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[pic] | KUMMISSJONI TAL-KOMUNITAJIET EWROPEJ |

Brussels, 8.7.2008

Brussel 8.7.2008

COM(2008) 436 final

KUMM(2008) 436 finali

2008/0147 (COD)

2008/0147 (COD)

Proposal for a

Proposta għal

DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

DIRETTIVA TAL-PARLAMENT EWROPEW U TAL-KUNSILL

amending Directive 1999/62/EC on the charging of heavy goods vehicles for the use of certain infrastructures

li temenda d-Direttiva 1999/62/KE dwar il-ħlas li jrid isir minn vetturi ta' merkanzija tqila għall-użu ta' ċerti infrastrutturi

{SEC(2008) 2208}

{SEG(2008) 2208} {SEG(2008) 2209}

{SEC(2008) 2209}

(preżentata mill-Kummissjoni)

MEMORANDUM TA’ SPJEGAZZJONI

(presented by the Commission)

1. IL-KUNTEST TAL-PROPOSTA

EXPLANATORY MEMORANDUM

1.1. Ir-raġunijiet għall-proposta u l-għanijiet tagħha

1. CONTEXT OF THE PROPOSAL

Fl-2006, il-Parlament Ewropew u l-Kunsill stiednu lill-Kummissjoni tfassal rapport dwar mudell applikabbli b’mod ġenerali, trasparenti u li jiftiehem għall-valutazzjoni ta’ l-ispejjeż esterni tat-trasport, bħat-tniġġis u l-konġestjoni, biex iservi bħala bażi għall-kalkoli tat-tariffi għall-użu ta’ l-infrastruttura. Il-Kummissjoni ntalbet tipproponi strateġija għal implimentazzjoni gradwali tal-mudell għal kull mezz trasport, akkumpanjata jekk xieraq bi proposta għar-reviżjoni tad-Direttiva 1999/62/KE dwar il-ħlas li jrid isir minn vetturi ta' merkanzija tqila għall-użu ta' ċerti infrastrutturi[1].

1.1. Grounds for and objectives of the proposal

Aktar riċenti, fir-riżoluzzjoni tal-11 ta’ Marzu 2008 dwar il-politika għat-trasport Ewropew sostenibbli, il-Parlament ħeġġeġ lill-Kummissjoni biex toħroġ b’dan it-tip ta’ mudell, bi strateġija biex timplimentaha għall-mezzi kollha, u proposti leġiżlattivi li jibdew b’analiżi tad-Direttiva.

In 2006, the European Parliament and the Council called on the Commission to draw up a report on a generally applicable, transparent and comprehensible model for assessing the external costs of transport, such as pollution and congestion, to serve as the basis for calculating infrastructure user charges. The Commission was asked to propose a strategy for stepwise implementation of the model for all transport modes, accompanied if appropriate by a proposal for revising Directive 1999/62/EC on the charging of heavy goods vehicles for the use of infrastructure [1].

Komunikazzjoni li tinkludi mudell u strateġija qiegħda titressaq quddiem il-Parlament u l-Kunsill flimkien ma’ din il-proposta (ara COM(2008) 435). L-għan huwa li jiġu ffissati l-prezzijiet tat-trasport b’mod korrett sabiex jirriflettu aħjar l-użu attwali tal-vetturi, il-ferroviji, l-ajruplani jew il-vapuri f’termini ta’ tniġġis, konġestjoni u tibdil fil-klima.

More recently, in its resolution of 11 March 2008 on sustainable European transport policy, Parliament urged the Commission to come up with such a model, a strategy for implementing it in all modes, and legislative proposals starting with a review of the Directive.

Dan jitlob approċċ gradwali għall-mezzi kollha tat-trasport, iżda b’mod partikolari fis-settur tat-toroq minħabba l-influwenza ta’ dan is-settur fuq is-sistema tat-trasport u l-effett li bih jikkontribbwixxi għat-traffiku u għall-emissjonijiet. F’dan is-settur, dan jimplika li aktar spiss wieħed ikollu jirrikorri għat-taxxi għall-użu tat-triq li jvarjaw skond id-distanza li wieħed jivvjaġġa, il-lok u l-ħin ta’ l-użu meta mqabbla ma’ l-ispejjeż esterni kkawżati mill-vetturi.

A Communication comprising a model and a strategy is submitted to Parliament and the Council together with this proposal (see COM(2008) 435). The goal is to set transport prices correctly so that they better reflect the costs of the actual use of vehicles, trains, planes or ships in terms of pollution, congestion and climate change.

Il-proposta mehmuża tikkontribwixxi għal din l-istrateġija aktar wiesgħa. L-objettivi tagħha huma li tinkoraġġixxi lill-Istati Membri jimplimentaw prezzijiet differenzjati sabiex itejbu l-effiċjenza u r-rendiment ambjentali tat-trasport tal-merkanzija fit-toroq. Hija maħsuba biex temenda d-Direttiva 1999/62/KE biex tistabbilixxi qafas li jippermetti lill-Istati Membri jikkalkulaw u jvarjaw it-taxxi għall-użu tat-triq abbażi ta’ l-ispejjeż tat-tniġġis minħabba t-traffiku u tal-konġestjoni b’mod li huwa kompatibbli mas-suq intern.

This calls for a stepwise approach in all transport modes, but in particular in the road sector given its influence on the transport system and its contributory effect on traffic and emissions. In this sector, this implies greater recourse to tolls which vary according to the distance travelled, the location and the time of use in proportion of the external costs caused by vehicles.

Tariffi ta’ dan it-tip għandhom jinkoraġixxu lill-operaturi tat-trasport biex jużaw vetturi aktar nodfa, biex jagħżlu rotot anqas imblukkati bit-traffiku, biex jgħabbu l-vetturi tagħhom bl-aħjar mod possibbli, u fl-aħħarnett biex jużaw l-infrastruttura b’mod aktar effiċjenti.

The attached proposal contributes to this broader strategy. Its objectives are to encourage Member States to implement differentiated charging to improve the efficiency and environmental performance of road freight transport. It seeks to amend Directive 1999/62/EC to establish a framework which enables Member States to calculate and vary tolls on the basis of the costs of traffic based pollution and of congestion in a way compatible with the internal market.

1.2. Il-kuntest ġenerali

Such charges will encourage transport operators to use cleaner vehicles, to choose less congested routes, to optimise the loading of their vehicles, and ultimately to make more efficient use of infrastructure.

It-trasport għandu rwol ewlieni fl-ekonomija u s-soċjetà. Iżda jiddependi ħafna fuq iż-żejt u l-użu tiegħu joħloq spejjeż għas-soċjetà f’termini ta’ spejjeż tas-saħħa u nuqqas ta’ produzzjoni minħabba tniġġis ta’ l-arja, it-tniġġis fil-forma ta’ storbju u l-inċidenti; ħin u fjuwil moħlija fil-konġestjoni; u ħsara ambjentali aktar wiesgħa bħat-tibdil fil-klima.

1.2. General context

Attwalment dawn l-ispejjeż esterni jiġġarbu mill-bqija tas-soċjetà jew permezz tat-tassazzjoni ġenerali li titħallas għall-pulizija, għas-servizzi tal-ġestjoni tat-toroq, u għat-trattament l-isptar jew permezz ta’ l-impatt ta’ l-istorbju, l-emissjonijiet u l-inċidenti fuq is-saħħa tal-bnedmin u l-kwalità tal-ħajja.

Transport plays a crucial role in the economy and society. But it relies heavily on oil and its use produces costs on society in terms of health costs and loss of production due to air and noise pollution and accidents; time and fuel wasted in congestion; and broader environmental damage such as climate change.

Bejn wieħed u ieħor 90 % ta’ dawn l-impatti negattivi huma ġeneralment attribwiti lit-trasport fit-toroq u kwart minnhom lit-trasport tal-merkanzija fit-toroq. Meta jitqies it-tkabbir sod fit-trasport tal-merkanzija fit-toroq, b’mod partikolari t-trasport internazzjonali tal-merkanzija fit-toroq, li previżjonijiet jindikaw possibbiltà ta’ rduppjar bejn l-2000 u l-2020, hemm ċans akbar li dawn l-ispejjeż soċjali jiżdiedu.

Currently these external costs are borne by the rest of society either through general taxation to pay for policing, road management services, and hospital treatment or through the impact of noise, emissions and accidents on people’s health and quality of life.

Kif spjegat fl-analiżi ta’ l-2006 tal-Politika Ewropea għat-Trasport, hija meħtieġa firxa wiesgħa ta’ għodod tal-politika fil-livell ta’ l-UE jew ta’ l-Istati Membri biex ktajjen ta’ loġistika Ewropej jitjiebu bl-aħjar mod possibbli, it-trasport kollu jsir aktar ekoloġiku u effiċjenti, u fl-aħħarnett ikun żgurat trasport aktar sostenibbli. It-taħlita t-tajba tal-politiki ma għandhiex tieħu azzjoni biss fil-forniment tat-trasport, għandha tindirizza l-ipprezzar, li f’ekonomija tas-suq huwa mod effiċjenti ta’ kif wieħed jimmaniġġa aħjar id-domanda għat-trasport u jikseb użu aktar effiċjenti ta’ l-infrastruttura.

Roughly 90% of these negative impacts is usually attributed to road transport and a quarter to road freight transport. Given the steady growth of road freight transport, in particular international road freight transport, which forecasts see as possibly doubling between 2000 and 2020, these social costs are most likely to increase.

It-taxxi attwali fuq it-trasport tal-merkanzija fit-toroq jirriflettu varjetà wiesgħa ta’ approċċi bejn l-Istati Membri. Uħud mill-pajjiżi jiddependu minn taħlita ta’ strumenti fiskali differenti (taxxi fuq il-fjuwil u l-vetturi). F’oħrajn, it-taħlita fiskali tvarja aktar u tinkludi tariffi għall-użu tat-triq biex jiġu rkuprati l-ispejjeż ta' l-infrastruttura minn trasportaturi tal-merkanzija fuq l-awtostradi. It-tariffi għall-użu tat-triq ikunu f’forma ta’ tariffi abbażi tal-ħin (eż. l-Eurovignette[2]), spiss introdotti bħala sistemi tranżizzjonali, jew tariffi abbażi tad-distanza (taxxi għall-użu tat-triq) imposti fuq partijiet individwali tat-toroq jew fuq in-netwerk primarju kollu.

As outlined by the 2006 review of the European Transport Policy, a wide range of policy tools at EU and Member State level is required to optimise European logistics chains, make all transport greener and more efficient, and ultimately ensure more sustainable transport. The right policy mix must not only act on the supply of transport, it must address pricing, which in a market economy is an efficient way to better manage transport demand and achieve more efficient use of infrastructure.

Fil-maġġoranza tal-każijiet, it-taxxi attwali imposti mill-Istati Membri mhumiex qegħdin jagħtu sinjali tajba dwar prezzijiet. L-utenti tat-toroq huma trattati kollha bl-istess mod, irrispettivament mill-konġestjoni u t-tniġġis li jistgħu joħolqu. Mhumiex qegħdin jingħataw inċentivi effettivi biex jużaw vetturi aktar nodfa u biex jadattaw l-għażla tar-rotta u l-mod kif iġibu ruħhom fil-mobilità tagħhom. Filwaqt li trakk jista’ jkollu jħallas għall-użu ta’ awtostrada li tgħaddi minn żona rurali, normalment ma jkollu jħallas l-ebda tariffa għall-użu tat-triq meta jgħaddi minn żona b’densità għolja ta’ popolazzjoni anke jekk il-prezz ta’ din f’termini ta’ tniġġis u konġestjoni jista’ tipikament ikun ħames darbiet aktar.

Current levies on road freight transport reflect a wide variety of approaches between Member States. Some countries rely on a mix of different taxation instruments (fuel and vehicle taxes). In others, the fiscal mix is more diverse and includes road user charges to recover infrastructure costs from hauliers using motorways. User charges take the form of time-based fees (e.g. the Eurovignette [2]), introduced often as a transitional system, or distance-based charges (tolls) levied on individual road sections or the full primary network.

Bl-eċċezzjoni tat-tibdil fil-klima, il-parti l-kbira ta’ l-ispejjeż esterni jġarrbuhom il-popolazzjoni u l-gvernijiet lokali jew nazzjonali tat-territorju fejn iseħħ it-trasport u mhux fejn tkun irreġistrata l-vettura, u lanqas fejn il-vettura terġa’ tingħata l-fjuwil. Dawn l-ispejjeż ivarjaw skond id-distanza li wieħed jivjaġġa, ir-rendiment ambjentali tal-vettura (eż. l-istandards Ewropej ta’ emissjonijiet) u l-ħinijiet differenti tal-ġurnata (l-aktar traffikużi jew l-anqas traffikużi) u ż-żona (żona li jkollha jew ma jkollhiex densità għolja ta’ popolazzjoni). Dan japplika speċjalment fil-każ ta’ l-ispejjeż tat-tniġġis ta’ l-arja, mill-istorbju u tal-konġestjoni.

In most cases, current levies by Member States fail to send the right price signals. Road users are all treated alike, irrespective of the congestion or pollution they cause. They are not provided with effective incentives to use cleaner vehicles and to adapt their choice of route and mobility behaviour. While a lorry may be charged a toll to use a motorway crossing a rural area, it usually does not pay any user charge when crossing a densely populated area even though its cost in terms of pollution and congestion may typically be five times higher.

L-aqwa strumenti ta’ pprezzar sabiex dawn l-ispejjeż jiġu assenjati lill-utenti b’mod ġust u effiċjenti huma t-taxxi għall-użu tat-triq. Ir-raġuni ewlenija hija li t-taxxi għall-użu tat-triq jistgħu jvarjaw skond il-kawżi ewlenin ta’ l-ispejjeż tat-tniġġis u l-konġestjoni. B’differenza għat-taxxi fuq il-fjuwil, jistgħu jvarjaw skond l-istandards ta’ l-emissjonijiet tal-vetturi; għall-kuntrarju t-taxxi fuq il-vetturi jew it-tariffi għall-użu tat-triq skond il-ħin tal-ġurnata (vignettes), jistgħu jiġu varjati skond l-intensità, il-lok u l-ħin ta’ l-użu. Dan jippermetti li t-taxxi għall-użu tat-triq jiġu ffissati f’livell li jirrifletti aħjar l-użu reali tal-vetturi u b’hekk l-ispejjeż esterni li l-utenti jikkawżaw verament.

With the exception of climate change, most of the external costs are borne by the population and the local or national governments of the territory where transport takes place and not where the vehicle is registered, nor where the vehicle is refuelled. These costs vary according to the travelled distance, the environmental performance of vehicle (e.g. Euro emission standards) and different points in time (peak or off peak) and space (densely populated area or not). This is especially the case for the costs of air pollution, of noise and of congestion.

L-analiżi ta’ l-impatt li twettqet mill-Kummissjoni tissuġġerixxi li anke bi ftit differenzjazzjoni t-taxxi għall-użu tat-triq ikkalkulati abbażi ta’ l-ispiża tat-tniġġis ta’ l-arja u ta’ l-istorbju minħabba t-traffiku u l-ispiża tal-konġestjoni imposti fuq vetturi oħra jipproduċu benefiċċji soċjali konsiderevoli f’termini ta’ ħin iffrankat, tnaqqis tat-tniġġis, titjib fis-sikurezza tat-toroq u l-użu ta’ l-infrastruttura bl-aħjar mod possibblu u tas-sistema tat-trasport in ġenerali. Jekk jitnaqqas il-konsum tal-fjuwil li jinħela fil-konġestjoni, jitnaqqsu wkoll l-emissjonijiet tas-CO2 mit-trasport fit-toroq. Għalhekk, skemi bħal dawn ta' taxxi għall-użu tat-triq, ikunu kontribut li jintlaqa' tajjeb għall-istrateġija dwar it-tibdil fil-klima. Għandu jkun enfasizzat li taxxa għall-użu tat-triq iffissata abbażi ta’ l-ispejjeż tal-konġestjoni u t-tniġġis hija relatata direttament ma’ l-użu ta’ l-infrastuttura. L-għan ewlieni tagħha huwa li kemm jista’ jkun titjieb is-sistema tat-trasport u l-mobilità ssir aktar sostenibbli. It-taxxa għall-użu tat-triq hija ħlas għall-ispejjeż lill-Istat Membru, lil min jipprovdi l-infrastruttura u lill-popolazzjoni lokali. Konsegwentement dan il-ħlas jagħti d-dritt għall-użu ta’ l-infrastruttura u l-possibilità ta’ konsum baxx ta’ kapaċità u riżorsi. Kif previst fil-proposta mehmuża, id-dħul minnha se jintuża biex jiġu żviluppati alternattivi għat-trasport (vetturi aktar nodfa, infrastruttura ġdida). Minħabba li taxxa għall-użu tat-triq titħallas mill-utenti kollha, irrispettivament mill-Istat Membru tar-reġistrazzjoni tagħhom (fejn huma dovuti t-taxxi għall-vetturi domestiċi) jew ta’ fejn il-vettura terġa’ tingħata l-fjuwil (fejn jitħallsu t-taxxi domestiċi fuq il-fjuwil), m’hemm l-ebda riskju li din toħloq tgħawwiġ tal-kompetizzjoni bejn it-trasportaturi tal-merkanzija minn Stati Membri differenti.

