaster relief including fire-fighting which are authorised by the appropriate competent authority;

( am 52 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 52).

Amendment  42

Council common position – amending act

Annex - point 1 - point (c)

Directive 2003/87/EC

Annex I - paragraph 2 - table - new category - point (b a) (new)

 

Council common position

Amendment

 

(ba) flights for humanitarian purposes under a mandate from the United Nations or its subsidiary organisations and Emergency Medical Service ("EMS") flights, if the aircraft operator has been instructed to perform them (for instance by the United Nations) or holds the necessary official authorisation, namely a licence for such EMS flights under its Air Operator’s Certificate;

(am 53 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 53).

Amendment  43

Council common position – amending act

Annex - point 1 - point (c)

Directive 2003/87/EC

Annex I - paragraph 2 - table - new category - point (d)

 

Council common position

Amendment

(d) any flights performed exclusively under visual flight rules as defined in Annex 2 to the Chicago Convention;

deleted

(am 54 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 54).

Amendment  44

Council common position – amending act

Annex - point 1 - point (c)

Directive 2003/87/EC

Annex I - paragraph 2 - table - new category - point (g)

 

Council common position

Amendment

(g) flights performed exclusively for the purpose of checking, testing or certifying aircraft or equipment whether airborne or ground-based;

(g) flights performed exclusively for the purpose of scientific research or for the purpose of checking, testing, qualifying or certifying aircraft, equipment or air traffic management procedures, whether airborne or ground-based; ferrying new aircraft as well as ferry flights performed by or on behalf of an aircraft owner as a consequence of the occurrence of a sudden early termination event, event of default, repossession, or similar occurrence in respect of a leasing, charter or similar arrangement;

(ams 70 and 79 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendments 70 and 79). The exclusion of scientific flights is very important because most of these flights are done to reduce CO2 emissions.

Amendment  45

Council common position – amending act

Annex - point 1 - point (c)

Directive 2003/87/EC

Annex I - paragraph 2 - table - new category - point (i)

 

Council common position

Amendment

(i) flights performed in the framework of public service obligations imposed in accordance with Regulation (EEC) No 2408/92 on routes within outermost regions as specified in Article 299(2) of the Treaty or on routes where the capacity offered does not exceed 30 000 seats per year; and 

deleted

Justification

If the European Union wants to include flights from third countries in its Emissions Trading Scheme (ETS), flights within outermost regions should not be exempted from the scheme since this would undermine the international credibility of the European ETS. The Parliament instead proposes to recognize the needs of outermost regions when distributing the revenues from auctioning and when distributing the allowances.

Amendment  46

Council common position – amending act

Annex I - point 1 - point (c)

Directive 2003/87/EC

Annex I - paragraph 2 - table - new category - point (j)

 

Council common position

Amendment

(j) flights, other than flights performed exclusively for the transport, on official mission, of a reigning Monarch and his immediate family, Heads of State, Heads of Government and Government Ministers, of an EU Member State, performed by a commercial air transport operator operating, for three consecutive four-month periods, fewer than 243 flights per period, which, but for this point, would fall within this activity.

(j) flights, other than flights performed exclusively for the transport, on official mission, of a reigning Monarch and his immediate family and Heads of State, performed by a commercial air transport operator for which the aircraft operator's total annual carbon dioxide emissions are less than 10 000 tonnes per calendar year.

Justification

The derogation should be in line with the environmental damage caused by the respective airlines.

Amendment  47

Council common position – amending act

Annex I - point 2 - point (b)

Directive 2003/87/EC

Annex IV - part B - point B - subparagraph 4

 

Council common position

Amendment

For the purposes of calculating the payload:

For the purposes of calculating the payload:

- the number of passengers shall be the number of persons on-board excluding crew members,

- the number of passengers shall be the number of persons on-board excluding crew members,

- an aircraft operator may choose to apply either the actual or standard mass for passengers and checked baggage contained in its mass and balance documentation for the relevant flights or a default value of 110kg for each passenger and his checked baggage.

- an aircraft operator may choose to apply either the actual or standard mass for passengers and checked baggage contained in its mass and balance documentation for the relevant flights or a default value of 100kg for each passenger and his checked baggage.

