Amendments 32, 33 34, 35, 108 and, in part, 138 request the alignment of provisions on transport contracts and ticketing to the international agreement COTIF/CIV (Vilnius protocol of 1999, which entered into force in 2006) or simply contain references to COTIF/CIV. The amendments to specific provisions may be considered redundant because Recital 6, Article 4 (provision on transport contracts) and in particular Annex 1 of the Common Position, in a simple and concise form, introduce the relevant provisions of COTIF/CIV on transport contracts and ticketing into the regulation.

Spremembe 32, 33 34, 35, 108 in deloma sprememba 138 zahtevajo uskladitev določb o prevoznih pogodbah in izdajanju vozovnic z mednarodnimi sporazumi COTIF/CIV (Vilniški protokol iz leta 1999, ki je začel veljati 2006) ali preprosto vsebujejo sklicevanja na COTIF/CIV. Spremembe nekaterih določb bi lahko šteli za odvečne, ker uvodna izjava 6, člen 4 (določba o prevoznih pogodbah) in zlasti Priloga 1 skupnega stališča, v preprosti in jedrnati obliki uvajajo ustrezne določbe COTIF/CIV o prevoznih pogodbah in izdajanju vozovnic v uredbo.

Part of amendment 138 requests an obligation on railway undertakings to carry bicycles. As the two legislators agree to submit the contents of a transport contract in principal to the COTIF/CIV rules on the subject matter, the obligation in relation to the transport of bicycles has been abandoned.

Del spremembe 138 zahteva obveznost železniških podjetij, da izvajajo prevoz koles. Ker se oba zakonodajalca strinjata, da naj za vsebino prevozne pogodbe načeloma veljajo pravila COTIF/CIV o tej zadevi, je bila obveznost glede prevoza koles opuščena.

Amendment 19 aligns the definition to COTIF/CIV. This amendment may be considered redundant: Article 3, paragraphs 11, 12, 13 and 14 of the Common Position clearly define international as well as domestic journeys and services, respectively, in a clear and concise manner without contradicting COTIF/CIV.

Sprememba 19 prilagaja opredelitev COTIF/CIV-u. To spremembo lahko štejemo kot odvečno: člen 3, odstavki 11, 12, 13 in 14 skupnega stališča jasno in jedrnato opredeljujejo mednarodna in domača potovanja oziroma storitve in niso v nasprotju s COTIF/CIV.

Amendment 64, to a large extent, requests the deduction of a compensation of the ticket price (for poor service) from other compensation, like for example, damage compensation in case of liability for consequential damage. Contrary to that Article 15 of the Common Position confirms that the ad hoc compensation refunding the ticket price in case of delay, missed connection due to a delay or cancellation, is distinct from compensation of consequential damage governed by Article 13 of the Common Position, which refers to the COTIF/CIV provisions on the subject matter. The proposed deduction has therefore not been incorporated into the Common Position.

Sprememba 64 v veliki meri zahteva odbitek nadomestila za ceno vozovnice (za slabo storitev) od druge odškodnine, kot je na primer odškodnina v primeru odgovornosti za posledično škodo. V nasprotju s tem člen 15 skupnega stališča potrjuje, da je ad hoc odškodnina, ki vrača cene vozovnice v primeru zamude, zamujene zveze zaradi zamude ali odpovedi, ločena od odškodnine za posledično škodo, ki jo ureja člen 13 skupnega stališča, ki se v zvezi s to zadevo sklicuje na določbe COTIF/CIV. Zato predlagani odbitek ni bil vključen v skupno stališče.

Part of amendment 3 and amendments 10, 23, 27, 44, 45, 46, 49, 50, 51, 52, 53, 54, 56, 57, 59, to some extent 64, 77, 78, 80, 81, 82 and 83, request the alignment of the liability regime governing railway undertakings to the international agreement COTIF/CIV (Vilnius protocol of 1999, which entered into force in 2006) or simply contain references to COTIF/CIV. The amendments to specific provisions may be considered redundant because Recitals 6 and 13, Article 10 (liability in relation to death and injury of passengers and damage of their luggage), Article 13 (liability in relation to delay, missed connection and cancellation) and in particular Annex 1 of the Common Position, in a simple and concise form, introduce the relevant provisions of COTIF/CIV on liability into the regulation.