The best pricing instruments for assigning these costs to users in a fair and efficient way are tolls. The main reason is that tolls can vary according to the main cost drivers of pollution and congestion. Unlike fuel taxes, they can vary according to the emission standards of vehicles; contrary to vehicle taxes or time-based user charges (vignettes), they can vary according to the intensity, location and time of use. This allows the tolls to be set at a level which better reflects the real use of vehicles and therefore the external costs that users actually cause.

F’dak li għandu x'jaqsam mat-tibdil fil-klima, l-impatt tal-vetturi motorizzati huwa globali. L-ispiża tiegħu ma tiddependix fuq il-ħin u l-lok fejn tintuża l-vettura iżda fuq il-konsum tal-fjuwil. Għalhekk, it-taxxi fuq il-fjuwil huma spiss ikkunsidrati bħala mod sempliċi u effettiv ta’ kif din l-ispiża tista' tkun internalizzata irrispettivament minn kwalunkwe miżura oħra li tittieħed biex tintlaħaq il-mira miftiehma għat-tnaqqis tas-CO2 fil-livell ta’ l-Unjoni Ewropea. Dwar din il-kwistjoni, il-Kummissjoni diġà pproponiet l-invokazzjoni ta’ l-Artikolu 93 tat-Trattat li jistabbilixxi l-Komunità Ewropea biex ittejjeb il-koordinazzjoni tat-taxxi fuq il-fjuwil għall-vetturi motorizzati, parzjalment billi tgħolli r-rata minima Komunitarja għad-diżil u l-fjuwil kummerċjali[3]. Il-Kummissjoni se tanalizza aktar fil-fond id-Direttiva dwar it-tassazzjoni ġenerali ta’ l-enerġija biex tiżgura li tirrifletti aħjar il-miri ta’ l-UE f’dak li għandu x’jaqsam mat-tibdil fil-klima u l-enerġija. Madankollu, jekk sa l-aħħar ta’ l-2013 ir-riżultati li jinkisbu ma jkunux sodisfaċenti, il-Kummissjoni se tivvaluta jekk tanalizzax aktar fil-fond id-Direttiva dwar l-iċċarġjar tal-vetturi ta’ merkanzija tqila sabiex ma tkunx qed timpedixxi lill-Istati Membri milli jinkludu element ta' ċċarġjar għas-CO2 fit-taxxi għall-użu tat-triq.

The impact analysis carried out by the Commission suggests that even with a simple degree of differentiation tolls calculated on the basis of the cost of traffic-based air and noise pollution and of the cost of congestion imposed upon other vehicles would yield considerable welfare benefits in terms of saving time, reducing pollution, improving road safety and optimising the use of infrastructure and of the transport system at large. By reducing the consumption of fuel wasted in congestion, it would also reduce emissions of CO2 from road transport. Hence, such tolling schemes would be a welcome contribution to the climate change strategy. It should be stressed that a toll set in a Member State on the basis of the costs of congestion and pollution has a direct relationship with the use of infrastructure. Its key goal is to optimise the transport system and make mobility more sustainable. The toll is a payment for costs to the Member State, to the infrastructure provider and to the local population. In return, this payment gives the right to use the infrastructure and to consume scarce capacity and resources. As envisaged in the attached proposal, its revenue will be used to develop transport alternatives (cleaner vehicles, new infrastructure). Since a toll is payable by all users, irrespective of their Member State of registration (where domestic vehicle taxes are due) or of where the vehicle is refuelled (where domestic fuel taxes are paid), there is no risk that it distorts competition between hauliers from different Member States.

Fl-aħħarnett l-inċidenti fit-toroq jikkostitwixxu parti importanti mill-ispejjeż socjali. Fl-2003, il-Kummissjoni pproponiet li l-ispejjeż relatati ma’ l-inċidenti jkunu jistgħu jiġu inklużi fil-kalkolu tat-taxxi għall-użu tat-triq. Iżda din id-dispożizzjoni partikolari ġiet eventwalment irrifjutata mill-Parlament u l-Kunsill[4]. Ir-riskji għall-inċidenti mhumiex relatati biss mad-distanza li wieħed jivvjaġġa iżda wkoll ma’ fatturi kumplessi bħal sewqan mgħaġġel, sewqan taħt l-influwenza ta’ alkoħol jew jekk ma jintużax iċ-ċinturin tas-sikurezza, għalhekk strumenti bħar-rati ta’ assikurazzjoni jistgħu jkunu għodda aktar effettiva. Se ssir riflessjoni aktar fil-fond dwar din il-kwistjoni fl-analiżi tal-Programm ta’ Azzjoni Ewropew għas-sikurezza fit-toroq li l-Kummissjoni bi ħsiebha twettaq sa l-2010.

As to climate change, the impact of motor vehicles is global. Its cost does not depend on the time and place where the vehicle is used but on fuel consumption. Hence, fuel taxes are usually considered a simple and efficient way of internalising this cost irrespective of any other measures taken to achieve the target agreed at the level of the European Union for reducing CO2. On this issue, the Commission has already proposed invoking Article 93 of the Treaty establishing the European Community to improve coordination of taxes on motor fuels, partly by raising the minimum Community rate for commercial diesel fuel [3]. The Commission will further review the general energy taxation Directive to ensure that it better reflects the EU's climate change and energy goals. However, if the results achieved are not satisfactory by the end of 2013, the Commission will assess whether to further review the Directive on charging heavy goods vehicles so that it does not prevent Member States to include a CO2 charging element in tolls.

1.3. Id-Direttiva li hemm fis-seħħ

Lastly road accidents make up an important part of the social costs. In 2003, the Commission proposed to enable the inclusion of accident costs in the calculation of tolls. But this particular provision was eventually rejected by Parliament and the Council [4]. Accident risks are related not only to the distance travelled but also to complex factors such as speeding, driving under the influence of alcohol or failure to use seat belts, hence instruments like insurance rates might be a more effective tool. This issue will be further reflected upon in the review of the European road safety Action Programme that the Commission intends to carry out until 2010.

Id-Direttiva 1999/62/KE tirrikonoxxi l-prinċipju “l-utent iħallas” billi tippermetti lill-Istati Membri jintaxxaw it-tariffi abbażi tad-distanza (it-taxxi għall-użu tat-triq) biex jirkupraw l-ispejjeż tal-bini, tal-manutenzjoni u tat-tħaddim ta’ l-infrastruttura. Id-Direttiva tawtorizza wkoll it-tariffi abbażi tal-ħin u li jkunu taħt rata massima.

1.3. Directive in force

Ir-rati tat-taxxi għall-użu tat-triq jistgħu jvarjaw skond l-istandards ta’ emissjonijiet tal-vettura jew il-livelli tal-konġestjoni, iżda b’kundizzjoni ta’ newtralità tad-dħul fuq bażi ta’ kull sentejn. Madankollu, ħlief fil-Ġermanja u fir-Repubblika Ċeka din l-għażla ftit li xejn intużat. Waħda mir-raġunijiet hija l-kumplessità kbira għall-operaturi ta’ l-infrastruttura biex jaġġustaw l-istruttura ta’ ċċarġjar tagħhom b’reazzjoni għad-domanda b’mod li jżommu d-dħul tagħhom kostanti.

Directive 1999/62/EC recognises the “user pays” principle by allowing Member States to levy distance-based charges (tolls) to recover the cost of construction, maintenance and operation of infrastructure. The Directive also authorizes time-based charges below a maximum rate.

Fl-2006, id-Direttiva ġiet emendata bid-Direttiva 2006/38/KE biex tiddefinixxi r-regoli biex jiġu kkalkulati l-ispejjeż ta’ l-infrastruttura li għandhom jiġu ċċarġjati. Ippermettiet li t-taxxi għall-użu tat-triq fiż-żoni muntanjużi, jiżdiedu b’riżultat ta’ qligħ sa massimu ta’ 25 % sabiex jikkofinanzjaw infrastrutturi alternattivi li l-Parlament u l-Kunsill ssemmewhom proġetti prijoritarji tan-netwerk trans-Ewropew. Din il-mark-up hija attwalment applikata fuq l-awtostrada Brenner (l-Awstrija) biex tikkofinanzja l-mina tal-bażi ferrovjarja ta' Brenner li tagħmel parti mill-assi prijoritarju minn Berlin sa Palermo. L-emenda daħħlet ukoll dispożizzjoni dwar tariffi regolatorji mfassla speċifikament biex jikkumbattu t-tniġġis u l-konġestjoni iżda ħalliet inċertezzi legali dwar fejn u kif dawn għandhom jiġu applikati. Minħabba f'dan l-Istati Membri qegħdin isibuha bi tqila biex japplikawhom.

Toll rates may be varied according to vehicle emission standards or congestion levels, but under a condition of revenue neutrality on a biennial basis. However, except in Germany and the Czech Republic this option has hardly been exercised. One of the reasons is the great complexity for infrastructure operators to adjust their charging structure to the demand response in a way that keeps their revenue constant.

Id-dispożizzjonijiet ta’ hawn fuq jikkostitwixxu pass fid-direzzjoni t-tajba biex jitjieb is-sinjal dwar il-prezzijiet. Iżda xorta ma jippermettux li l-Istati Membri japplikaw l-aqwa sistema ta’ pprezzar. Id-Direttiva tabilħaqq tillimita d-dħul mit-taxxi għall-użu tat-triq għal dak li hu strettament meħtieġ biex jiġu rkuprati l-ispejjeż ta' l-infrastruttura, anke f’żoni esposti għal spejjeż tat-tniġġis minħabba t-traffiku u l-konġestjoni ogħla mill-ispejjeż tal-bini li qegħdin jiġu rkuprati. Tonqos milli tipprovdi inċentivi effettivi biex ikun hemm distinzjoni bejn it-tariffi sabiex dwan ikunu jaqblu mal-kawżi ewlenin ta’ l-ispejjeż li huma l-perjodi tal-ħin, il-lok u t-tipi tal-vetturi. Barra dan, tkopri biss l-użu tan-netwerk trans-Ewropew, u dan jista’ jwassal għal ipprezzar inkonsistenti bejn il-passaġġi ewlenin u t-toroq interurbani l-oħra użati mit-trasport internazzjonali.

In 2006, the Directive was amended by Directive 2006/38/EC to set out the rules for calculating chargeable infrastructure costs. It has allowed tolls in mountainous areas, to be marked-up by up to 25% to co-finance alternative infrastructure labelled trans-European network priority projects by Parliament and the Council. This mark-up is currently applied on the Brenner motorway (Austria) to co-finance the Brenner rail base tunnel that forms part of the priority axis from Berlin to Palermo. The amendment also inserted a provision on regulatory charges specifically designed to combat pollution and congestion but has left legal uncertainties about where and how to apply them. This makes Member States reluctant to apply them.

1.4. Niftħu t-triq għal iċċarġjar aktar effiċjenti u aktar ekoloġiku

The above provisions constitute a step in the right direction to improve the price signal. But they still do not enable Member States to apply optimal pricing. The Directive indeed limits revenues from tolls to what is strictly necessary to recover infrastructure costs, even in areas exposed to traffic-based pollution and congestion costs above the recoverable construction costs. It fails to provide effective incentives to differentiate charges so as to align them with the main cost drivers which are the time periods, the place and the types of vehicles. Moreover, it covers only the use of the trans-European network, which may lead to inconsistent pricing structures between the main corridors and other inter-urban roads used by international transport.

It-taxxi eżistenti imposti fuq it-toroq ma rriżultawx effettivi biżżejjed biex jinternalizzaw l-ispejjeż esterni tat-trasport tal-merkanzija fit-toroq. It-taxxi għall-użu tat-triq jistgħu jsiru aktar effettivi, iżda minħabba d-Direttiva attwali dan ma jistax iseħħ.

1.4. Unlock more efficient and greener charging

Il-Kummissjoni ilha favur l-implimentazzjoni ta’ aktar tariffi differenzjati għall-infrastruttura li jirriflettu l-ispejjeż esterni. Mill-1996[5] hija pproponiet miżuri leġiżlattivi biex tawtorizza lill-Istati Membri biex jintegraw fit-taxxi għall-użu tat-triq fuq vetturi ta’ merkanzija tqila element ta' spiża esterna. Dak iż-żmien, l-Istati Membri kkunsidraw dan il-pass bħala wieħed prematur minħabba inċertezzi kemm dwar il-kalkolu ta’ l-ispejjeż esterni kif ukoll dwar l-iżvilupp tat-teknoloġiji li kienu meħtieġa għall-ġbir tat-taxxi għall-użu tat-triq.

Existing road levies have not proved effective enough to internalise external costs of road freight transport. Tolls could be made more effective, but the current Directive blocks it.

Dawn ir-raġunijiet ma għadhomx validi.

The Commission has long advocated greater recourse to differentiated infrastructure charges which reflect external costs. It proposed legislative measures as early as 1996 [5] to authorise Member States to integrate in tolls levied on heavy goods vehicles an external cost element. At that time, the Member States considered such a step premature because of uncertainties both about calculating external costs and about the maturity of the required toll technologies.

Issa hawn disponibbli metodi li bihom jista jiġi ffissat il-valur finanzjarju ta’ l-ispejjeż esterni tat-tniġġis, ta’ l-istorbju u tal-konġestjoni kkawżati minn vetturi. Il-maġġoranza tagħhom fil-fatt diġà jintużaw fi kważi l-Istati Membri kollha, fi wħud aktar minn f’oħrajn, għal finiiet ta’ l-analiżi tal-qligħ meta mqabbel man-nefqa ta’ proġetti ta’ l-infrastruttura. Barra minn hekk, il-mudell li l-Kummissjoni fasslet b’segwitu għall-inizjattiva tal-PE (ara COM (2008)…) jipprovdi metodi affidabbli u firxa ta’ valuri ta’ kull unità li jistgħu jservu bħala bażi għall-kalkolu tat-tariffi għall-użu tat-triq.

These reasons are no longer valid.

Fir-rigward ta’ teknoloġiji biex jinġabru t-taxxi għall-użu tat-triq, sistemi elettroniċi li jikkombinaw tranżazzjonijiet awtomatiċi ta’ ħlas u l-lok tal-vetturi diġà qegħdin jitħaddmu f’għadd ta’ Stati Membri u ntsab li huma affidabbli u effettivi f’sens ta’ nfiq. Għadd ta’ Stati Membri oħra ħabbru l-intenzjoni tagħhom li jinstallawhom fuq in-netwerk tat-toroq ewlenin tagħhom sa l-2011. Diġà hemm provvediment dwar interoperabilità teknika u kuntrattwali sħiħa għall-utenti fid-Direttiva 2004/52/KE. Sistemi ta’ dan it-tip għandhom vantaġġi oħra; ma joħolqux kjuwijiet lokali u inkonvenjenzi bħalma joħolqu l-kabini tal-ġbir tat-taxxi għall-użu tat-triq fejn it-trakkijiet ikollhom jieqfu spiss.

Methods of monetising the external costs of pollution, noise and congestion caused by vehicles are now available. Most are in fact already used to various degrees in nearly all Member States to carry out cost/benefit analysis of infrastructure projects. Furthermore the model devised by the Commission following the EP’s initiative (see COM (2008)…) provides reliable methods and a range of unit values which can serve as a basis for the calculation of road user charges.

Il-Kummissjoni qiegħda tipprevedi approċċ pass pass sabiex tiftaħ it-triq għal iċċarġjar aktar effiċjenti u aktar ekoloġiku. Il-pass li jmiss issa huwa li l-Istati Membri jkunu jistgħu jikkalkulaw it-taxxi għall-użu tat-triq abbażi ta’ l-ispejjeż tat-tniġġis lokali u tat-toroq traffikużi ħafna waqt il-perjodi l-aktar traffikużi. Tipprovdi wkoll inċentivi kemm biex ir-rati ta’ ħlas għall-użu tat-triq ikunu differenzjati skond il-każ kif ukoll biex jiġu installati sistemi ta’ ġbir mingħajr kabini tal-ġbir tat-taxxi għall-użu tat-triq.

As to tolling technologies, electronic systems combining automatic payment transactions and location of vehicles are already in operation in several Member States and have proven to be reliable and cost-effective. A number of other Member States announced their intention to install them on their main road network by 2011. Full technical and contractual interoperability for users is already provided by Directive 2004/52/EC. Such systems have other advantages; they do not cause local queues and nuisances as do tollbooths where lorries often have to stop.