Justification

The amendment intends to reestablish the Commission proposal and the Parliament’s position in first reading which has been amended by the Council.

Amendment  48

Council common position – amending act

Annex - point 3 - point (b)

Directive 2003/87/EC

Annex V - paragraph 14 - subparagraph 1 a (new)

 

Council common position

Amendment

 

The Community and the Member States shall ensure that the working methods to be used by the verifier are harmonised before the implementation of the Directive and that its provisions are applied on a uniform basis.

(am 59 adopted at first reading)

Justification

Amendment adopted by Parliament at first reading (amendment 59).

(1)

Texts adopted, 13.11.2007, P6_TA(2007)0505.


EXPLANATORY STATEMENT

POLITICAL FRAMEWORK

To address climate change is more urgent than ever. However, many of the commitments the European Heads of State and Government agreed on have not been put into practice so far. Since the first debate on the Commission proposal in the ENVI Committee in May 2007 the urgency to limit greenhouse gas emissions, also those form aviation, has become more evident. Almost one year has passed. More than 200 million tonnes of CO2 have been emitted by activities that should be subject to the directive - more than 50 times higher than the total CO2 emissions caused by a non-industrialized country like Tanzania.(1) The International Panel on Climate Change (IPCC) has underlined the urgency to act soon. It is high time to speed up the process.

The international community is much more committed to limiting greenhouse gas emissions compared to the situation one year ago. Australia has ratified the Kyoto Protocol and the Bali conference has, despite a lot of shortcomings, agreed on a roadmap to come to a post 2012-agreement in Copenhagen. The participants underlined the objective to "reduce emissions in a range of 25-40 per cent below 1990 levels by 2020" for Annex I Parties.(2)

Moreover, in the presidential elections in the United States only candidates remain who take a very ambitious approach in favour of the mitigation of climate change.

THE EVALUATION OF THE COMMON POSITION

The Common Position of the Council of Ministers adopted in December does not include many amendments tabled by the European Parliament even though the EP report had been adtopted by a huge majority.

From 60 amendments 3 amendments have been adopted completely or in substance. 13 amendments have been adopted partially. The big majority (44 amendments) has not been considered at all by the Council. The main achievement of the Portuguese Presidency was that the Council agreed on anything at all. Three weeks before the Council meeting in December it seemed to be impossible to find a political agreement. Only the political momentum after the conference in Bali made the agreement possible.

This means that a lot of work needs to be done to find a compromise between the Parliament's first reading and the Council. The rapporteur thinks it is necessary to retable all the main amendments adopted by the European Parliament in the first reading. It has to be recognized that the first reading in the Parliament was already a compromise and that big parts of the plenary and for example the environment committee wanted to go much further.

Main political points of the Common Position that need to be changed:

1. How to pave the way for a global agreement

All stakeholders agree that the final goal of the activities should be a substantial global agreement on reducing greenhouse gas emissions from aviation. The Council has referred to this in its Common Position, but major elements of the Parliament's first reading are missing. It is obvious that on the way to a global agreement we need to include other major countries and regions step by step. Here the development in the United States is very impressive. The relevant Committee of the US Senate passed the Lieberman-Warner Act on 5 December 2007. This act, which is supported by the three remaining presidential candidates John McCain, Hillary Clinton and Barack Obama, establishes an ETS including all transport modes, which means also including aviation. The act is quite ambitious, but it is based on a different methodology than the Commission proposal. The rapporteur thinks that the European Union should engage in negations with the United States. Obviously it is only possible to get a common scheme after the elections in November. Also discussions with other third countries should be enforced to include more and more parties. This will increase the environmental effect and it will more and more limit any kind of possible distortion of competition for European airlines, airports and regions.

2. Cap

The Council has mainly supported the Commission proposal of a cap of 100 percent. The Parliament asked for a 90 percent cap in the first period. For the second period the Council has included a very soft review clause. The Parliament insists on a downward review in line with the 20 or 30 percent target 2020 with 1990 as the base year. The rapporteur thinks it is necessary now to specify the cap for the period post-2012. It should be in line with the level of ambition that is included in the general ETS after 2013. According to the Commission proposal from 23 January this would mean a reduction of 1.74 percent each year, since this is the reduction that other participants in the ETS will be confronted with.