Del spremembe 3 in spremembe 10, 23, 27, 44, 45, 46, 49, 50, 51, 52, 53, 54, 56, 57, 59, v določeni meri 64, 77, 78, 80, 81, 82 in 83, zahtevajo uskladitev ureditve odgovornosti, ki velja za železniška podjetja, z mednarodnimi sporazumi COTIF/CIV (Vilniški protokol iz leta 1999, ki je začel veljati 2006) ali preprosto vsebujejo sklicevanja na COTIF/CIV. Spremembe nekaterih določb bi lahko šteli za odvečne, ker uvodni izjavi 6 in 13, člen 10 (odgovornost glede smrti in poškodb potnikov in škode na prtljagi), člen 13 (odgovornost glede zamude, zamujene zveze in odpovedi) in zlasti Priloga 1 skupnega stališča, v preprosti in jedrnati obliki uvajajo ustrezne določbe COTIF/CIV o odgovornosti v uredbo.

In most aspects the Council, in line with a similar request from the European Parliament, replace the Commission’s proposal in relation to liability of railway undertakings for passengers or luggage in case of accidents and damage due to delay, missed connection or cancellation by the COTIF/CIV framework. Although such an approach will considerably limit passenger rights for damage compensation, the Commission can accept this modification. Once experience has been gained with the application of the present regulation the Commission may reconsider the issue. Unlike the European Parliament, the Council weakens the request for a minimum level of obligatory insurance cover for liability in case of accidents.

V večini vidikov Svet, skladno s podobno zahtevo Evropskega parlamenta, nadomešča predlog Komisije v zvezi z odgovornostjo železniških podjetij za potnike ali prtljago v primeru nesreč ali škode zaradi zamude, zamujene zveze ali odpovedi z okvirom COTIF/CIV. Čeprav bo tak pristop znatno omejil pravice potnikov do poplačila odškodnine, lahko Komisija sprejme to spremembo. Ko bodo pridobljene izkušnje pri uporabi, lahko Komisija ponovno preuči zadevo. Za razliko od Evropskega parlamenta Svet oslabi zahtevo za najnižjo raven obveznega zavarovalnega kritja za odgovornost v primeru nesreč.

18. Welcomes further in this regard the formal adoption by the European Council of the proposal for a Civilian/Military Cell (Civ/Mil) within the European Union Military Staff; notes that Civ/Mil will play a particularly crucial role in the strategic planning of all operations (i.e. civil, military and joint civil/military) and — as of 2006 — in setting up an operations centre for autonomous EU missions in cases where no national HQ has been designated; emphasises further the importance of Civ/Mil in developing principles and models for the management of the civilian/military interface; acknowledges, however, that many of these principles and models will be derived as a result of ongoing and future operations;

18. v zvezi s tem pozdravlja uradno sprejetje predloga o civilno-vojaški celici znotraj Vojaškega štaba Evropske unije; opozarja, da bo civilno-vojaška celica igrala pomembno vlogo pri strateškem načrtovanju vseh operacij (civilnih, vojaških in civilno-vojaških) in — od leta 2006 naprej — postavitvi središča operacij za avtonomne misije EU v primerih, ko ni določen nacionalni sedež; poudarja pomembnost civilno-vojaške celice v razvoju načel in vzorcev za upravljanje civilno-vojaškega posrednika; priznava pa, da bo veliko teh načel in vzorcev izhajalo iz sedanjih ali prihodnjih operacij;

To a large extent rail passenger rights build on existing systems of international law in the subject matter and in particular, on the Convention on International Carriage by Rail (COTIF/CIV) and on Community rules adopted for air passengers.

V veliki meri pravice potnikov v železniškem prometu vsebinsko temeljijo na obstoječih sistemih mednarodnega prava in zlasti na Konvenciji o mednarodnih železniških prevozih (COTIF/CIV) in na predpisih Skupnosti, sprejetih za letalske potnike.

First, the Council revises the structure of the regulation and clearly distinguishes eight chapters (I -General provisions, II -Transport contract, information and ticketing, III -Liability of railway undertakings for passengers and their luggage, IV -Delays, missed connections and cancellation, V – Persons with reduced mobility, VI – Security, complaints and quality of service, VII – Enforcement and VIII – Final provisions). The number of annexes is reduced from four to three, whereby Annex I and II of the Commission proposal are slightly adapted and merged in II, Annex II is incorporated into the text (delay compensation) and the provisions of COTIF/CIV relevant for chapters II, III and V become Annex I.

Najprej Svet popravi zgradbo uredbe in jasno razlikuje osem poglavij (I -Splošne določbe, II -Prevozna pogodba, informacije in izdajanje vozovnic, III -Odgovornost železniških podjetij za potnike in njihovo prtljago, V -Zamude, zamujene zveze in odpovedi, V -Osebe z zmanjšano mobilnostjo, VI -Varnost, pritožbe in kakovost storitve, VII -Izvrševanje in VIII -Končne določbe). Število prilog je zmanjšano s štiri na tri, pri čemer sta prilogi I in II predloga Komisije nekoliko prilagojeni in združeni v II, Priloga II je vključena v besedilo (odškodnina za zamudo), določbe COTIF/CIV, pomembne za poglavja II, III in V, pa postanejo Priloga I.