Il-qafas li ġie propost iħalli d-deċiżjoni dwar jekk jintaxxawx it-tariffi għall-użu tat-triq abbażi ta’ spejjeż esterni f'idejn l-Istati Membri. Għad hemm inċertezzi dwar il-qligħ meta mqabbel man-nefqa tas-sistemi ta’ ġbir tal-ħlas għall-użu tat-triq meħtieġa fin-netwerks li jintużaw anqas f'uħud mill-Istati Membri. F’dawn iċ-ċirkustanzi, approċċ ta’ implimentazzjoni gradwali li jippermetti skemi pilota u li jinkuraġġixxi żieda gradwali u qsim ta’ esperjenzi huwa preferibbli għal approċċ vinkolanti bbażat fuq tariffi għall-użu tat-triq obbligatorji. Madankollu, ill-Kummissjoni se tirrevedi din l-istrateġija fl-2013 biex tidentifika jekk huwiex konċepibbli approċċ aktar vinkolanti għall-internalizzazzjoni ta’ l-ispejjeż esterni fid-dawl tal-possibilità probabbli li t-teknoloġija li tinforza t-taxxi għall-użu tat-triq torħos. Ir-reviżjoni se tivvaluta wkoll jekk l-ispiża ta’ l-emissjonijiet tas-CO2 tistax tiġi inkluża fit-taxxi għall-użu tat-triq skond il-progress li jsir biex jiġi definit element komuni ta' taxxa fuq il-fjuwil relatat mat-tibdil fil-klima fid-Direttiva dwar it-Tassazzjoni fuq l-Enerġija.

To unlock greener and more efficient road charging, the Commission envisages a stepped approach. The step proposed now is to enable Member States to calculate tolls on the basis of the costs of local pollution and, on congested roads during peak periods, of congestion. It also provides incentives to both differentiate toll rates accordingly and install toll collection systems without tollbooths.

Biex jiġi żgurat li t-taxxi għall-użu tat-triq abbażi ta’ l-ispejjeż esterni jiġu applikati b’mod uniformi fi ħdan is-suq intern, il-proposta mehmuża tistipula ċerti regoli li jixbhu lil dawk fid-Direttiva attwali li tikkonċerna t-taxxi għall-użu tat-triq biex jiġu rkuprati l-ispejjeż ta’ l-infrastruttura. Dawn ir-regoli jevitaw kwalunkwe diskriminazzjoni bejn it-trasportaturi domestiċi tal-merkanzija u dawk barranin. Jiżguraw li t-taxxi għall-użu tat-triq la joħolqu ostakli sproporzjonati għall-moviment ħieles u lanqas ma jinvolvu kontrolli jew iċċekkjar fil-fruntieri interni. B’mod partikolari jistabbilixxu prinċipji u mekkaniżmi ta’ ċċarġjar komuni biex jevitaw iċċarġjar żejjed minn monopolji ta’ l-infrastuttura. Jimponu l-użu ta’ metodu komuni u trasparenti biex jiġu kkalkulati l-ispejjeż li għandhom jiġu ċċarġjati. Barra minn hekk, jippromwovu r-rikors għal sistemi elettroniċi ta' ġbir ta’ taxxa għall-użu tat-triq li ma joħolqux tfixkil fiċ-ċirkolazzjoni libera tat-traffiku. Fl-aħħarnett jiżguraw li it-trasportatur tal-merkanzija jinħariġlu dokument li jindika l-ammont tat-tariffa sabiex it-trasportatur jista' faċilment jgħaddi l-ispiża lil dak li jieħu ħsieb il-merkanzija

The proposed framework leaves it to Member States to decide whether or not to levy tolls based on external costs. There are still uncertainties about the cost/benefit of the required toll systems on some Member States’ lesser-used networks. In these circumstances, a phasing-in approach enabling pilot schemes and encouraging a gradual build-up and sharing of experience is preferable to a binding approach based on mandatory user charges. However, the Commission will review this strategy in 2013 to identify whether a more binding approach towards the internalisation of external costs is conceivable in the light of further likely falls in the cost of technology to enforce tolls. Depending on progress in defining a common fuel tax element related to climate change in the Energy Taxation Directive, the review will also assess whether the cost of CO2 emissions should be allowed to be included in tolls.

It-trasport sostenibbli jeħtieġ l-implimentazjoni ta’ strumenti ta’ pprezzar aħjar iżda wkoll investiment konsiderevoli fir-riċerka, l-iżvilupp u l-infrastruttura. Finanzjament huwa meħtieġ b’mod partikolari biex it-tniġġis jitnaqqas mis-sors, jitjieb r-rendiment tal-vetturi f’dak li għandu x’jaqsam ma’ CO2 u enerġija u biex joffri għażla akbar ta’ alternattivi realistiċ għall-utenti. L-iċċarġjar għandu jkun aktar realistiku meta dawn il-ħtiġijiet jiġu indirizzati kif suppost. Id-Direttiva attwali tirrakkomanda li d-dħul minn tariffi għall-infrastruttura għandhom jintużaw biex jibbenefikaw lis-settur tat-trasport u biex is-sistema kollha tat-trasport titjieb bl-aħjar mod. Fir-rigward tal-mark-up fiż-żoni muntanjużi, il-leġiżlatur speċifika li din it-tip ta’ mark-up fuq it-taxxa għall-użu tat-triq, li titħallas mill-utenti li ġejjin mill-UE kollha, tista’ tiġi intaxxata iżda biss fil-każ fejn id-dħul ikun allokat b’mod ċar għal proġetti speċifiċi tan-netwerk Trans-Ewropew, jiġifieri proġetti għat-trasport ta’ interess Komunitarju ġenerali. B’ispirazzjoni għall-istess prinċipju, il-Kummissjoni tipproponi li kwalunkwe dħul addizzjonali minn parti ta’ taxxa għall-użu tat-triq li għandha x'taqsam mat-tniġġis u l-konġestjoni tintuża biex it-trasport ikun aktar sostenibbli, għalhekk dan qed isir b’interess Komunitarju u b’benefiċċji fuq tul ta’ żmien għall-utenti tat-trasport in ġenerali.

To ensure that tolls based on external costs are applied homogeneously within the internal market, the attached proposal lays down certain rules akin to those in the current Directive concerning tolls to recover infrastructure costs. These rules prevent any discrimination between domestic hauliers and foreign hauliers. They ensure that tolls neither create disproportionate obstacles to freedom of movement, nor entail controls or checks at the internal borders. In particular, they establish common charging principles and mechanisms to avoid overcharging by infrastructure monopolies. They impose the use of a common and transparent method of calculating chargeable costs. Furthermore, they promote recourse to electronic toll systems which do not create hindrance to the free flow of traffic. Lastly they make sure that a document indicating the amount of the charge is issued to the haulier so that the latter can easily pass on the cost to the shipper.

Bħala konklużjoni, għandu jiġi enfasizzat li l-għażla li nonqsu milli nippermettu pprezzar aktar effiċjenti u aktar ekoloġiku għall-użu tat-toroq ma teżistix, la għall-mobilità sostenibbli u lanqas għas-suq intern. Meta jitqies l-impatt dejjem akbar tat-trasport fuq l-ambjent, nintebħu li ż-żmien qed jagħfas u li pprezzar effiċjenti huwa mod tajjeb kif innaqqsu l-impatt negattiv fuq it-trasport bl-inqas spiża għall-ekonomija. Il-gvernijiet lokali f’żoni esposti għal ħafna konġestjoni u tniġġis ikkawżati mit-trasport internazzjonali jista' jkun li ma jibqgħalom l-ebda alternattiva ħlief dik li b’mod mhux koordinat jieħdu kull tip ta’ miżura oħra, bħal per eżempju l-projbizzjoni ta’ traffiku settorjali. Dan iħarbat il-ktajjen tal-forniment u joħloq ostakli sproporzjonati għall-moviment ħieles.

Sustainable transport requires recourse to better pricing instruments but also considerable investment in research and development and infrastructure. Funding is particularly needed to reduce road pollution at source, improve CO2 and energy performance of vehicle and offer a wider choice of realistic alternatives for users. Charging will be more effective when these needs are properly addressed. The current Directive recommends that revenue from infrastructure charges should be used to benefit the transport sector and optimise the entire transport system. In the case of the mark-up in mountainous areas, the legislator specified that such a mark-up on tolls paid by users coming from all the EU could be levied but only if revenues were clearly earmarked to specific projects of the trans-European network, hence transport projects with a general Community interest. Inspired by the same principle, the Commission proposes that any additional revenue from the part of a toll which is related to pollution and congestion is used to make transport more sustainable, hence with a Community interest and long-term benefits for transport users at large.

1.5. Il-konsistenza mal-politiki l-oħra u l-objettivi ta’ l-Unjoni

On a final note, it should be stressed that failing to enable more efficient and greener road pricing is not an option, neither for sustainable mobility, nor for the internal market. Given the growing environmental impact of transport, time is pressing and efficient pricing is a good way to reduce the negative impact of transport at least cost to the economy. Local governments in areas exposed to high congestion and pollution caused by international transport could be left with no alternative but to take up in an uncoordinated way other sorts of measures, like sectoral traffic bans. This would disrupt supply chains and create disproportionate obstacles to freedom of movement.

Id-direttiva proposta tagħmel parti mill-programm ta’ ħidma tal-Kummissjoni (TREN/2008/073) u mill-pakkett ‘Nagħmlu t-Trasport Aktar Ekoloġiku’. Mill-perspettiva ġenerali, din tikkontribbwixxi kemm għall-aġenda ta’ Liżbona ta' l-UE kif ukoll għall-Istrateġija għall-Iżvilupp Sostenibbli għaliex tippermetti li tittieħed azzjoni biex il-konġestjoni tkun immaniġġata aħjar, biex jitnaqqsu l-emissjonijiet tat-trasport fl-arja u anke għaliex tinkoraġġixxi l-iżvilupp ta’ teknoloġiji tat-trasport aktar nodfa.

1.5. Consistency with the other policies and the objectives of the Union

2. IL-KONSULTAZZJONI MAL-PARTIJIET INTERESSATI U L-VALUTAZZJONI TA' L-IMPATT

The proposed directive is part of the Commission’s work programme (TREN/2008/073) and of the ‘Greening Transport’ package. From a general point of view, it contributes to both the EU Lisbon agenda and the Sustainable Development Strategy as it enables action to better manage congestion, to curb transport air emissions and as it encourages the development of cleaner transport technologies.

Il-konsultazzjoni pubblika u l-valutazzjoni ta’ l-impatt koprew kemm l-istrateġija aktar wiesgħa relatata mal-mezzi kollha tat-trasport kif ukoll il-proposta mehmuża.

2. CONSULTATION OF INTERESTED PARTIES AND IMPACT ASSESSMENT

Bejn id-29 ta’ Ottubru u l-31 ta’ Diċembru 2007 twettqet konsultazzjoni fuq l-internet u warajha fil-31 ta’ Jannar 2008, kien hemm smigħ tal-partijiet interessati.

The public consultation and the impact assessment covered both the broader strategy related to all transport modes and the attached proposal.

Dawk li wieġbu appoġġaw il-prinċipju ta’ l-internalizzazzjoni ta’ l-ispejjeż esterni tat-trasport, ikkunsidraw li t-tniġġis ta’ l-arja u l-konġestjoni kien l-akbar żewġ inkonvenjenzi fit-trasport fit-toroq u li l-aqwa strumenti ekonomiċi biex jiġu ttrattati dawn l-ispejjeż kienu tariffi differenzjati skond l-użu. F’dak li għandu x’jaqsam mat-tibdil fil-klima, l-użu tat-tassazzjoni fuq l-enerġija, jew l-integrazzjoni tat-trasport fis-Sistema ta’ Skambju ta’ Kwoti ta’ Emissjonijiet, kienu kkunsidrati bħala adegwati aktar. In ġenerali nħasset il-ħtieġa li d-dħul mill-internalizzazzjoni għandu jiġi investit f’infrastrutturi alternattivi tat-trasport, teknoloġiji aktar nodfa jew jintuża b’mod aktar ġenerali biex jitnaqqsu l-aspetti esterni negattivi tat-trasport[6].

An internet consultation was carried out between 29 October and 31 December 2007 and followed by a hearing of stakeholders on 31 January 2008.

Il-valutazzjoni ta’ l-impatt tagħti ħarsa ġenerali ta’ l-għarfien espert estern li pprovda appoġġ fil-metodoloġija jew fit-tfassil biex il-proposta tiġi abbozzata. B’mod partikolari, il-Kummissjoni wettqet studju biex tanalizza t-teorija u l-prattika l-aktar riċenti biex jiġu stmati u internalizzati l-ispejjeż esterni[7].

The respondents supported the principle of internalising the external costs of transport, considered that air pollution and congestion were the two biggest nuisances in road transport and that the best economic instruments to tackle these costs were differentiated user charges. As to climate change, the use of energy taxation, or the integration of transport in the Emission Trading System, were considered as more appropriate. It was generally felt that revenue from internalisation should be invested into alternative transport infrastructures, cleaner technologies or used more generally to reduce the negative externalities of transport [6].

Il-valutazzjoni kkonfermat li sitwazzjoni ta’ “ħidma bħas-soltu", jiġifieri li ma tittieħed l-ebda azzjoni ġdida biex tinkoraġġixxi pprezzar effiċjenti, tonqos milli tikseb mobilità sostenibbli. Intwera li tariffi differenzjati skond l-użu kienu aktar effiċjenti mit-taxxi tat-trasport tas-soltu li jintużaw biex jitrattaw it-tniġġis ta’ l-arja, l-ispejjeż ta’ l-istorbju u l-konġestjoni fit-trasport fit-toroq.

The impact assessment gives an overview of the external expertise that provided methodological or modelling support for drafting the proposal. In particular, the Commission carried out a study to review the state of the art in the theory and practice of estimating and internalising external costs [7] .

Il-vantaġġi u l-iżvantaġġi ta’ skemi ta’ ċċarġjar mhux obbligatorji ġew imqabbla ma’ skemi ta’ ċċarġjar obbligatorji għat-trasport tal-merkanzija fit-toroq. Irriżulta li filwaqt li hemm benefiċċji ċari u immedjati li jistgħu jitgawdew minn Stati Membri li għandhom ħafna traffiku, il-vijabbiltà finanzjarja ta’ sistemi ta’ ċċarġjar għall-ispejjeż esterni fi Stati Membri b’anqas traffiku teħtieġ aktar studji.

The assessment confirmed that the “business as usual” scenario, i.e. no new actions to encourage efficient pricing, would fail to achieve sustainable mobility. It was shown that differentiated user charges were more efficient than the usual transport taxes to tackle air pollution, noise costs and congestion in road transport.

L-impożizzjoni ta’ tariffa jew taxxa speċfika għas-CO2 miżjuda mat-tariffi għat-tniġġis ta' l-arja u għall-istorbju ġiet ikkunsidrata wkoll. Ġie konkluż li minkejja li din tista’ trendi benefiċċji addizzjonali, għandha tiġi indirizzata permezz ta’ approċċ aktar koordinat fil-livell ta’ l-UE biex jitnaqqsu l-emissjonijiet b’effett serra abbażi tas-Sistema ta’ Skambju ta’ Kwoti ta’ Emissjonijiet jew element komuni ta' taxxa fuq il-fjuwil fid-Direttiva dwar it-Tassazzjoni fuq l-Enerġija.

The advantages and disadvantages of mandatory versus optional charging schemes for road freight transport were compared. It was found that while there are clear and immediate benefits to be reaped in Member States with a lot of traffic, the financial viability of charging systems for external costs in Member States with low traffic requires further studies.

L-impatt ta' l-impożizzjoni ta' taxxa fuq il-konġestjoni f’punti traffikużi ġie vvalutat ukoll. Din l-għażla tnaqqas il-konġestjoni iżda tnaqqas ukoll b’mod sinifikanti kemm l-emissjonijiet tat-tniġġis kif ukoll tas-CO2, b’mod partikolari jekk tariffi simili jiġu applikati wkoll għall-karozzi.

Levying a specific CO2 charge or tax on top of the air pollution and noise charges was looked at as well. The conclusion was that, although this could deliver additional benefits, it should better be addressed through a more coordinated approach at EU level to reduce greenhouse emissions based on either the Emission Trading System or a common fuel tax element in the Energy Taxation Directive.

Irriżulta wkoll li jekk l-ambitu ta’ l-iskemi ta’ ċċarġjar għan-netwerk trans-Ewropew jiġi estiż għal toroq interurbani oħra tista’ tiġi evitata l-problema ta’ devjazzjoni tat-traffiku minn awtostradi fejn titħallas taxxa għall-użu tat-triq għal toroq interurbani fejn ma titħallasx din it-taxxa.

The impact of levying a congestion charge on congested links was also assessed. This option would reduce congestion but would also significantly reduce both pollution and CO2 emissions, particularly if similar charges are applied to cars as well.

Il-vantaġġi u l-iżvantaġġi ta’ l-allokazzjoni ta’ dħul minn tariffi għall-ispejjeż esterni ġew eżaminati wkoll kemm mil-lat ekonomiku kif ukoll f’termini ta’ faċilitazzjoni ta’ l-għarfien u appoġġ aħjar bejn l-utenti tat-trasport.

It was also found that extending the scope of the charging schemes for the trans-European network to other interurban roads may avoid the problem of potential traffic diversion from toll motorways to non-toll interurban roads.

