WRITTEN QUESTION E-2559/99 by Christopher Huhne (ELDR) to the Commission. Shipping flags.
C 330 E/22 Official Journal of the European Communities EN 21. 11. 2000 To improve the possibilities for recycling in Europe, the Commission adopted a communication on the competitiveness of the recycling industry (3). Following the adoption of this communication a Recycling Forum was set up in 1999. The task of this Forum is to assess the key factors for the competitiveness of the recycling industry and identify the most appropriate mix of actions to be taken. The final report of the Forum will be ready in the beginning of 2000. On 10 January 2000 the Commission adopted its report to the Council and the Parliament on the implementation of Community waste legislation ü Council Directive 75/442/EEC on waste, as amended by Directive 91/692/EEC, Directive 91/689/EEC on hazardous waste, Directive 75/439/EEC on waste oils, as the period amended by Directive 87/101/EEC and Directive 86/278/EEC on sewage sludge for 1995-1997 (4). For the data collected under Directive 75/442/EEC of 15 July 1975 on waste (5), the percentage of household waste recycled in relation to the household waste produced per Member State for the period 1995-1997 breaks down as follows: Belgium 39 % ü Denmark 28 % ü Germany 30 % ü Greece 7 % ü Spain 16 % ü France 6 % ü Ireland 8 % ü Luxembourg 7 % ü The Netherlands 44 % ü Austria 43 % ü Finland 17 % ü Sweden 16 % ü United Kingdom 7 % ü Community average 15 %. No data are available for Portugal and Italy. (1) OJ L 365, 31. 12. 1994. (2) OJ L 182, 16. 7. 1999. (3) COM(98) 463 final. (4) COM(1999) 752 final. (5) OJ L 194, 25. 7. 1975. (2000/C 330 E/023) WRITTEN QUESTION E-2559/99 by Christopher Huhne (ELDR) to the Commission (11 January 2000) Subject: Shipping flags Would the Commission please describe the principal criteria applied by each Member State before it accepts that a vessel is able to sail under its flag? Would the Commission confirm that both Greece and Italy (and maybe other Member States) apply as one criterion the employment of their nationals? Would the Commission please state whether this is consistent with the provisions on non-discrimination and free movement of labour for European Union nationals? Answer given by Mrs de Palacio on behalf of the Commission (9 March 2000) The principal criteria or conditions required by each Member State before it accepts that a vessel is able to fly its flag are those related to the ownership and management of the vessel, to its technical or safety specifications and to the nationality of the captain and the first officer of the vessel. However, such conditions are not harmonised at Community level and differ considerably from Member State to Member State. As far as the ownership and management of the vessel are concerned, most Member Statesí regulations on the registration of vessels require that at least a certain share (usually at least 50 %) of the vessel be owned by Community nationals or by Community companies and that the vessel be managed from their territory. Some Member States require that the technical or safety specifications of the vessel be recorded in the registry and others require that vessels fulfil certain requirements such an age limit for certain types of vessels in order to be registered. Finally, most Member States require that the captain and the first officer of a vessel to be registered should be nationals of the Member State of registration. This condition is compatible with Community law since under international law the flag state is obliged to exercise authority over the ships which it registers and to which it grants its flag, and this authority is exercised through the captain or his first officer. The captain also exercises powers of public authority on board the ship which must be carried out necessarily by a national of the flag state of the vessel. 21. 11. 2000 EN Official Journal of the European Communities C 330 E/23 In conformity with the above, the Greek and Italian legislation require the captain and the first officer of a vessel flying their national flag to be Greek or Italian respectively. The Commission can also confirm that both Member States require that the rest of the crew be Community nationals and not Greek or Italian nationals and this condition is also compatible with Community law. (2000/C 330 E/024) WRITTEN QUESTION E-2572/99 by Markus Ferber (PPE-DE) to the Commission (11 January 2000) Subject: Air fares in the EU Air fares within the EU vary alarmingly. Domestic flights are significantly cheaper than comparable flights to neighbouring countries of the Union. Lufthansa, for instance, quotes the following fares: ü Munich-Frankfurt, 1 hour, DM 299, ü Munich-Düsseldorf, 1 hour 5 minutes, DM 448, ü Munich-Vienna, 1 hour, DM 527, ü Munich-Paris, 1 hour 10 minutes, DM 763. Since these airports are served by various other carriers, it cannot be a case of differing market prices. Airport charges cannot be so very different either. How can the price differences between domestic flights and comparable flights to other EU countries be explained? What is the European Commission doing to bring about an internal market in air transport? Answer given by Ms de Palacio on behalf of the Commission (2 March 2000) Since the entry into force on 1 January 1993 of Council Regulation (EEC) No 2409/92 of 23 July 1992 on fares and rates for air services (1), airfares within the Community have been completely liberalised. Prices are therefore determined by market forces. The differences in price between domestic flights and other intra-Community flights are gradually diminishing with the arrival on the market of new carriers with low operating costs. The remaining differences are mainly due to distance and volume of traffic. Generally, the operating costs of a route per passenger drop as the volume of traffic increases. Routes with heavy traffic also attract more competition. Domestic routes often have more traffic than other intra-Community routes. Council Regulation (EEC) No 2409/92 provides for the possibility of withdrawing a basic fare when it is excessively high in relation to the long-term fully allocated relevant costs of the air carrier. It is for the the Member States to apply this safeguard clause where necessary. As guardian of Commission is monitoring the implementation by the Member States of the last liberalisation package in the air transport sector which entered into force on 1 January 1993. It has already had to adopt several decisions regarding the granting of Community carrier licenses and, in particular, access to the market. The Commission is also monitoring the application of Community competition rules in the air transport sector, to prevent the creation of anti-competitive structures and to oppose agreements and practices by carriers which could restrict or eliminate competition. the Treaties, (1) OJ L 240, 24. 8. 1992