19. Draws attention, as regards the planning for future EU mixed civil/military missions, to the proposals and ideas contained in the report entitled "A Human Security Doctrine for Europe"; welcomes in this regard not only the current developments in the field of ESDP, such as the establishment of Civ/Mil, which are in congruence with the general direction of this report, but also the future creation of a European Voluntary Humanitarian Aid Corps as provided for in Article III-321(5) of the Treaty establishing a Constitution for Europe; notes, however, that the European Voluntary Humanitarian Aid Corps is primarily envisaged, in that article, as "a framework for joint contributions from young Europeans"; demands therefore that the framework of this be either expanded or complemented by the setting-up of a complementary "Corps" drawing upon the experience and expertise of mid-and post-career professionals, so as to create a functional corps more along the lines of the European Civil Peace Corps — as proposed on several occasions by the Parliament;

19. opozarja, v zvezi z načrtovanjem prihodnjih mešanih civilno-vojaških misij EU, na predloge in zamisli v poročilu "Varnostna doktrina za Evropo"; v zvezi s tem pozdravlja ne le trenutne razvoje na področju EVOP, kot je ustanovitev civilno-vojaške celice, ki so v skladu s splošnimi napotki tega poročila, ampak tudi prihodnjo ustanovitev Evropske prostovoljne humanitarne organizacije pomoči iz člena III-321(5) Pogodbe o Ustavi za Evropo; vendar ugotavlja, da je Evropska prostovoljna humanitarna organizacija pomoči prvotno predvidena, v tem členu, kot "okvir za skupne prispevke od mladih Evropejcev" zato zahteva, da se okvir tega razširi ali dopolni z ustanovitvijo dopolnilnih "mirovnih enot", tako da temeljijo na izkušnjah in strokovnem znanju zaposlenih in upokojenih strokovnjakov pri doseganju funkcionalnih mirovnih enot, ki bodo ustrezale smernicam evropskih civilnih mirovnih enot — kot je že večkrat predlagal Parlament;

(a) the Brindisi/Corfu/Igoumenitsa/Patras maritime connection, which links the central regions of the Community with one of its outlying regions, is of vital importance for commercial and tourist traffic, especially in view of the instability which has made the alternative land links problematic. Moreover, in 1977, at the joint request of the Italian and Greek authorities, the said maritime connection was included in the list of rail routes and motor vehicle and shipping services covered by the International Convention of 7 February 1970 concerning the Carriage of Passengers and Luggage by Rail (CIV). To be able to provide the maritime services offered on this route, Adriatica joined the Eurail Community. In addition, information supplied to the Commission at the meeting of 26 October 2001 (registered under the numbers A/13408/04 and A/13409/04) shows that between 1992 and 1999 Adriatica operated an average of 265 journeys a year on this route, carrying an average of 161440 passengers, 24376 vehicles and 104437 linear metres of cargo. It must also be noted, as indicated by the Italian authorities in a letter dated 17 February 2004 (registered under the number A/13405/04), that between 1996 and 1999 Adriatica’s competitors did not provide a service offering the same guarantees in terms of the quality of the ships used and, inter alia, the regularity and frequency of service. It should be noted, however, that between 30 October 1990 and July 1994, i.e. part of the period examined for the purposes of this Decision, Adriatica was involved in a pact concerning the prices to be charged for commercial vehicles on the routes from Patras to Bari and Brindisi [44]. During this period, competition on the route was sufficiently keen and specific for Tirrenia to join an unlawful pact, so that the aid cannot be regarded as having been necessary to guarantee a public service. Despite the clarifications the Italian authorities supplied on this point by fax dated 24 February 2004 (document registered under number A/13970/04), the need for a subsidy to compensate for the obligation to provide services of general economic interest cannot be accepted if the recipient company engages in anti-competitive behaviour prohibited by Article 81 of the EC Treaty. Although the Commission’s decision is not yet final, it has been broadly confirmed by the Court of First Instance and in any event enjoys presumption of validity. It is true that the two procedures relating to the competition rules and to State aid respectively are independent, but the case-law requires the Commission to take account of any infringement of the competition rules when assessing the compatibility of State aid, especially if the recipient has contravened those rules [45]. The link between the breach of the competition rules and the aid is evident, given that the compensation was paid for the very services covered by the pact, quite aside from the question of whether the aid was used to give rise to anti-competitive behaviour. Lastly, a declaration of incompatibility and recovery of the aid would in no case constitute a new penalty, but would simply result from the establishment of the aid recipient’s participation in a prohibited pact. Given the type of service provided, which simultaneously caters for commercial vehicles, passengers and cargo, it must be concluded that the company’s involvement in a pact designed to establish the prices to be charged for commercial vehicles allows conclusions to be drawn for the connection as a whole. This is all the more evident as the pact was aimed at the very commercial vehicle traffic the Italian authorities wished to ensure through the subsidy. Finally, it should be noted that the connection in question was discontinued in 2000;