Jekk l-Istati Membri kollha jagħżlu li jdaħħlu t-tariffi għall-użu tat-toroq kif permess permezz tal-proposta l-valutazzjoni tikkalkula tnaqqis sinifikanti fl-emissjonijiet ta’ pollutanti lokali u ta’ diossidu tal-karbonju minn trasport tal-merkanzija fit-toroq, u tnaqqis fil-konġestjoni u fl-imwiet fit-toroq. Il-varjazzjoni tat-tariffi skond l-istandards Ewropej ta’ l-emissjonijiet tal-vetturi se taċċellera t-tiġdid tal-flotot, u dan se jirriżulta f’titjib fir-rendiment ambjentali. L-effetti pożittivi fuq il-konġestjoni se jwasslu għal tnaqqis ta’ 8 % fil-konsum tad-diżil mit-trakkijiet u għalhekk għal tnaqqis ta' emissjonijiet ta’ CO2. Dan ikun kontribut ċar għat-tnaqqis tat-tniġġis u għall-ġlieda kontra t-tibdil fil-klima. Mhux se jkun hemm impatt fuq il-livell ġenerali tal-mobilità (ara SEC(2008)... għal aktar dettalji).

The advantages and disadvantages of earmarking revenue from external cost charges were also examined from both an economic point of view and in terms of facilitating better understanding and support among transport users.

3. L-ELEMENTI ĠURIDIĊI TAL-PROPOSTA

If all Member States opt for road charging as allowed by the proposal the assessment estimates a significant reduction in emissions of local pollutants and of carbon dioxide from road freight transport, and reductions in congestion and in road fatalities. Variation of charges according to the vehicles’ Euro emission standard will accelerate fleet renewal, resulting in improved environmental performance. The positive effects on congestion will also deliver a reduction in consumption of diesel by lorries of 8% and therefore of CO2 emissions. It would be a clear contribution to reducing pollution and fighting climate change. There would be no impact on the general level of mobility (see SEC(2008)… for more details).

3.1. Sinteżi ta’ l-azzjoni proposta

3. LEGAL ELEMENTS OF THE PROPOSAL

Id-Direttiva proposta tippermetti li l-Istati Membri jintegraw ammont, li jirrifletti l-ispiża tat-tniġġis ta’ l-arja u mill-istorbju ikkawżati mit-traffiku, fit-taxxi għall-użu tat-triq fuq vetturi ta’ merkanzija tqila. Waqt il-perjodi l-aktar traffikużi, tippermetti wkoll li t-taxxi jiġu kkalkulati abbażi ta’ l-ispiża tal-konġestjoni imposta fuq il-vetturi l-oħra. L-ammonti se jvarjaw skond id-distanza li wieħed jivvjaġġa, il-lok u l-ħin ta’ l-użu tat-toroq, sabiex jirriflettu aħjar dawn l-ispejjeż esterni. Id-dħul għandu jintuża mill-Istati Membri sabiex it-trasport isir aktar sostenibbli permezz ta’ proġetti bħar-riċerka u l-iżvilupp għal vetturi aktar nodfa u li jużaw l-enerġija b’mod aktar effiċjenti, biex b’hekk itaffu l-effett tat-tniġġis tat-trasport fit-toroq jew jipprovdu kapaċità alternattiva ta’ l-infrastruttura għall-utenti.

3.1. Summary of the proposed action

L-Istati Membri li jagħmlu din l-għażla għandhom jirrispettaw il-prinċipji komuni ta’ ċċarġjar flimkien ma’ mekkaniżmi biex jinnotifikaw u jirrapurtaw lill-Kummissjoni dwar l-iskemi ta' ntaxxar għall-użu tat-triq. L-Istati Membri għandhom jaħtru awtoritajiet indipendenti biex jiffissaw l-ispejjeż li għandhom jiġu ċċarġjati billi jużaw metodu komuni li jista’ jiġi faċilment immonitorjat u adattat għall-progress xjentifiku. Dan se jiżgura li l-iskemi ta’ ċċarġjar ikunu trasparenti, jikkorrispondu ma’ l-objettiv fil-mira, u ma jiddiskriminawx kontra n-nazzjonalità tat-trasportaturi tal-merkanzija.

The proposed Directive enables Member States to integrate in tolls levied on heavy goods vehicles an amount which reflects the cost of air pollution and noise pollution caused by traffic. During peak periods, it also allows tolls to be calculated on the basis of the cost of congestion imposed upon other vehicles. The amounts will vary with the travelled distance, location and time of use of roads to better reflect these external costs. The proceeds will have to be used by Member States for making transport more sustainable through projects such as research and development on cleaner and more energy efficient vehicles, mitigating the effect of road transport pollution or providing alternative infrastructure capacity for users.

It-tariffa għandha tinġabar permezz ta’ sistemi elettroniċi li ma joħolqux xkiel għaċ-ċirkolazzjoni libera tat-traffiku u inkonvenjent lokali fil-kabini tal-ġbir tat-taxxi għall-użu tat-triq, u li jistgħu jiġu estiżi għall-partijiet l-oħra tan-netwerk fi stadju aktar avvanzat mingħajr investimenti oħra sinifikanti. Hemm ippjanat perjodu ta’ tranżizzjoni għas-sistemi attwali li għandhom grada. Sabiex jiġi evitat ċċarġjar żejjed ta’ l-utenti, għandhom jiġu ssodisfatti kundizzjonijiet oħra meta t-tariffa għall-ispejjeż tal-konġestjoni u tat-tniġġis tiġi kkombinata ma’ tariffa għall-irkupru ta’ l-ispiża ta’ l-infrastruttura.

Member States which opt for it must respect common charging principles together with mechanisms for notifying and reporting tolling schemes to the Commission. Member States must designate independent authorities to set the chargeable costs by using a common method which can be easily monitored and adapted to scientific progress. This will ensure that charging schemes are transparent, proportional to the objective pursued and do not discriminate against the nationality of hauliers.

Il-proposta testendi l-ambitu tad-Direttiva attwali lil hinn min-netwerk trans-Ewropew sabiex tevita skemi ta’ pprezzar inkonsistenti bejn passaġġi ewlenin u toroq interurbani oħra. Permezz tal-proposta, id-dispożizzjonijiet fid-Direttiva attwali li jirrigwardaw il-mark-up intaxxata minn żoni muntanjużi għall-kofinanzjament ta’ proġetti li l-UE tikkunsidra bħal prijoritarji, isiru aktar prattikabbli.

The charge must be collected through electronic systems which does not create hindrance to the free flow of traffic and local nuisance at tollbooths, and which can be extended to other part of the network at a later stage without significant additional investments. A transition period for the current systems with barriers is planned. To avoid undue charging of users, other conditions must be met when a charge based on the costs of congestion and pollution is combined with a charge to recover the cost of infrastructure.

Ma twaqqafx lill-Istati Membri milli japplikaw tariffi regolatorji, fuq toroq urbani, imfassla speċifikament biex inaqqsu l-konġestjoni tat-traffiku jew jikkumbattu l-impatti ambjentali fiż-żoni mibnija.

The proposal extends the scope of the current Directive beyond the trans-European network to avoid inconsistent pricing schemes between major corridors and other interurban roads. It makes more practicable the provisions in the current Directive on the mark-up levied in mountainous areas to co-finance EU labelled priority projects.

3.2. Il-bażi ġuridika, il-prinċipji tas-sussidjarjetà u l-proporzjonalità

It does not prevent Member States from applying on urban roads regulatory charges specifically designed to reduce traffic congestion or combat environmental impacts in built up areas.

Il-proposta hija bbażata fuq l-Artikolu 71 tat-Trattat, għaliex it-titjib fl-effiċjenza u fir-rendiment ambjentali tat-trasport tal-merkanzija fit-toroq huwa għan ewlieni tal-politika komuni għat-trasport.

3.2. Legal basis, subsidiarity and proportionality principles

Hija konformi mal-prinċipji tas-sussidjaretà u l-proporzjonalità. Meta jitqiesu l-importanza tat-trasport għas-suq intern u d-dimensjoni transkonfinali u l-ispiża esterna tiegħu, għandhom jiġu stabbiliti prinċipji komuni ta’ ċċarġjar għat-toroq interurbani kollha, inkluż in-netwerk trans-ewropew, sabiex l-istati Membri kunu jistgħu jirkupraw l-ispejjeż esterni permezz tat-taxxi għall-użu tat-triq. Dan jista’ jinkiseb biss jekk direttiva eżistenti tiġi mibdula u għalhekk dan ma jistax jinkiseb mill-Istati membri waħedhom.

The proposal is based on Article 71 of the Treaty, as improving the efficiency and environmental performance of road freight transport is a key goal of the common transport policy.

Il-proposta tħalli lill-Istati Membri fil-libertà li jiddeċiedu jekk, u fuq liema toroq, jimponux taxxi għall-użu tat-triq u jekk jinkorporawx l-ispejjeż lokali ambjentali u ta’ konġestjoni fit-taxxi għall-użu tat-triq jew le. L-għażla tal-proġetti li għandhom jiġu ffinanzjati bid-dħul ta’ tariffa ta’ dan it-tip jitħalla wkoll f’idejn l-Istati Membri sakemm il-proġetti magħżula jikkontribwixxu għall-mobilità sostenibbli. Il-proposta ma tmurx lil hinn minn dak li hu meħtieġ biex jintlaħqu l-objettivi tagħha.

It complies with the principles of subsidiarity and proportionality. Given the importance of transport for the internal market, its growing cross-border dimension and external cost, common charging principles must be established for all interurban roads, including the trans-European network, to enable Member States to recover external costs through tolls. This can only be achieved by modifying an existing directive and therefore cannot be achieved by the Member States alone.

L-istrument propost huwa direttiva għaliex regolament jista’ jnaqqsu bla bżonn il-marġni ta’ diskrezzjoni ta’ l-Istati Membri.

The proposal leaves Member States the freedom to decide whether, and on which roads, to levy tolls and whether or not to incorporate local environmental and congestion costs in the tolls. The choice of projects to be financed with the proceeds of such charging is also left to the discretion of Member States provided that the projects chosen contribute to sustainable mobility. The proposal therefore does not exceed what is required to achieve its objective.

Tikkonċerna kwistjoni rilevanti għaż-Żona Ekonomika Ewropea u għalhekk għandha tiġi estiża għaliha.

The proposed instrument is a directive since a regulation might unnecessarily restrict the margin of discretion of Member States.

Il-proposta mhux se jkollha impatt fuq il-baġit Komunitarju.

It concerns a matter relevant to the European Economic Area and should therefore extend to it.

4. SPJEGAZZJONI DETTALJATA TAL-PROPOSTA

It will not affect the Community budget.

L-Artikolu 2 iżid definizzjonijiet ġodda relatati mat-taxxi għall-użu tat-toroq, it-tariffi ta' l-ispiża ta’ l-infrastruttura, it-tariffi ta’ l-ispiża esterna, l-ispejjeż tat-tniġġis ta’ l-arja u mill-istorbju minħabba t-traffiku u l-ispejjeż tal-konġestjoni. Il-kunċett ta’ qabel ta' taxxa medja differenzjata għall-użu tat-triq jinbidel bil-kunċett ta' tariffa medja differenzjata għall-infrastruttura.

4. DETAILED EXPLANATION OF THE PROPOSAL

L-Artikolu 7 jispeċifika li Stat Membru ma jistax jimponi kemm taxxi għall-użu tat-triq kif ukoll tariffi għall-użu mal-pajjiż kollu, u għalhekk irid jagħżel bejn iż-żewġ sistemi.

Article 2 adds new definitions relating to tolls, infrastructure cost charges, external cost charges, costs of traffic based air and noise pollution and costs of congestion. The former concept of weighted average toll is replaced by the concept of weighted average infrastructure charge.

L-Artikolu 7a jispeċifika l-proporzjonijiet li għandhom jiġu applikati bejn ir-rati għal ġurnata, għal ġimgħa, għal xahar u għal sena ta’ tariffi ibbażati fuq il-ħin (vignettes) biex jiġi żgurat li t-tariffi imħallsa ma jiddiskriminawx lil dawk li jużaw it-toroq kultant, li spiss ikunu trasportaturi tal-merkanzija barranin.

Article 7 specifies that a Member State cannot impose both country wide tolls and user charges, and must therefore choose between the two systems.

L-Artikolu 7b jippermetti li l-Istati Membri jintaxxaw permezz tat-taxxi għall-użu tat-triq tariffa ibbażata fuq l-ispiża tat-tniġġis ta' l-arja u mill-istorbju minħabba t-traffiku u tal-konġestjoni jew tariffa biex jiġu rkuprati l-bini, il-manutenzjoni u t-tħaddim ta’ l-infrastruttura, jew it-tnejn.

Article 7a specifies the proportions to apply between the daily, weekly, monthly and annual rates of time-based charges (vignettes) to ensure that charges paid do not discriminate against occasional users, which are usually foreign hauliers.

L-Artikolu 7c jimponi li t-tariffa abbażi ta’ spejjeż esterni għandħa tiġi varjata skond it-tipi ta’ vetturi, toroq u perjodi tal-ħin. L-ammont tat-tariffa se jkun iffissat minn awtorità indipendenti skond il-metodu ta’ l-Anness IIIa.

Article 7b enables Member States to levy through tolls either a charge based on the cost of traffic-based air and noise pollution and congestion or a charge to recover the construction, maintenance and operation of infrastructure, or both.

L-Artikolu 7e jippermetti mark-up fuq alternattivi għar-rotta prinċipali li fiha tiġi intaxxata mark-up f’żona muntanjuża u jintroduċi regola biex jiġi evitat iċċarġjar doppju meta tariffa ibbażata fuq spejjeż esterni tiġi intaxxata flimkien ma' mark-up

Article 7c imposes to vary the charge based on external costs according to types of vehicles, roads and time periods. The amount of the charge will be set by an independent authority according to the method of Annex IIIa.

L-Artikolu 7f(5) jevita l-iċċarġjar doppju li jista’ jirriżulta minn varjazzjoni doppja kemm tat-tariffa relatata ma’ l-ispiża ta’ l-infrastruttura kif ukoll tat-tariffa abbażi ta’ l-ispejjeż esterni.

Article 7e allows a mark-up on alternatives of the main route on which a mark-up in mountainous area is levied and introduces a rule to avoid double charging when a charge based on external costs is levied in combination with a mark-up.

L-Artikolu 7g jaġġorna r-rekwiżiti tan-notifika.

Article 7f(5) avoids double charging which would result of a double variation of both the charge related to infrastructure cost and the charge based on external costs.

L-Artikolu 7h jipprojbixxi skontijiet u tnaqqis fit-tariffi abbażi ta’ l-ispejjeż esterni.

Article 7g updates the notification requirements.

L-Artikolu 7i jeżiġi li tinġabar tariffa abbażi ta’ spejjeż esterni permezz ta’ sistema elettronika ta' ġbir ta’ taxxa għall-użu tat-triq li tevita tfixkil fiċ-ċirkolazzjoni libera tat-traffiku u li sussegwentement tista’ tiġi estiża mingħajr il-ħtieġa ta’ gradi li jimplikaw investiment addizzjonali fit-triq. Huwa ppjanat perjodu ta’ tranżizzjoni għal taxxi eżistenti għall-użu tat-triq It-trasportatur tal-merkanzija għandu jasallu dokument li jindika l-ammont tat-tariffa.

Article 7h prohibits discounts or reductions in charges based on external costs.

L-Artikolu 8c jiżgura li l-Kummissjoni tiġi involuta meta għadd ta’ Stati Membri jikkooperaw fl-introduzzjoni ta’ sistema ta’ ġbir ta’ taxxa għall-użu tat-triq.

Article 7i requires to collect a charge based on external costs by means of an electronic toll system which avoids hindrance to the free flow of traffic and which can be subsequently extended without the need for barriers which imply significant additional roadside investment. A transition period is planned for existing tolls. A document indicating the amount of the charge will also have to be delivered to the haulier.

L-Artikolu 9(1)a jispeċifika li tariffi regolatorji huma permessi fuq toroq urbani f’żoni mibnija.

Article 8c ensures that the Commission is involved when several Member States cooperate in introducing a toll system.

L-Artikolu 9 jalloka l-parti tat-taxxa għall-użu tat-triq abbażi ta’ spejjeż esterni għal diversi miżuri li jikkontribwixxu għat-trasport sostenibbli.

Article 9(1)a specifies that regulatory charges are allowed on urban roads in built up areas.

L-Artikolu 9b-c jagħti s-setgħa lill-Kummissjoni li tadatta l-metodu biex jiġu kkalkulati t-tariffi għall-progress xjentifiku.

Article 9 earmarks the part of the toll based on external costs to various measures contributing to sustainable transport.

L-Artikolu 11 jintroduċi r-rekwiżit tar-rappurtar għall-istati Membri u l-Kummissjoni. Sal-31 ta’ Diċembru 2013 se jsir rapport fuq estensjoni oħra tad-Direttiva.

Article 9b-c empowers the Commission to adapt to scientific progress the method to calculate the charges.

L-Artikoli l-oħra jirrepetu d-dispożizzjonijiet eżistenti u jiddaħħlu għal raġunijiet ta’ ċarezza legali.

Article 11 introduces reporting requirements for Member States and the Commission. A report on a further extension of the Directive is due by 31 December 2013.

(L-artikoli jirreferu għad-Direttiva li ġiet emendata u mhux għad-Direttiva li qiegħda temenda).

Other articles repeat existing provisions and are inserted for reason of legal clarity.

2008/0147 (COD)

(Articles refer to the amended Directive and not to the amending Directive).