On the other hand there is a very justified political debate about the Commission proposal's ambition. The ambition of the emissions trading seems to be very high compared to the ambition of the proposal on effort sharing. It seems to be desirable to readjust the two proposals. That is why the rapporteur proposes only a reduction of 1.5 percent each year for the aviation sector.

This would, according to the rapporteur's opinion, involve an increased level of ambition in the legislation on effort sharing.

3. Auctioning

The Council supported a free allocation of 90% of the allowances. Only 10% should be auctioned. The review clause for post-2012 is very soft. According to the Parliament's first reading aviation should start with 25% auctioning and go up to the maximum level of auctioning that is obliged to other participants in the ETS.

4. Starting date

Council and Parliament agree that, contrary to the Commission proposal, intercontinental flights should be included from the beginning. The Parliament voted for 2011 as a compromise (the ENVI Committee was for 2010). The Council wants to postpone the scheme to 2012. Latest scientific reports underline the urgency of the problem so that any delay should be avoided. That is why the rapporteur reintroduces the first reading amendment.

5. Multiplier

The Parliament voted in favour of a multiplier on NOX which should be in place until a specific legislation on NOX is adopted. At the moment there is not even a draft of the Commission proposal on the specific legislation available. That is why the multiplier should be established according to the Parliament's first reading.

It is also important to monitor the effects of cirrus clouds and address the question as soon as enough scientific evidence is available.

6. Minimum efficiency standards and gateway

For the Parliament it is very important to avoid a situation where airlines just buy permits from other sectors without improving efficiency and environmental performance of the sector itself. That is why two amendments on efficiency clause and limits on the purchase of allowances from other sectors were adopted. The Council did not consider this point, but it seems to be very important for the credibility of the environmental policy of the European Union.

7. CDM and JI

The limit for CDM has been fixed at 15% by the Council. The Parliament's position was that it should be the average of other participants in the scheme. For post-2013 both institutions agree that it should be adapted to the general review. It has to be discussed whether the amount of CDM foreseen in the general ETS is enough to address the needs of aviation companies. It has to be discussed how the principle of supplementarity can be assured.

8. Take-off weight

The Parliament voted for an amendment that would oblige a different scheme (offset scheme) to small aircraft (lower than 20 000 kilos). This is mainly to make the system easier to administer for SMEs. The Council did not accept this amendment but introduced another derogation, the so-called de minimis clause which is more or less saying that companies that have less than one flight in and out of an EU airport per day should not be covered by the scheme. This derogation has partly another effect. It will mainly exclude small airlines from developing countries from the scheme. Anyhow both derogations partly concern the same operators. The rapporteur proposes to adapt the de minimis clause proposed by the Council and to base it not on flight numbers but on CO2 emissions because it is the environmental effect that counts.

9. Ultraperipheral regions

The Parliament adopted two amendments to address the needs of ultraperipheral regions. Part of the revenues generated by auctioning should be used to address any possible problems in the outermost regions and the allocation of certificates should take their special situation into account. The Council rejected these two proposals but instead introduced a derogation for some flights between ultraperipheral regions. It needs to be examined if this proposal could cause any problems in the international debate. The rapporteur prefers to stick to the Parliament's position in first reading which would mean: no derogation but addressing the needs of outermost regions in the distribution of revenues and the allocation of allowances.

10. Reserve for growth and new entrants

The Parliament asked for a new entrants reserve and a reserve for fast growing airlines. The idea has been accepted by the Council but has been substantially modified. The rapporteur thinks that in this case the Common Position is acceptable.

11. Revenues generated by auctioning

Maybe the most important difference between Council and Parliament is the question of how the revenues generated by auctioning should be dealt with. The Parliament supported the Commission proposal which gives a clear earmarking of the revenues and we added some substantial points to the Commission proposal like reducing taxes on environmental transport modes and investment in research for technology for clean aircraft. The Council ignored the amendment of the Parliament and explicitly stressed that no kind of earmarking will be accepted.