(a) Pomorska povezava Brindisi–Krf–Igoumenitsa–Patras, ki povezuje osrednje regije Skupnosti z eno izmed svojih odročnih regij, je bistvenega pomena za trgovinski in turistični promet, zlasti zaradi nestabilnosti, zaradi katerih so drugačne kopenske povezave problematične. Poleg tega je bila leta 1977, na skupno zahtevo italijanskih in grških organov omenjena pomorska povezava vključena v seznam železniških prog in motornih ter pomorskih storitev, ki jih zajema Mednarodna konvencija z dne 7. februarja 1970 v zvezi s prevozom potnikov in prtljage z železnico (CIV). Da bi lahko zagotovila pomorske storitve, nudene na tej poti, se je družba Adriatica pridružila skupnosti Eurail. Še več, informacije, sporočene Komisiji na sestanku 26. oktobra 2001 (registriranem pod številkami A/13408/04 in A/13409/04) kažejo, da je med leti 1992 in 1999 Adriatica izvedla povprečno 265 prevozov letno na tej poti, prepeljala povprečno 161440 potnikov, 24376 vozil in 104437 linearnih metrov tovora. Prav tako se je treba seznaniti, kot navajajo italijanski organi v pismu z dne 17. februarja 2004 (registriranem pod številko A/13405/04), da med leti 1996 in 1999 konkurenti družbe Adriatica niso zagotavljali storitev, ki ponujajo ista zagotovila kar zadeva kakovost ladij, ki se uporabljajo in med drugim pravilnost in pogostost storitve. Vendar pa je treba opozoriti, da je bila med 30. oktobrom 1990 in julijem 1994, to je del obdobja, preverjenega za namene te odločbe, družba Adriatica vpletena v pakt, ki zadeva cene, ki se jih zaračuna za gospodarska vozila na poteh od Patrasa do Barija in Brindisija [44]. V tem obdobju je bila konkurenca na poti primerno močna in specifična za družbo Tirrenia, da se priključi nezakonitemu paktu, tako da se pomoč ne more šteti kot pomoč, ki je potrebna, da se zagotovi javno storitev. Kljub pojasnilom, ki so jih italijanski organi posredovali po faksu z dne 24. februarja 2004 (dokument registriran pod številko A/13970/04), potrebe po subvenciji, da izravna obveznosti iz opravljanja storitev splošnega gospodarskega interesa, ni mogoče sprejeti, če se družba prejemnica vključi v protikonkurenčno vedenje, prepovedano po členu 81 Pogodbe ES. Čeprav odločitev Komisije še ni dokončna, jo je Sodišče prve stopnje na splošno potrdilo in v vsakem primeru uživa domnevo veljavnosti. Res je, da sta dva postopka, ki se nanašata na predpise o konkurenci in državno pomoč neodvisna, vendar sodna praksa zahteva, da Komisija upošteva vse kršitve predpisov o konkurenci pri ocenjevanju skladnosti državne pomoči, zlasti, če je prejemnik kršil te predpise [45]. Povezava med kršitvijo predpisov o konkurenci in pomočjo je očitna, če je bilo nadomestilo plačano za tiste storitve, ki jih zajema pakt, ne glede na vprašanje, ali je bila pomoč uporabljena, da povzroči protikonkurenčno vedenje. Nenazadnje izjava o nezdružljivosti in povračilu pomoči v nobenem primeru ne bi predstavljala nove kazni, temveč bi preprosto izhajala iz vzpostavitve sodelovanja prejemnika pomoči v prepovedanem paktu. Zaradi vrste zagotovljene storitve, ki istočasno zagotavlja gospodarska vozila, potnike in tovor je potrebno zaključiti, da vpletenost družbe v pakt, namenjen vzpostavitvi cen, ki se plačajo za gospodarska vozila, omogoča, da se doseže dogovor za povezave kot celota. To je še bolj očitno, ker je bil pakt usmerjen k zelo komercialnemu motornemu prometu, ki so ga italijanski organi želeli zagotoviti s pomočjo subvencij. Končno je treba opozoriti, da je bila zadevna povezava prekinjena leta 2000.