Proposta għal

2008/0147 (COD)

DIRETTIVA TAL-PARLAMENT EWROPEW U TAL-KUNSILL

Proposal for a

li temenda d-Direttiva 1999/62/KE dwar il-ħlas li jrid isir minn vetturi ta' merkanzija tqila għall-użu ta' ċerti infrastrutturi (Test b'rilevanza għaż-ŻEE)

DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

IL-PARLAMENT EWROPEW U L-KUNSILL TA' L-UNJONI EWROPEA,

amending Directive 1999/62/EC on the charging of heavy goods vehicles for the use of certain infrastructures

Wara li kkunsidraw it-Trattat li jistabbilixxi l-Komunità Ewropea u b'mod partikolari l-Artikolu 71(1) tiegħu,

Wara li kkunsidraw il-proposta tal-Kummissjoni[8],

(Text with EEA relevance)

Wara li kkunsidraw il-proposta tal-Kumitat Ekonomiku u Soċjali[9],

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,

Wara li kkunsidraw l-Opinjoni tal-Kumitat tar-Reġjuni[10],

Having regard to the Treaty establishing the European Community, and in particular Article 71(1) thereof,

Filwaqt li jaġixxu skond il-proċedura stipulata fl-Artikolu 251 tat-Trattat,

Having regard to the proposal from the Commission [8],

Billi:

Having regard to the Opinion of the Economic and Social Committee [9],

(1) Il-promozzjoni tat-trasport sostenibbli hija element essenzjali fil-politika komuni għat-trasport. Għal dan il-għan, l-impatti negattivi tat-trasport, b’mod partikolari l-konġestjoni, li tfixkel il-mobilità, it-tniġġis, li joħloq ħsara għas-saħħa u għall-ambjent, u l-kontribut tiegħu għat-tibdil fil-klima għandhom jitnaqqsu. Barra dan, ir-rekwiżiti għall-ħarsien ta’ l-ambjent għandhom jiġu integrati fid-definizzjonu u l-implimentazzjoni ta’ poltiki Komunitarji oħra, inkluża l-politika komuni għat-trasport.

Having regard to the Opinion of the Committee of the Regions [10],

(2) L-objettiv tat-tnaqqis ta’ l-impatti negattivi tat-trasport għandhom jintlaħqu b’tali mod li jevita ostakli sproporzjonati għall-moviment ħieles fl-interess ta' tkabbir ekonomiku sod u ta’ tħaddim kif suppost tas-suq intern.

Acting in accordance with the procedure laid down in Article 251 of the Treaty,

(3) Sabiex is-sistema tat-trasport titjieb bl-aħjar mod possibbli skond dan, il-politika komuni għat-trasport għandha tuża taħlita ta’ strumenti biex l-infrastuttura u t-teknoloġiji tat-trasport jitjiebu u jippermettu ġestjoni aktar effiċjenti tad-domanda għat-trasport. Dan jitlob implimentazzjoni ogħla tal-prinċipju “l-utent iħallas” u għall-iżvilupp tal-prinċipju “min iniġġes iħallas” fis-settur tat-trasport.

Whereas:

(4) L-Artikolu 11 tad-Direttiva 1999/62/KE tal-Parlament Ewropew u tal-Kunsill[11] jistieden lill-Kummissjoni tippreżenta mudell għall-valutazzjoni ta’ l-ispejjeż esterni kollha li jirriżultaw mill-użu ta’ l-infrastruttura tat-trasport biex iservi bħala bażi għall-kalkoli futuri tat-tariffi għall-infrastruttura. Il-mudell kellu jiġi akkumpanjat b’analiżi ta’ l-impatt ta’ l-internalizzazzjoni ta’ l-ispejjeż esterni għall-mezzi kollha tat-trasport u strateġija għall-implimentazzjoni pass pass tal-mudell u, jekk xieraq, bi proposti għal aktar reviżjoni ta' dik id-Direttiva.

(1) The promotion of sustainable transport is a key element of the common transport policy. To this end, the negative impacts of transport, in particular congestion, which impedes mobility, pollution, which creates health and environmental damage, and its contribution to climate change must be reduced. Moreover environmental protection requirements must be integrated into the definition and implementation of other Community policies, including the common transport policy.

(5) Sabiex nimxu lejn politika sostenibblli għat-trasport, il-prezzijiet tat-trasport għandhom jirriflettu aħjar l-ispejjeż relatati mat-tniġġis ta’ l-arja u ma’ l-istorbju tat-traffiku, it-tibdil fil-klima u l-konġestjoni kkawżati mill-użu reali tal-vetturi, tal-ferroviji, ta’ l-ajruplani jew tal-vapuri bħala mezz għall-aħjar titjib ta’ l-użu ta’ l-infrastruttura, it-tnaqqis tat-tniġġis lokali, il-ġestjoni tal-konġestjoni u mezz kif nikkumbattu kontra t-tibdil fil-klima bl-inqas spiża għall-ekonomija. Dan jitlob approċċ gradwali fil-mezzi kollha tat-trasport, fejn jitqiesu l-karatteristiċi partikolari tagħhom.

(2) The objective of reducing the negative impacts of transport should be achieved in such a way as to avoid disproportionate obstacles to the freedom of movement in the interest of sound economic growth and the proper functioning of the internal market.

(6) Fis-settur tat-trasport fit-toroq, minħabba li t-taxxi għall-użu tat-triq, huma tariffi għall-użu ta’ l-infrastruttura abbażi tad-distanza, jikkostitwixxu strument ġust u effiċjenti biex jintlaħaq dan l-objettiv għaliex għandhom relazzjoni diretta ma’ l-użu ta’ l-infrastruttura u jistgħu jvarjaw skond id-distanza li wieħed jivvjaġġa, ir-rendiment ambjentali tal-vetturi u l-lok u l-ħin ta’ l-użu tal-vetturi u għalhekk jistgħu jiġu ffissati f’livell li jirrifletti l-ispiża tat-tniġġis u l-konġestjoni kkawżati mill-użu reali tal-vetturi. Barra dan it-taxxi għall-użu tat-triq ma joħolqu l-ebda tgħawwiġ tal-kompetizzjoni fi ħdan is-suq intern għaliex jitħallsu mill-operaturi kollha irrispettivament mill-Istat Membru ta’ oriġini tagħhom jew ta’ fejn huma stabbiliti u huma proporzjonati ma’ l-intensità ta’ l-użu tan-netwerk tat-toroq.

(3) To optimize the transport system accordingly, the common transport policy must use a mix of instruments to improve the transport infrastructure and technologies and enable a more efficient management of transport demand. This calls for a further recourse to the “user pays” principle and the development of the “polluter pays” principle in the transport sector.

(7) L-analiżi ta’ l-impatt turi li l-applikazzjoni ta’ taxxi għall-użu tat-triq ikkalkulati abbażi ta’ l-ispiża tat-tniġġis, u fuq it-toroq traffikużi ħafna, abbażi ta’ l-ispiża tal-konġestjoni jkollha effett pożittiv fuq is-sistema tat-trasport u tikkontribwixxi għall-istrateġija ta’ l-UE biex tikkumbatti t-tibdil fil-klima. Tnaqqas il-konġestjoni u t-tniġġis lokali billi tinkuraġġixxi l-użu ta’ teknoloġiji aktar nodfa, ittejjeb bl-aħjar mod possibbli l-funzjonament tal-loġistika u tnaqqas il-vjaġġ lura mingħajr tagħbija. Indirettament ikollha rwol importanti fit-tnaqqis tal-konsum tal-fjuwil u fil-kontribut għall-ġlieda kontra t-tibdil fil-klima. Taxxi għall-użu tat-triq li jintegraw fil-kalkolu tagħhom għall-użu ta’ toroq traffikużi ħafna element ta’ spiża relatat mal-konġestjoni għandhom ikunu aktar effettivi fit-tnaqqis tal-konġestjoni jekk l-Istati Membri jinkludu l-utenti l-oħra tat-toroq li mhumiex fl-ambitu ta’ din id-Direttiva fi skema ta’ natura simili.

(4) Article 11 of Directive 1999/62/EC of the European Parliament and of the Council [11] called on the Commission to present a model for the assessment of all external costs arising from use of the transport infrastructure to serve as the basis for future calculations of infrastructure charges. This model was to be accompanied by an impact analysis of the internalisation of external costs for all modes of transport and a strategy for a stepwise implementation of the model and, if appropriate, by proposals for further revision of that Directive.

(8) L-ispejjeż tat-tniġġis ta’ l-arja u mill-istorbju minħabba t-traffiku u l-konġestjoni, bħall-ispejjeż tas-saħħa, inkluż il-kura medika, it-telfien ta’ uċuħ u telfien ieħor ta’ produzzjoni, u l-ispejjeż soċjali, joriġinaw fi ħdan it-territorju ta’ l-Istat Membru li fih iseħħ it-trasport.

(5) In order to move towards a sustainable transport policy, transport prices should better reflect the costs related to traffic-based air pollution, traffic-based noise pollution, climate change and congestion caused by the actual use of vehicles, trains, planes or ships as a means of optimising the use of infrastructure, reducing local pollution, managing congestion and fighting against climate change at least cost for the economy. This calls for a stepwise approach in all transport modes, taking into account their particular characteristics.

(9) Il-mudell li l-Kummissjoni fasslet biex tikkalkula dawn l-ispejjeż esterni jipprovdi metodi affidabbli u firxa ta’ valuri ta’ kull unità li jistgħu jservu bħala bażi għall-kalkolu tat-tariffi għall-użu tat-triq.

(6) In the road transport sector, tolls being distance based charges for the use of infrastructure constitute a fair and efficient economic instrument to achieve this objective since they have a direct relation with the use of infrastructure and can vary according to the distance travelled, the environmental performance of vehicles and the place and time of use of vehicles and therefore can be set at a level which reflects the cost of pollution and congestion caused by the actual use of vehicles. Moreover tolls do not create any distortion of competition within the internal market since they are payable by all operators irrespective of their Member State of origin or establishment and in proportion to the intensity of use of the road network.

(10) Għad hemm inċertezzi rigward l-ispejjeż u l-benefiċċji tas-sistemi meħtieġa biex jiġu infurzati tariffi differenzjati skond l-użu tat-triq fuq toroq bi ftit traffiku. Sakemm jitneħħew dawn l-inċertezzi, jidher li approċċ flessibbli f'livell Komunitarju huwa l-akar xieraq. Dan l-approċċ flessibbli għandu jħalli f’idejn l-Istati Membri biex jiddeċiedu jekk u fuq liema toroq jintroduċux it-tariffi għall-ispiża esterna abbażi tal-karatteristiċi lokali u nazzjonali tan-netwerk.

(7) The impact analysis shows that applying tolls calculated on the basis of the cost of pollution, and on congested roads, on the basis of the cost of congestion would have a positive effect on the transport system and contribute to the EU strategy to fight climate change. It would reduce congestion and local pollution by encouraging the use of cleaner vehicle technologies, optimising the logistic behaviour and reducing empty returns. It would indirectly play an important role in reducing fuel consumption and contributing to the fight against climate change. Tolls which integrate in their calculation for using congested roads a cost element related to congestion will be more effective in reducing congestion if Member States include other road users outside the scope of this Directive in a scheme of a similar nature.

(11) Tariffi u taxxi għall-użu tat-triq ibbażati fuq il-ħin ma għandhomx jiġu applikati b’mod simultanju fi ħdan it-territorju ta’ Stat Membru sabiex tiġi evitata frammentazzjoni ta’ l-iskemi ta’ ċċarġjar b’effetti negattivi għall-industrija tat-trasport, ħlief għall-ċerti każijiet speċifiċi fejn huwa meħtieġ il-finanzjament ta’ bini ta’ mini, pontijiet jew passaġġi fil-muntanji.

(8) The costs of traffic-based air and noise pollution and congestion, such as health costs, including medical care, crop losses and other loss of production, and welfare costs, are born within the territory of the Member State in which the use of transport takes place.

(12) Tariffi ibbażati fuq il-ħin li jiġu intaxxati kuljum, kull ġimgħa, kull xahar jew kull sena ma għandhomx jiddiskriminaw kontra l-utenti okkażjonali, għaliex parti kbira ta’ dan it-tip ta’ untenti ġeneralment ikunu trasportaturi tal-merkanzija li mhumiex nazzjonali. Għalhekk għandhom jiġu ffissati proporzjonijiet aktar dettaljati bejn ir-rati għal ġurnata, għal ġimgħa, għal xahar u għal sena.

(9) The model devised by the Commission for calculating these external costs provides reliable methods and a range of unit values which can already serve as a basis for the calculation of road user charges.

(13) Għandhom jiġu evitati skemi ta’ ċċarġjar inkonsistenti bejn in-netwerk trans-Ewropew u partijiet oħra tan-netwerk tat-toroq li jistgħu jintużaw mit-traffiku internazzjonali. Għalhekk l-istess prinċipji ta’ ċċarġjar għandhom jiġu applikati lin-netwerk interurban kollu tat-toroq.

(10) There are still uncertainties about the costs and benefits of the systems required to enforce differentiated usage charges on roads with low traffic. Until such uncertainties are removed, a flexible approach at Community level appears most appropriate. This flexible approach should leave Member States to decide whether and on which roads to introduce external cost charges on the basis of the local and national characteristics of the network.

(14) Taxxi għall-użu tat-triq ibbażati fuq id-distanza li wieħed jivvjaġġa għandhom ikunu jistgħu jinkludu element ta’ l-ispiża esterna bbażata fuq l-ispiża tat-tniġġis ta’ l-arja u ta’ l-istorbju mit-traffiku u fuq toroq li ġeneralment ikunu traffikużi ħafna u matul il-perjodi l-aktar traffikużi li l-biċċa l-kbira tagħhom jiġġarbu f’livell lokali. L-element ta’ l-ispiża esterna inkluż fit-taxxi għall-użu tat-triq għandu jkun jista’ jiġi miżjud ma’ l-ispiża ta’ l-infrastruttura, sakemm jiġu rispettati ċerti kundizzjonijiet fil-kalkolu ta’ l-ispejjeż sabiex ikun evitat ċċarġjar żejjed.

(11) Time-based user charges and tolls should not be applied simultaneously within the territory of a Member State in order to avoid a fragmentation of the charging schemes with negative effects for the transport industry, except in certain specific cases where this is necessary to finance the construction of tunnels, bridges or mountain passes.

(15) It-tariffa għall-ispiża esterna għandħa tvarja skond it-tipi ta' toroq, it-tipi ta’ vetturi u l-perjodi tal-ħin bħall-perjodi l-aktar u lanqas traffikużi tal-ġurnata, tal-ġimgħa u ta’ l-istaġun u l-perjodu tal-lejl, sabiex jirriflettu aħjar l-ispiża tat-tniġġis ta’ l-arja u mill-istorbju minħabba t-traffiku.

(12) Time-based user charges levied on a daily, weekly, monthly or annual basis should not discriminate against occasional users, since a high proportion of such users are likely to be non-national hauliers. A more detailed ratio between daily, weekly, monthly and annual rates should therefore be fixed.

(16) L-operat mingħajr xkiel tas-suq intern jeħtieġ qafas Komunitarju sabiex ikun żgurat li t-tariffi għall-użu tat-toroq definiti abbażi ta’ l-ispiża lokali tat-tniġġis ta’ l-arja u mill-istorbju minħabba t-traffiku jkunu trasparenti, proporzjonati u mhux diskriminatorji. Dan jeħtieġ prinċipji komuni ta’ ċċarġjar, metodi ta’ kalkolu u valuri għal kull unità ta’ l-ispejjeż esterni bbażati fuq metodi xjentifiċi approvati flimkien ma’ mekkaniżmi biex il-Kummissjoni tkun mgħarrfa u tingħata rapporti dwar l-iskemi tat-taxxi għall-użu tat-triq.

(13) Inconsistent charging schemes should be avoided between the trans-European network and other parts of the road network which may be used by international traffic. The same charging principles should therefore be applied to the entire interurban road network.

(17) L-awtorità li tiffissa t-tariffa għall-ispiża esterna ma għandha jkollha l-ebda interess ta’ setgħa li tiffissa l-ammont f’livell mhux xieraq u għalhekk għandha tkun indipendenti mill-korp li jiġbor u jimmaniġġa id-dħul tat-taxxi għall-użu tat-triq. L-esperjenza wriet li mark-up fuq it-taxxi għall-użu tat-triq fiż-żoni muntanjużi, sabiex tiffinanzja proġetti ta’ prijorità tan-netwerk trans-Ewropew, mhijiex għażla prattika għall-operaturi ta’ l-infrastruttura jekk id-devjazzjoni tat-traffiku li tista’ tirriżulta miż-żieda tat-taxxa għall-użu tat-triq tkun b’tali mod li timplika telf ta’ dħul. Sabiex din is-sitwazzjoni tiġi rrimedjata, mark-up għandha tkun permessa fuq rotot alternattivi li t-traffiku jista’ alternattivament jiġi devjat fihom.

(14) Tolls based on the distance travelled should be allowed to include an external cost element based on the cost of traffic-based air and noise pollution and on roads usually congested and during peak periods congestion costs which are mostly borne at local level. The external cost element included in tolls should be allowed to be added to the cost of infrastructure, provided that certain conditions are respected in the calculation of costs so that to avoid undue charging.