The rapporteur is fully aware of the political dimension of this question for the Finance Ministers.

On the other hand the Parliament's position is more than justified for legal and political reasons.

Especially the following arguments motivate the rapporteur to retable Parliament's first reading amendment:

I.  If the money generated by auctioning goes to the national budgets without any earmarking and the third countries' needs, e.g. for adaptation, are not addressed, it will be politically more difficult to get support from third countries for our climate policy.

II.  If the result of the scheme is only an increase of the income for the Finance Ministers and those citizens that behave environmental-friendly, e.g. by using the bus or train instead of the plane, have no benefit, it is more difficult to justify the policy. Tax cuts on environmental-friendly transport modes would be crucial to convince citizens that we are not collecting money but supporting environmental activities.

The same logic applies for investment in research and technology for clean aircrafts. The impression that the scheme mainly collects money for the Finance Ministers and does not address the real problem needs to be avoided.

(1)

Sources: The World Bank Group, Tanzania Data Profile, http://devdata.worldbank.org/external/CPProfile.asp?PTYPE=CP&CCODE=TZA; EEA Technical Report 07/2007: Annual European Union Community Greenhouse Gas Inventory 1990-2005 and Inventory Report 2007. Submission to the UNFCCC Secretariat, http://reports.eea.europa.eu/technical_report_2007_7/en/Annual%20European%20Community%20greenhouse%20gas%20inventory%201990-2005%20and%20inventory%20report%202007.pdf.

(2)

UNFCCC, Report of the Ad Hoc Working Group on Further Commitments for Annex I Parties under the Kyoto Protocol on its resumed fourth session, held in Bali from 13 to 15 December 2007, advance version, 5 February 2008, p. 5, http://unfccc.int/resource/docs/2007/awg4/eng/05.pdf.


PROCEDURE

Title

Amendment of Directive 2003/87/EC so as to include aviation activities in the scheme for greenhouse gas emission allowance trading within the Community

References

05058/3/2008 – C6-0177/2008 – 2006/0304(COD)

Date of Parliament’s first reading – P number

13.11.2007                     T6-0505/2007

Commission proposal

COM(2006)0818 - C6-0011/2007

Date receipt of common position announced in plenary

24.4.2008

Committee responsible

       Date announced in plenary

ENVI

24.4.2008

Rapporteur(s)

       Date appointed

Peter Liese

27.2.2007

 

 

Discussed in committee

5.5.2008

 

 

 

Date adopted

27.5.2008

 

 

 

Result of final vote

+:

–:

0:

54

4

1

Members present for the final vote

Adamos Adamou, Georgs Andrejevs, Pilar Ayuso, Johannes Blokland, John Bowis, Frieda Brepoels, Dorette Corbey, Chris Davies, Mojca Drčar Murko, Edite Estrela, Jill Evans, Anne Ferreira, Karl-Heinz Florenz, Alessandro Foglietta, Matthias Groote, Françoise Grossetête, Cristina Gutiérrez-Cortines, Satu Hassi, Gyula Hegyi, Jens Holm, Marie Anne Isler Béguin, Dan Jørgensen, Christa Klaß, Eija-Riitta Korhola, Urszula Krupa, Aldis Kušķis, Marie-Noëlle Lienemann, Peter Liese, Jules Maaten, Linda McAvan, Roberto Musacchio, Riitta Myller, Péter Olajos, Vittorio Prodi, Frédérique Ries, Dagmar Roth-Behrendt, Guido Sacconi, Carl Schlyter, Horst Schnellhardt, Richard Seeber, Bogusław Sonik, María Sornosa Martínez, Antonios Trakatellis, Evangelia Tzampazi, Thomas Ulmer, Marcello Vernola, Åsa Westlund, Anders Wijkman, Glenis Willmott

Substitute(s) present for the final vote

Inés Ayala Sender, Philip Bushill-Matthews, Milan Gaľa, Umberto Guidoni, Johannes Lebech, Caroline Lucas, Miroslav Mikolášik, Bart Staes, Lambert van Nistelrooij

Substitute(s) under Rule 178(2) present for the final vote

Salvatore Tatarella

Last updated: 26 June 2008Legal notice