(18) Sabiex tingħata preċedenza lill-bini ta’ proġetti prijoritarji ta’ interess Ewropew, l-Istati Membri li għandhom il-possibilità li japplikaw mark-up għandhom jużaw din l-għażla qabel jintaxxaw tariffa għall-ispiża esterna. Sabiex jiġi evitat ċċarġjar żejjed ta’ l-utenti, tariffa għall-ispiża esterna ma għandhiex tiġi kkombinata ma’ mark-up sakemm l-ispejjeż esterni ma jaqbżux l-ammont tal-mark-up li diġà ġiet intaxxata. F’każ bħal dan, huwa għalhekk xieraq li l-ammont tal-mark-up għandu jitnaqqas mit-tariffa għall-ispiża esterna.

(15) To better reflect the cost of traffic-based air and noise pollution, and congestion, the external cost charge should vary according to the type of roads, type of vehicles and time periods such as daily, weekly or seasonal peak and off peak periods and night period.

(19) Fejn jiġu intaxxati tariffi differenzjati għall-ispiża esterna, varjazzjoni fit-tariffa għall-infrastruttura għall-iskop ta’ tnaqqis fil-konġestjoni, l-aħjar titjib possibbli fl-użu ta’ l-infrastruttura, tnaqqis fil-ħsara għall-infrastruttura jew sikurezza fit-toroq tkun tirrappreżenta piż żejjed fuq ċerti kategoriji ta’ utenti u għandha għalhekk tiġi prekluża.

(16) The smooth functioning of the internal market requires a Community framework in order to ensure that road charges set on the basis of the local cost of traffic-based air and noise pollution and congestion are transparent, proportionate and non-discriminatory. This requires common charging principles, calculation methods and unit values of external costs based on acknowledged scientific methods together with mechanisms for notifying and reporting tolling schemes to the Commission.

(20) Skontijiet fuq it-tariffa għall-ispiża esterna ma għandhomx ikunu permessi għaliex jista’ jkun hemm riskju sinifikanti li jiddiskriminaw iżżejjed kontra ċerti kategoriji ta’ utenti.

(17) The authority which sets the external cost charge should also have no vested interest in setting the amount at an undue level and should therefore be independent from the body which collects and manages toll revenue. Experience has shown that adding a mark-up to tolls in mountainous areas in order to finance priority projects of the trans-European network is not a practicable option for infrastructure operators if the traffic diversion which may result from an increase of the toll is such that it implies a loss of revenue. To remedy this situation, a mark-up should be allowed on alternative routes to which traffic could otherwise be diverted.

(21) L-iċċarġjar ta’ spejjeż esterni permezz ta’ taxxi għall-użu tat-triq għandu jkun aktar effettiv fl-influwenza fuq id-deċiżjonijiet ta’ l-utenti dwar it-trasport jekk l-utenti jkunu konxji minn dawn l-ispejjeż. Għandhom għalhekk jiġu identifikati seperatament fuq dikjarazzjoni, kont jew dokument ekwivalenti mill-operatur tat-taxxi għall-użu tat-triq. Barra minn hekk tali dokument jista’ jagħmilha aktar faċli biex it-trasportaturi tal-merkanzija jgħaddu t-tariffa għall-ispiża esterna lil dak li jieħu ħsieb il-merkanzija jew lil kwalunkwe klijent ieħor.

(18) In order to give the precedence to the construction of priority projects of European interest, Member States which have the possibility of applying a mark-up should use this option before levying an external cost charge. To avoid an undue charging of users, an external cost charge should not be combined with a mark-up unless the external costs exceed the amount of the mark-up already levied. In such a case, it is thus appropriate that the amount of the mark-up should be deducted from the external cost charge.

(22) L-użu ta’ sistemi elettroniċi għall-ġbir tat-taxxi għall-użu tat-triq huwa essenzjali biex jevita t-tfixkil għaċ-ċirkolazzjoni libera tat-traffiku u biex jevita effetti negattivi fuq l-ambjent lokali kkawżati minn kjuwijiet quddiem il-gradi tal-kabini għall-ġbir tat-taxxi għall-użu tat-triq. Huwa għalhekk xieraq li jkun żgurat li t-tariffa għall-ispiża esterna tinġabar permezz ta’ tali sistema, soġġetta għall-konformità mar-rekwiżiti tad-Direttiva 2004/52/KE tal-Parlament Ewropew u tal-Kunsill tad-29 ta’ April 2004 dwar l-interoperabilità ta' sistemi elettroniċi dwar taxxi tat-toroq fil-Komunità li tipprevedi miżuri xierqa u proporzjonati biex ikun żgurat li interessi tekniċi, legali, kummerċjali u ta' protezzjoni ta' dejta u privatezza jiġu indirizzati kif inhu xieraq fl-implimentazzjoni tas-sistemi elettroniċi għall-ġbir tat-taxxi[12]. Barra minn hekk sistemi ta’ dan it-tip għandhom jitfasslu mingħajr gradi fit-toroq u f’tali mod li jippermettu estensjoni sussegwenti mingħajr ħafna spejjeż għal kwalunkwe triq parallela. Madankollu għandu jsir provvediment għall-perjodu tranżizzjonali li jippermetti li jsiru l-adattamenti meħtieġa.

(19) Where differentiated external cost charges are levied, a variation in the infrastructure charge for the purpose of reducing congestion, optimising the use of the infrastructure, minimising infrastructure damage or road safety would represent an undue burden on certain categories of users and should accordingly be precluded.

(23) Għal raġunijiet ta’ ċarezza legali, għandu jkun speċifikat fejn tariffi regolatorji mfasslin speċifikament biex inaqqsu l-konġestjoni tat-traffiku jew jikkumbattu impatti ambjentali, inkluż il-kwalità ħażina ta’ l-arja, huma permessi.

(20) Discounts or reductions of the external cost charge should not be permitted as there would be a significant risk that they would unduly discriminate against certain categories of users.

(24) Skond l-objettivi tal-politika għat-trasport ta’ din id-Direttiva, id-dħul addizzjonali ġġenerat mit-tariffa għall-ispiża esterna għandu jintuża fi proġetti b’interess Komunitraju wiesgħa u mfassal biex jippromwovi l-mobilità sostenibbli in ġenerali. Proġetti ta’ dan it-tip għandhom għalhekk ikunu marbuta ma’ kif ikun iffaċilitat pprezzar aktar effiċjenti, tnaqqis mis-sors ta’ tniġġis tat-trasport, kif jittaffew l-effetti tiegħu, titjib fir-rendiment tas-CO2 u ta’ l-enerġija tal-vetturi, u l-iżvilupp ta’ infrastruttura alternattiva għall-utenti tat-trasport. Tinkludi per eżempju riċerka u żvilupp dwar vetturi aktar nodfa u l-implimentazzjoni tal-parti dwar it-trasport fil-pjanijiet ta’ azzjoni skond id-Direttiva tal-Kunsill 96/62/KE dwar l-istima u l-immaniġġar tal-kwalità ta' l-arja ċirkostanti [arja ambjentali][13] u d-Direttiva 2002/49/KE tal-Parlament Ewropew u tal-Kunsill tal-25 ta’ Ġunju 2002 li tirrigwarda l-istudju u l-amministrazzjoni tal-ħsejjes [ta’ l-istorbju] ambjentali[14], li jistgħu jinkludu miżuri biex jittaffa t-tniġġis ta’ l-arja u mill-ħsejjes minħabba t-traffiku [l-istorbju mit-traffiku] madwar infrastrutturi kbar u f’agglomerazzjonijiet. L-allokazzjoni ta’ dan id-dħul ma teżonerax lill-Istati Membri mill-obbligu stipulat fl-Artikolu 88(3) tat-Trattat li l-Kummissjoni tkun mgħarrfa dwar ċerti miżuri nazzjonali lanqas ma tippreġudika l-konklużjoni ta’ kwalunkwe proċedura mibdija skond l-Artikoli 87 u 88 tat-Trattat.

(21) Charging external costs through tolls will be more effective in influencing transport decisions if users are aware of these costs. They should accordingly be identified separately on a statement, a bill or an equivalent document from the toll operator. Furthermore such document may make it easier for hauliers to pass on the cost of the external cost charge to the shipper or any other clients.

(25) Sabiex tiġi mħeġġa l-interoperabilità ta’ l-arranġamenti tat-taxxi għall-użu tat-triq, żewġ Stati Membri jew aktar għandu jkollhom l-permess li jikkooperaw biex jintroduċu sistema komuni ta’ taxxi għall-użu tat-triq, soġġetti għall-konformità ma’ ċerti kundizzjonijiet.

(22) The use of electronic tolling systems is essential to avoid disruption to the free flow of traffic and to prevent adverse effects on the local environment caused by queues at toll barriers. It is therefore appropriate to ensure that the external cost charge is collected by means of such a system, subject to compliance with the requirements of Directive 2004/52/EC of the European Parliament and of the Council of 29 April 2004 on the interoperability of electronic road toll systems in the Community that foresees appropriate and proportionate measures to ensure that technical, legal, commercial and data protection and privacy concerns are properly addressed in the implementation of electronic tolling. [12] Furthermore such systems should be designed without roadside barriers and in a way which allows subsequent extension to any parallel roads at low cost. Provision should however be made for a transitional period in order to permit the necessary adaptations to take place.

(26) Skond din id-Direttiva għandha tintbagħat valutazzjoni komprensiva ta’ l-esperjenza miksuba f’dawk l-Istati Membri li japplikaw it-tariffa għall-ispiża esterna, fil-ħin mill-Kummissjoni lill-Kunsill u l-Parlament. Din il-valutazzjoni għandha tinkludi wkoll analiżi tal-progress fl-istrateġija biex nikkumbattu t-tibdil fil-klima, li tinkludi d-definizzjoni ta’ element komuni ta’ taxxa fuq il-fjuwil relatat mat-tibdil fil-klima fid-Direttiva tal-Kunsill 2003/96/KE tas-27 ta’ Ottubru 2003 li tirriforma l-istruttura tal-Komunità dwar tassazzjoni fuq prodotti ta' enerġija u elettriku[15], inkluża tal-fjuwil użat minn vetturi ta’ merkanzija tqila. Fid-dawl ta’ dan il-progress il-kwistjoni dwar l-emissjonijiet tad-diossidu tal-karbonju għandha tiġi inkluża u għandha titkompla analiżi ta’ kwalunkwe azzjoni oħra xierqa.

(23) For reasons of legal clarity, it should be specified where regulatory charges specifically designed to reduce traffic congestion or combat environmental impacts, including poor air quality are permitted.

(27) L-Artikolu 55(2) tar-Regolament tal-Kunsill (KE) Nru 1083/2006 tal-11 ta’ Lulju 2006 li jistabbilixxi d-dispożizzjonijiet ġenerali dwar il-Fond Ewropew għall-Iżvilupp Reġjonali, il-Fond Soċjali Ewropew u l-Fond ta' Koeżjoni[16] jistipula li d-dħul iġġenerat minn tariffi li jiġġarrbu direttament mill-utenti għandu jiġu kkunsidrat fid-determinazzjoni tan-nuqqas ta’ finanzjament f’każ ta’ proġett li jiġġenera d-dħul. Madankollu, minħabba li d-dħul iġġenerat minn tariffa għall-ispiża esterna huwa allokat għall-proġetti bl-għan li jnaqqsu t-tniġġis tat-trasport fit-toroq mis-sors, itaffu l-effetti tiegħu, itejbu r-rendiment tas-CO2 u ta’ l-enerġija tal-vetturi, u jiżviluppaw infrastruttura alternattiva għall-utenti tat-trasport, ma għandux jiġi kkunsidrat fil-kalkolu tan-nuqqas ta’ finanzjament. Il-miżuri meħtieġa għall-implimentazzjoni ta’ din id-Direttiva għandhom ikunu adottati skond id-Deċiżjoni tal-Kunsill 1999/468/KE tat-28 ta’ Ġunju 1999 li tipprovdi l-proċeduri għall-eżerċizzju tas-setgħat ta' l-implimentazzjoni konferiti fuq il-Kummissjoni[17].

(24) In accordance with the transport policy objectives of this Directive, the additional revenue generated from an external cost charge should be used in projects with a broad Community interest and designed to promote sustainable mobility at large. Such projects should therefore relate to facilitating efficient pricing, reducing road transport pollution at source, mitigating its effects, improving CO2 and energy performance of vehicles, and developing alternative infrastructure for transport users. It includes for example research and development on cleaner vehicles and the implementation of the transport part of the action plans under Council Directive 96/62/EC on ambient air quality assessment and management [13] and Directive 2002/49/EC of the European Parliament and of the Council of 25 June 2002 relating to the assessment and management of environmental noise [14], which may comprise measures to mitigate traffic-based noise and air pollution around large infrastructure and in agglomerations. Earmarking this revenue does not release Member States from the obligation laid down in Article 88(3) of the Treaty to notify the Commission of certain national measures, nor does it prejudge the outcome of any procedures initiated under Articles 87 and 88 of the Treaty.

(28) B’mod partikolari, il-Kummissjoni għandu jkollha s-setgħa biex tadatta l-Annessi 0, III, IIIa u IV għall-progress tekniku u xjentifiku, u l-Annessi I u II għall-inflazzjoni. Minħabba li dawk il-miżuri huma ta' applikazzjoni ġenerali u huma mfassla biex jemendaw elementi mhux essenzjali ta' din id-direttiva, għandhom jiġu adottati skond il-proċedura regolatorja bi skrutinju prevista fl-Artikolu 5a tad-Deċiżjoni 1999/468/KE.

(25) In order to promote interoperability of tolling arrangements, two or more Member States should be allowed to cooperate on introducing a common system of tolls, subject to compliance with certain conditions.

(29) Billi l-għanijiet ta' l-azzjoni li huma biex jinkuraġġixxu ċċarġjar differenzjat ibbażat fuq l-ispejjeż esterni bħala mezz li jwassal għal trasport sostenibbli ma jistgħux jinkisbu b'mod suffiċjenti mill-Istati Membri waħedhom, u għalhekk jistgħu, minħabba l-importanza tad-dimensjoni transkonfinali tat-trasport, jinkisbu aħjar f’livell Komunitarju, il-Komunità tista' tadotta miżuri skond il-prinċipju ta' sussidjarjetà, kif definit fl-Artikolu 5 tat-Trattat. Skond il-prinċipju tal-proporzjonalità, kif definit f'dak l-Artikolu, din id-direttiva ma tmurx lil hinn minn dak li huwa meħtieġ sabiex jinkisbu dawk l-objettivi.

(26) A comprehensive assessment of the experience acquired in those Member States which apply an external cost charge, in accordance with this Directive should be sent in due time by the Commission to the Council and Parliament. This assessment should also include an analysis of progress in the strategy to fight climate change, including in defining a common fuel tax element related to climate change in the Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the taxation of energy products and electricity [15], including of the fuel used by heavy goods vehicles. In the light of these progress the question of carbon dioxide emissions should be included and an analysis of any other further appropriate actions should be carried on. .

ADOTTAW DIN ID-DIRETTIVA:

(27) Article 55(2) of Council Regulation (EC) No 1083/2006 of 11 July 2006 laying down general provisions on the European Regional Development Fund, the European Social Fund and the Cohesion Fund [16] provides that the revenue generated by charges borne directly by users must be considered in the determination of the funding-gap in the case of a revenue-generating project. However, since the revenue generated by an external cost charge is earmarked to project aiming at reducing road transport pollution at source, mitigating its effects, improving CO2 and energy performance of vehicles, and developing alternative infrastructure for transport users, it should not be considered in the calculation of the funding-gap. The measures necessary for the implementation of this Directive should be adopted in accordance with Council Decision 1999/468/EC of 28 June 1999 laying down the procedures for the exercise of implementing powers conferred on the Commission [17].

Artikolu 1

(28) In particular, the Commission should be empowered to adapt Annexes 0, III, IIIa and IV to technical and scientific progress, and Annexes I and II to inflation. Since those measures are of general scope and are designed to amend non-essential elements of this directive, they must be adopted in accordance with the regulatory procedure with scrutiny provided for in Article 5a of Decision 1999/468/EC.

Id-Direttiva 1999/62/KE hija emendata kif ġej:

(29) Since the objectives of the action which are to encourage differentiated charging based on external costs as a means towards sustainable transport cannot be sufficiently achieved by the Member States alone, and can therefore, by reason of the importance of the cross-border dimension of transport, be better achieved at Community level, the Community may adopt measures in accordance with the principle of subsidiarity, as set out in Article 5 of the Treaty. In accordance with the principle of proportionality, as set out in that Article, this directive does not go beyond what is necessary in order to achieve those objectives.

1. Fl-Artikolu 2, il-punti (b) u (ba) jinbidlu bil-punti li ġejjin:

HAVE ADOPTED THIS DIRECTIVE:

"(b) ‘taxxa għall-użu tat-triq' tfisser ammont speċifiku li għandu jitħallas għal vettura bbażat fuq id-distanza li wieħed jivvjaġġa fuq infrastruttura partikolari u li jinkludi tariffa għall-infrastruttura u/jew tariffa għall-ispiża esterna;

Article 1

(ba) ‘tariffa għall-infrastruttura’ tfisser tariffa intaxxata permezz ta’ taxxa għall-użu tat-triq imġarrba minn Stat Membru għall-iskop ta’ rkupru ta’ spejjeż relatati ma’ l-infrastruttura;

Directive 1999/62/EC is amended as follows:

(bb) ‘tariffa għall-ispiża esterna’ tfisser tariffa intaxxata permezz ta’ taxxa għall-użu tat-triq imġarrba minn Stat Membru għall-iskop ta’ rkupru ta’ spejjeż relatati mat-tniġġis ta’ l-arja u mill-istorbju minħabba t-traffiku u l-konġestjoni;

1. In Article 2, points (b) and (ba) are replaced by the following points:

(bc) ‘spiża tat-tniġġis ta’ l-arja minħabba t-traffiku’ tfisser l-ispiża tal-ħsara kkawżata mir-rilaxx ta’ ċerti emissjonijiet ta’ ħsara fl-arja meta vettura tkun qiegħda titħaddem;

"(b) ‘toll’ means a specified amount payable for a vehicle based on the distance travelled on a given infrastructure and comprising an infrastructure charge and/or an external cost charge;

(bd) ‘spiża tat-tniġġis mill-istorbju minħabba t-traffiku’ tfisser l-ispiża tal-ħsara kkawżata mill-istorbju li vettura tagħmel jew li jkun ġġenerat mill-interazzjoni tal-vettura mal-wiċċ tat-triq;

(ba) ‘infrastructure charge’ means a charge levied through a toll for the purpose of recovering the costs incurred by a Member State related to infrastructure;

(be) ‘l-ispiża tal-konġestjoni’ tfisser l-ispiża addizzjonali f’termini ta’ ħin mitluf, ħin mhux affidabbli ta’ kemm jieħu l-vjaġġ, żieda fil-konsum tal-fjuwil u spejjeż ta’ manutenzjoni tal-vettura imposti fuq vetturi oħra meta l-użu ta’ l-infrastruttura joqrob il-kapaċità massima;

(bb) ‘external cost charge’ means a charge levied through a toll for the purpose of recovering the costs incurred by a Member State related to traffic-based air pollution, traffic-based noise pollution and congestion ;

(bf) ‘it-tariffa medja differenzjata għall-infrastruttura’ tfisser id-dħul totali ta’ tariffa għall-infrastruttura fuq perjodu ta’ żmien speċifiku diviż bin-numru ta’ kilometri li l-vettura tkun vjaġġat fuq il-partijiet tat-toroq soġġetti għat-tariffa matul dak il-perjodu;

(bc) ‘cost of traffic-based air pollution’ means the cost of the damage caused by the release of certain harmful air emissions in the course of the operation of a vehicle;

(bg) ’it-tariffa medja differenzjata għall-ispiża esterna’ tfisser id-dħul totali ta’ tariffa għall-ispiża esterna fuq perjodu ta’ żmien speċifiku diviż bin-numru ta’ kilometri li l-vettura tkun vjaġġat fuq il-partijiet tat-toroq soġġetti għat-tariffa matul dak il-perjodu;”

(bd) ‘cost of traffic-based noise pollution’ means the cost of damage caused by the noise emitted by a vehicle or created by the interaction of a vehicle and the road surface;

2. L-Artikoli 7, 7a u 7b jinbidlu b'dan li ġej:

(be) ‘cost of congestion’ means the additional cost in terms of time loss, unreliability of travel time, increased fuel consumption and vehicle maintenance costs imposed upon other vehicles when the infrastructure use approaches capacity limits;

“Artikolu 7

(bf) ‘weighted average infrastructure charge’ means the total revenue of an infrastructure charge over a given period divided by the number of vehicle kilometres travelled on the road sections subject to the charge during that period;

1. L-Istati Membri jistgħu jżommu jew jintroduċu taxxi u/jew tariffi għall-użu tat-triq fuq in-netwerk tat-toroq tagħhom jew fuq ċertu partijiet ta’ dak in-netwerk skond il-kundizzjonijiet stabbiliti fil-paragrafi 2, 3 u 4 ta’ dan l-Artikolu u l-Artikoli 7a sa 7j.

(bg) ‘weighted average external cost charge’ means the total revenue of an external cost charge over a given period divided by the number of vehicle kilometres travelled on the road sections subject to the charge during that period;"

2. L-Istati Membri ma għandhomx jimponu fi ħdan it-territorju tagħhom kemm it-taxxi kif ukoll it-tariffi għall-użu tat-triq fuq kwalunkwe kategorija speċifika ta’ vetturi. Madankollu, l-Istati Membri li jimponu tariffa għall-użu tat-triq fuq in-netwerk tagħhom jistgħu jimponu wkoll taxxi għall-użu ta’ pontijiet, mini u passaġġi fil-muntanji.

2. Articles 7, 7a and 7b are replaced by the following:

3. Taxxi u tariffi għall-użu tat-triq ma jistgħux jiddiskriminaw, direttament jew indirettament, abbażi tan-nazzjonalità tat-trasportatur tal-merkanzija, ta’ l-Istat Membru jew tat-tielet pajjiż fejn it-trasportatur tal-merkanzija huwa stabbilit jew fejn il-vettura hija rreġistrata, jew ta' l-oriġini jew tad-destinazzjoni ta’ l-attività tat-trasport.

“Article 7

4. L-Istati Membri jistgħu jipprovdu għal rati mnaqqsa ta' taxxi jew tariffi għall-użu tat-triq jew eżenzjonijiet mill-obbligu li jitħallsu it-taxxi jew it-tariffi għall-użu tat-triq għal vetturi eżentati mir-rekwiżit li jistallaw jew jużaw tagħmir ta’ reġistrazzjoni skond ir-Regolament tal-Kunsill (KEE) Nru 3821/85 ta' l-20 ta' Diċembru 1985 dwar apparat ta' reġistrazzjoni għat-trasport bit-triq[18], u fil-każijiet koperti minn, u soġġetti għall-kundizzjonijiet li hemm, fl-Artikolu 6(2) (a) u (b) ta' din id-Direttiva.

1. Member States may maintain or introduce tolls and/or user charges on their road network or on certain sections of that network under the conditions laid down in paragraphs 2, 3 and 4 of this article and Articles 7a to 7j.

5. Għal perjodu tranżizzjonali sal-31 ta’ Diċembru 2011 dakinhar inkluż, Stat Membru jista' jagħżel li japplika taxxi u/jew tariffi għall-użu tat-triq biss għal vetturi li għandhom piż massimu permissibbli meta mgħobbija ta' mhux inqas minn 12-il tunnellata. Mill-1 ta’ Jannar 2012, taxxi u jew tariffi għall-użu tat-triq għandhom jiġu applikati lill-vetturi kolla fl-ambitu ta’ l-Artikolu 2(d) sakemm Stat Membru ma jikkunsidrax li estensjoni għal vetturi ta’ inqas minn 12-il tunnellata tista’:

2. Member States shall not impose within their territory both tolls and user charges on any given category of vehicle. However, a Member States which imposes a user charge on its network may also impose tolls for the use of bridges, tunnels and mountain passes.

(a) toħloq effetti negattivi sinifikanti fuq il-fluss liberu tat-traffiku, l-ambjent, il-livelli ta' storbju, il-konġestjoni jew is-saħħa; jew

3. Tolls and user charges shall not discriminate, directly or indirectly, on the grounds of the nationality of the haulier, the Member State or the third country of establishment of the haulier or of registration of the vehicle, or the origin or destination of the transport operation.

(b) tinvolvi spejjeż amministrattivi ta’ aktar minn 30 % tad-dħul addizzjonali li seta’ jiġi ġġenerat b’dik l-estensjoni.

4. Member States may provide for reduced toll rates or user charges or exemptions from the obligation to pay tolls or user charges for vehicles exempted from the requirement to install and use recording equipment under Council Regulation (EEC) No 3821/85 of 20 December 1985 on recording equipment in road transport [18], and in the cases covered by, and subject to the conditions contained in, Article 6(2) (a) and (b) of this Directive.

Artikolu 7a

5. For a transitional period until 31 December 2011 inclusive, a Member State may choose to apply tolls and/or user charges only to vehicles having a maximum permissible laden weight of not less than 12 tonnes. From 1 January 2012, tolls and/or user charges shall be applied to all vehicles within the meaning of Article 2(d) unless a Member State considers that an extension to vehicles of less than 12 tonnes would:

1. It-tariffi għall-użu tat-triq għandhom ikunu proporzjonati mat-tul ta’ żmien li fih ġiet użata l-infrastruttura u għandhom ikunu disponibbli għal tul ta' ġurnata, ġimgħa, xahar u sena. B’mod partikolari, ir-rata annwali għandha tkun ta’ mhux anqas mir-rata ta’ kuljum għal 80 darba, ir-rata ta’ kull xahar ta’ mhux anqas mir-rata ta’ kuljum għal 13-il darba u r-rata ta’ kull ġimgħa għandha tkun ta’ mhux anqas mir-rata ta’ kuljum għal ħames darbiet.

(a) create significant adverse effects on the free flow of traffic, the environment, noise levels, congestion or health; or

Stat Membru jista' japplika biss rati annwali għal vetturi rreġistrati f'dak l-Istat.

(b) involve administrative costs of more than 30% of the additional revenue which would have been generated by that extension.

2. Tariffi għall-użu tat-triq, inklużi spejjeż amministrattivi, għall-kategoriji kollha tal-vetturi għandhom jiġu definiti mill-Istat Membru kkonċernat f’livell li ma jkunx iktar għoli mir-rati massimi stipulati fl-Anness II.

Article 7a

Artikolu 7b

1. User charges shall be in proportion to the duration of the use made of the infrastructure and shall be available for the duration of a day, week, month and a year. In particular, the annual rate shall be no less than 80 times the daily rate, the monthly rate shall be no less than 13 times the daily rate and the weekly rate shall be no less than five times the daily rate.

1. It-tariffa għall-użu ta’ l-infrastruttura għandha tkun ibbażata fuq il-prinċipju ta' l-irkupru ta' l-ispejjeż ta' l-infrastruttura. It-tariffa medja differenzjata għall-infrastruttura għandha tkun relatata ma' l-ispejjeż tal-bini u ma' l-ispejjeż tat-tħaddim, tal-manutenzjoni u ta' l-iżvilupp tas-sistema ta’ l-infrastruttura kkonċernata. It-tariffa medja differenzjata għall-infrastruttura tista’ tinkludi wkoll dħul fuq il-kapital jew marġni ta' profitt ibbażat fuq il-kundizzjonijiet tas-suq.

A Member State may apply only annual rates for vehicles registered in that State.

2. It-tariffa għall-ispiża esterna għandha tkun relatata ma’ l-ispiża tat-tniġġis ta’ l-arja minħabba t-traffiku, l-ispiża tat-tniġġis mill-istorbju minħabba t-traffiku, jew mat-tnejn. F’partijiet ta’ toroq soġġetti għall-konġestjoni t-tariffa għall-ispiża esterna tista’ tinkludi wkoll l-ispiża tal-konġestjoni matul il-perjodi meta dawn il-partijiet tat-toroq ikunu ġeneralment traffikużi ħafna.

2. User charges, including administrative costs, for all vehicle categories shall be set by the Member State concerned at a level which is no higher than the maximum rates laid down in Annex II.

3. L-ispejjeż meqjusa għandhom ikunu relatati man-netwerk jew ma’ parti minnu li fuqu huma imposti t-taxxi għall-użu tat-triq u mal-vetturi li huma soġġetti għalihom.

Article 7b

Artikolu 7c

1. The infrastructure charge shall be based on the principle of the recovery of infrastructure costs. The weighted average infrastructure charge shall be related to the construction costs and the costs of operating, maintaining and developing the infrastructure network concerned. The weighted average infrastructure charge may also include a return on capital or a profit margin based on market conditions.

1. It-tariffa għall-ispiża esterna għandha tvarja skond it-tip ta’ triq u l-klassifika Ewropea ta’ emissjonijiet, u wkoll il-perjodu tal-ħin f’każijiet fejn it-tariffa tinkludi l-ispiża tal-konġestjoni u/jew tat-tniġġis mill-istorbju minħabba t-traffiku.

2. The external cost charge shall be related to the cost of traffic-based air pollution, the cost of traffic-based noise pollution, or both. On road sections subject to congestion the external cost charge may also include the cost of congestion during the periods when these road sections are usually congested.

2. L-ammont tat-tariffa ta’ l-ispiża esterna għal kull kombinazzjoni ta’ klassifika ta’ vetturi, tip ta’ triq u perjodu ta’ ħin għandu jiġi definit skond ir-rekwiżiti minimi, il-formuli komuni u l-ispejjeż esterni massimi li jistgħu jiġu ċċarġjati fl-Anness IIIa.

3. The costs taken into account shall relate to the network or a part of the network on which tolls are levied and to the vehicles that are subject thereto.

3. L-ammont tat-tariffa ta’ l-ispiża esterna għandu jiġi definit minn awtorità maħtura mill-Istat Membru għal dan l-iskop. L-awtorità għandha tkun legalment u finanzjarjament indipendenti mill-organizzazzjoni responsabbli mill-ġestjoni u l-ġbir tat-tariffa jew ta’ parti minnha. Madankollu, jekk dik l-organizzazzjoni hija kkontrollata mill-Istat Membru, l-awtorità tista' tkun entità amministrattiva ta’ dak l-Istat.

Article 7c

Artikolu 7d

1. The external cost charge shall vary according to the type of road and EURO emission class, and also the time period in cases where the charge includes the cost of congestion and/or traffic-based noise pollution.

1. L-Istati Membri għandhom jikkalkulaw it-tariffa għall-infrastruttura billi jużaw il-metodoloġija bbażata fuq il-prinċipji ewlenin tal-kalkolu definiti fl-Anness III.

2. The amount of the external cost charge for each combination of class of vehicle, type of road and time period shall be set in accordance with the minimum requirements, the common formulae and the maximum chargeable external costs in Annex IIIa.

2. Għat-taxxi ta’ konċessjoni għall-użu tat-triq, il-livell massimu tat-tariffa għall-infrastruttura għandha tkun ekwivalenti għal, jew inqas mil-livell li seta’ jirriżulta mill-użu ta’ metodoloġija bbażata fuq il-prinċipji ewlenin tal-kalkolu definiti fl-Anness III. Il-valutazzjoni ta’ ekwivalenza ta’ dan it-tip għandha ssir abbażi ta’ perjodu ta’ referenza twil adegwat għan-natura ta’ dak il-kuntratt ta’ konċessjoni.

3. The amount of the external cost charge shall be set by an authority designated by the Member State for this purpose. The authority shall be legally and financially independent from the organisation in charge of managing or collecting part or all of the charge. However, if that organisation is controlled by the Member State, the authority may be an administrative entity of that State.

3. Arranġamenti ta' taxxi għall-użu tat-triq li jkunu diġà fis-seħħ fl-10 ta' Ġunju 2008 jew li għalihom ġew riċevuti sejħiet għal offerti jew tweġibiet għal stediniet ta' negozju, skond il-proċedura nnegozjata, b'segwitu għal proċess ta' akkwist pubbliku qabel l-10 ta' Ġunju 2008, ma għandhomx ikunu soġġetti għall-obbligi definiti fil-paragrafi 1 u 2, sakemm dawn l-arranġamenti jibqgħu fis-seħħ u sakemm ma jiġux emendati b’mod sostanzjali.

Article 7d

Artikolu 7e

1. Member States shall calculate the infrastructure charge using a methodology based on the core calculation principles set out in Annex III.

1. F’każijiet eċċezzjonali li jikkonċernaw infrastruttura f’reġjuni muntanjużi, u wara li tiġi mgħarrfa l-Kummissjoni, mark-up tista’ tiżdied mat-tariffa għall-infrastruttura intaxxata fuq partijiet speċifiċi ta’ toroq li huma soġġetti għall-konġestjoni kbira, jew li l-użu tagħhom minn vetturi huwa l-kawża ta’ ħsara ambjentali sinifikanti, b’kundizzjoni li:

2. For concession tolls, the maximum level of the infrastructure charge shall be equivalent to, or less than, the level that would have resulted from the use of a methodology based on the core calculation principles set out in Annex III. The assessment of such equivalence shall be made on the basis of a reasonably long reference period appropriate to the nature of that concession contract.

1. (a) id-dħul iġġenerat mill-mark-up jiġi investit biex jiġi ffinanzjat il-bini ta' proġetti prijoritarji ta' interess Ewropew, identifikati fl-Anness III għad-Deċiżjoni Nru 1692/96/KE, li jikkontribwixxu direttament biex tittaffa l-konġestjoni jew il-ħsara ambjentali u li jinsabu fl-istess passaġġ tal-parti tat-triq li fuqha hija applikata l-mark-up;

3. Tolling arrangements which were already in place on 10 June 2008 or for which tenders or responses to invitations to negotiate under the negotiated procedure were received pursuant to a public procurement process before 10 June 2008 shall not be subject to the obligations set out in paragraphs 1 and 2 for as long as these arrangements remain in force and provided that they are not substantially amended.

2. (b) il-mark-up ma taqbiżx il-15 % tat-tariffa medja differenzjata għall-infrastruttura kkalkulata skond l-Artikolu 7b(1) u l-Artikolu 7d ħlief fejn id-dħul iġġenerat jiġi investit f'taqsimiet transkonfinali ta' proġetti prijoritarji ta' interess Ewropew li jinvolvu infrastruttura f'reġjuni muntanjużi, f'liema każ il-mark-up ma għandhiex taqbeż il-25 %;

Article 7e

3. (c) l-applikazzjoni tal-mark-up ma tkunx kawża ta’ trattament inġust tat-traffiku kummerċjali meta mqabbel ma' utenti oħra tat-triq;

1. In exceptional cases concerning infrastructure in mountainous regions, and after informing the Commission, a mark-up may be added to the infrastructure charge levied on specific road sections which are subject to acute congestion, or the use of which by vehicles is the cause of significant environmental damage, on condition that:

4. (d) deskrizzjoni tal-lok eżatt ta’ fejn se tiġi imposta l-mark-up u prova ta’ deċiżjoni li tiffinanzja x-xogħlijiet tal-bini msemmija fil-punt (a) jiġu ppreżentati lill-Kummissjoni qabel l-applikazzjoni tal-mark-up; u

– (a) the revenue generated from the mark-up is invested in financing the construction of priority projects of European interest, identified in Annex III to Decision No 1692/96/EC, which contribute directly to the alleviation of the congestion or environmental damage and which are located in the same corridor as the road section on which the mark-up is applied;

5. (e) il-perjodu li għalih għandha tapplika l-mark-up ikun definit u limitat minn qabel u jkun konsistenti, fir-rigward tad-dħul li mistenni jidħol, mal-pjanijiet finanzjarji u ma’ l-analiżi tal-qligħ meta mqabbel man-nefqa ppreżentata.

– (b) the mark-up does not exceed 15% of the weighted average infrastructure charge calculated in accordance with Article 7b(1) and Article 7d except where the revenue generated is invested in cross-border sections of priority projects of European interest involving infrastructure in mountainous regions, in which case the mark-up may not exceed 25%;

L-ewwel subparagrafu għandu japplika għall-proġetti ġodda transkonfinali soġġetti għall-ftehim ta’ l-Istati Membri kollha involuti f’dak il-proġett.

– (c) the application of the mark-up does not result in unfair treatment of commercial traffic compared to other road users;

2. Wara li tiġi mgħarrfa l-Kummissjoni, mark-up tista’ wkoll tiġi applikata għall-parti tat-triq li tikkostitwixxi rotta alternattiva għal dik koperta mill-mark-up imsemmija fil-paragrafu 1, jekk:

– (d) a description of the exact location of the mark-up and proof of a decision to finance the construction works referred to in point (a) are submitted to the Commission in advance of the application of the mark-up; and

- l-applikazzjoni tal-mark-up fuq triq tirriżulta f’parti sinifikanti ta' traffiku li tiġi devjata għal din ir-rotta alternattiva; u

– (e) the period for which the mark-up is to apply is defined and limited in advance and is consistent, in terms of the expected revenue to be raised, with the financial plans and cost-benefit analysis for the projects co-financed with the revenue from the mark-up.

- Jkun hemm konformità mal-kundizzjonijiet definiti fil-punti a)-e) tal-paragrafu 1.”

The first subparagraph shall apply to new cross-border projects subject to the agreement of all Member States involved in that project.

3. Mark-up tista’ tiġi applikata fuq tariffa għall-infrastruttura li jkun ġie varjat skond l-Artikolu 7f.

2. After informing the Commission, a mark-up may also be applied to a road section which constitutes an alternative route to that covered by the mark-up referred to in paragraph 1, if:

4. Meta l-Kummissjoni tirċievi t-tagħrif meħtieġ minn Stat Membru li jkollu l-ħsieb li japplika mark-up, hija għandha tagħmel dan it-tagħrif disponibbli lill-membri tal-Kumitat imsemmija fl-Artikolu 9c. Jekk il-Kummissjoni tikkunsidra li l-mark-up ippjanata ma tissodisfax il-kundizzjonijiet definiti fil-paragrafu 1, jew jekk tikkunsidra li l-mark-up ippjanata ser ikollha effetti negattivi sinifikanti fuq l-iżvilupp ekonomiku ta' reġjuni periferali, hija tista' tirrifjuta jew titlob emenda tal-pjanijiet għalt-tariffi ppreżentati mill-Istat Membru kkonċernat, skond il-proċedura ta’ konsultazzjoni msemmija fl-Artikolu 9c(2).

– the application of a mark-up on a road would result in a significant share of traffic being diverted to this alternative route ; and

5. Fuq partijiet ta’ toroq fejn jiġu ssodisfati l-kriterji għall-applikazzjoni ta’ mark-up skond il-paragrafu 1, l-Istati Membri ma jistgħux jimponu tariffa għall-spiża esterna sakemm ma tiġix applikata mark-up.

– the conditions set out in points a)-e) of paragraph 1 are complied with."

6. L-ammont ta’ mark-up għandu jitnaqqas mill-ammont tat-tariffa għall-ispiża esterna kkalkulat skond l-Artikolu 7c.

3. A mark-up may be applied to an infrastructure charge which has been varied in accordance with Article 7f.

Artikolu 7f

4. When the Commission receives the required information from a Member State intending to apply a mark-up, it shall make this information available to the members of the Committee referred to in Article 9c. If the Commission considers that the planned mark-up does not meet the conditions set out in paragraph 1, or if it considers that the planned mark-up will have significant adverse effects on the economic development of peripheral regions, it may reject or request amendment of the plans for charges submitted by the Member State concerned, in accordance with the consultation procedure referred to in Article 9c (2).

1. Ir-rati tat-taxxi għall-użu tat-triq li jikkonsistu biss minn tariffa għall-infrastruttura għandhom jiġu varjati skond il-klassifika Ewropea ta’ l-emissjonijiet b’tali mod li l-ebda taxxa għall-użu tat-triq ma tkun iżjed minn 100 % ogħla mill-ħlas tat-taxxa għall-użu tat-triq iċċarġjat għall-vetturi ekwivalenti li jissodisfaw l-istandards ta’ emissjonijiet l-aktar stretti.

5. On road sections where the criteria for applying a mark-up pursuant to paragraph 1 are met, the Member States may not levy an external cost charge unless a mark-up is applied.

2. Jekk f’każ ta’ kontroll, sewwieq mhux f’pożizzjoni li jippreżenta d-dokumenti meħtieġa tal-vettura biex jikkonferma l-klassi ta' emissjonijiet tal-vettura, l-Istati Membri jistgħu japplikaw taxxi għall-użu tat-triq sa l-ogħla livell ta’ ċċarġjar possibbli.

6. The amount of the mark-up shall be deducted from the amount of the external cost charge calculated in accordance with Article 7c.

3. It-taxxi għall-użu tat-triq li jikkonsistu biss minn tariffa għall-infrastruttura jistgħu jiġu wkoll varjati bl-iskop li jnaqqsu l-konġestjoni, inaqqsu kemm jista’ jkun il-ħsara għall-infrastruttura u jtejbu bl-aħjar mod possibbli l-użu ta’ l-infrastruttura kkonċernata jew jippromwovu s-sikurezza fit-toroq, b’kundizzjoni li:

Article 7f

- (a) il-varjazzjoni tkun trasparenti, ippubblikata u disponibbli b’mod miftuħ għall-utenti kollha b’termini ugwali; u

1. Toll rates which comprise only an infrastructure charge shall be varied according to EURO emission class in such a way that no toll is more than 100% above the toll charged for equivalent vehicles meeting the strictest emission standards.

- (b) il-varjazzjoni tiġi applikata skond il-ħin tal-ġurnata, it-tip ta’ ġurnata u l-istaġun;

2. Where a driver is unable to produce the vehicle documents necessary to ascertain the EURO emission class of the vehicle in the event of a check, Member States may apply tolls up to the highest level chargeable.

- (c) l-ebda taxxa għall-użu tat-triq ma tkun iżjed minn 100 % ogħla mill-ħlas tat-taxxa għall-użu tat-triq iċċarġjat matul l-irħas perjodu tal-ġurnata, tip tal-ġurnata jew staġun.

3. Tolls which comprise only an infrastructure charge may also be varied for the purpose of reducing congestion, minimising infrastructure damage and optimising the use of the infrastructure concerned or promoting road safety, on condition that:

4. Il-varjazzjonijiet imsemmija fil-paragrafi 1 u 3 ma għandhomx jitfasslu sabiex jiġi ġġenerat dħul addizzjonali mit-taxxi għall-użu tat-triq, fejn kwalunkwe żieda fid-dħul mhux intenzjonata tiġi bbilanċata minn bidliet fl-istruttura tal-varjazzjoni li għandha tiġi implimentata fi żmien sentejn mill-aħħar tas-sena ta’ kontabilità li fiha jiġi ġġenerat id-dħul addizzjonali.

– (a) the variation is transparent, openly published and available to all users on equal terms; and

5. Jekk taxxa għall-użu tat-triq tinkludi tariffa għall-ispiża esterna, il-paragrafi 1 u 3 ma għandhomx jiġu applikati għall-parti tat-taxxa li tinkkonsisti minn tariffa għall-infrastruttura.

– (b) the variation is applied according to the time of day, type of day or season;

Artikolu 7g

– (c) no toll is more than 100% above the toll charged during the cheapest period of the day, type of day or season.

1. Talanqas sitt xhur qabel l-implimentazzjoni ta’ arranġament ġdid ta’ taxxa għall-użu tat-triq bħala tariffa għall-infrastruttura, l-Istati Membri għandhom jibagħtu lill-Kummissjoni:

4. The variations referred to in paragraphs 1 and 3 shall not be designed to generate additional toll revenue, any unintended increase in revenue being counterbalanced by changes to the structure of the variation which must be implemented within two years of the end of the accounting year in which the additional revenue is generated.

(a) fir-rigward ta' arranġamenti oħra ta' taxxi għall-użu tat-triq minbarra dawk li jinvolvu konċessjoni għat-taxxi għall-użu tat-triq:

5. If a toll includes an external cost charge, paragraphs 1 and 3 shall not be applied to the part of the toll consisting of an infrastructure charge.

- il-valuri ta' kull unità u l-parametri l-oħra li ntużaw fil-kalkolu tad-diversi elementi ta' spejjeż għall-infrastruttura, u

Article 7g

- tagħrif ċar dwar il-vetturi koperti mill-arranġamenti ta' taxxi għall-użu tat-triq, id-daqs ġeografiku tan-netwerk, jew ta' parti min-netwerk, użat għal kull kalkolu ta' l-ispejjeż u l-persentaġġ ta' l-ispejjeż li bi ħsiebhom jirkupraw.

1. At least six months before the implementation of a new infrastructure charge tolling arrangement, Member States shall send to the Commission:

(b) fir-rigward ta' arranġamenti ta' taxxi għall-użu tat-triq li jinvolvu konċessjoni għat-taxxi għall-użu tat-triq:

(a) for tolling arrangements other than those involving concession tolls:

- il-kuntratti ta' konċessjoni jew il-bidliet sinifikanti għal tali kuntratti,

– the unit values and other parameters used in calculating the various infrastructure cost elements, and

- il-każ ta’ bażi li fuqu min ta l-konċessjoni bbaża n-notifika ta' konċessjoni, kif imsemmi fl-Anness VII B għad-Direttiva 2004/18/KE; dan il-każ ta’ bażi għandu jinkludi l-ispejjeż ikkalkulati kif definiti fl-Artikolu 7b (1) previsti skond il-konċessjoni, it-traffiku previst diviż skond it-tip ta' vettura, il-livelli ta' taxxi għall-użu tat-triq previsti u d-daqs ġeografiku tan-netwerk kopert mill-kuntratt ta' konċessjoni.

– clear information on the vehicles covered by the tolling arrangements, the geographic extent of the network, or part of the network, used for each cost calculation, and the percentage of costs that are intended to be recovered.

2. Il-Kummissjoni għandha, fi żmien sitt xhur minn meta tirċievi t-tagħrif kollu meħtieġ skond il-paragrafu 1, tagħti opinjoni dwar jekk kienx hemm konformità ma' l-obbligazzjonijiet ta’ l-Artikolu 7d. L-opinjonijiet tal-Kummissjoni għandhom ikunu disponibbli għall-Kumitat imsemmi fl-Artikolu 9c.

(b) for tolling arrangements involving concession tolls:

3. Talanqas sitt xhur qabel l-implimentazzjoni ta’ arranġament ġdid ta’ tariffa għall-ispiża esterna permezz ta’ taxxa għall-użu tat-triq, l-Istati Membri għandhom jibagħtu lill-Kummissjoni:

– the concession contracts or significant changes to such contracts,

- tagħrif preċiż li jillokalizza l-partijiet tat-toroq fejn se tiġi intaxxata t-tariffa għall-ispiża esterna u jiddeskrivi l-klassi tal-vetturi, it-tipi tat-toroq u l-perjodi tal-ħin eżatti skond liema se tkun qed tvarja t-tariffa ta’ l-ispiża esterna.

– the base case on which the grantor has founded the notice of concession, as referred to in Annex VII B to Directive 2004/18/EC; this base case shall include the estimated costs as defined in Article 7b (1) envisaged under the concession, the forecast traffic, broken down by type of vehicle, the levels of toll envisaged and the geographic extent of the network covered by the concession contract.

- it-tariffa medja differenzjata ta’ l-ispiża esterna prevista u d-dħul totali previst;

2. The Commission shall, within six months of receiving all the necessary information in accordance with paragraph 1, give an opinion as to whether the obligations of Article 7d are complied with. The opinions of the Commission shall be made available to the Committee referred to in Article 9c.

- isem l-awtorità maħtura skond l-Artikolu 7c(3) biex tiffissa l-ammont tat-tariffa, u dak tar-rappreżentant tagħha; u

3. At least six months before the implementation of a new external cost charge tolling arrangement, Member States shall send to the Commission:

- il-parametri, id-dejta u t-tagħrif meħtieġa biex juru kif il-metodu ta’ kalkolu definit fl-Anness IIIa se jiġi applikat.

– precise information locating the road sections where the external cost charge is to be levied and describing the class of vehicles, type of roads and the exact time periods according to which the external cost charge will vary;

4. Il-Kummissjoni, tista’ fi żmien sitt xhur minn meta tirċievi t-tagħrif meħtieġ skond il-paragrafu 3, tiddeċiedi li titlob lill-Istat Membru kkonċernat jadatta t-tariffa proposta ta’ l-ispiża esterna, jekk tikkunsidra li ma kienx hemm konformità ma’ l-obbligazzjonijiet stipulati fl-Artikoli 7b, 7c, 7i jew 9(2). Id-deċiżjoni tal-Kummissjoni għandha tkun disponibbli għall-Kumitat imsemmi fl-Artikolu 9c.

– the envisaged weighted average external cost charge and the envisaged total revenue;

Artikolu 7h

– the name of the authority designated in accordance with Article 7c(3) to set the amount of the charge, and of its representative; and

1. L-Istati Membri ma għandhom jagħtu l-ebda skont, relatat ma' l-element tat-tariffa għall-ispiża esterna fit-taxxa għall-użu tat-triq, lill-kwalunkwe utent.

– the parameters, data and information necessary to demonstrate how the calculation method set out in Annex IIIa will be applied.

2. L-Istati Membri jistgħu jagħtu skont fuq it-tariffa għall-infrastruttura b’kundizzjoni li:

4. The Commission may, within six months of receiving the information in accordance with paragraph 3, decide to ask the Member State concerned to adapt the proposed external cost charge, if it considers that the obligations laid down by Articles 7b, 7c, 7i or 9(2) are not complied with. The decision of the Commission shall be made available to the Committee referred to in Article 9c.

- l-istruttura ta’ ċċarġjar li tirriżulta għandha tkun proporzjonata, ppubblikata u disponibbli b’mod miftuħ għall-utenti kollha b’termini ugwali u ma twassalx għal spejjeż addizzjonali li jiġu mgħoddija lil utenti oħra f’forma ta' taxxi ogħla għall-użu tat-triq; u

Article 7h

- tali skontijiet iwasslu għal iffrankar effettiv fl-ispejjeż amministrattivi u ma jaqbżux it-13 % tat-tariffa għall-infrastruttura mħallsa minn vetturi ekwivalenti li mhumiex eliġibbli għall-iskont.

1. Member States shall not provide for discounts or reductions for any users in relation to the external cost charge element of a toll.

3. Skond il-kundizzjonijiet fl-Artikolu 7f(4) u t-tieni inċiż ta' l-Artikolu 7f(3), ir-rati tat-taxxi għall-użu tat-triq jistgħu f'każijiet eċċezzjonali, għall-proġetti speċifiċi ta’ interess Ewropew qawwi, ikunu soġġetti għal forom oħra ta' varjazzjoni sabiex tiġi żgurata l-vijabbiltà kummerċjali ta' tali proġetti, meta jkunu esposti għal kompetizzjoni diretta ma' mezzi oħra ta' trasport b’vetturi. L-istruttura ta' ċċarġjar li tirriżulta għandha tkun lineari, proporzjonata, ppubblikata u disponibbli b’mod miftuħ għall-utenti kollha b’termini ugwali u ma għandhiex twassal għal spejjeż addizzjonali li jiġu mgħoddija lil utenti oħra f’forma ta' taxxi ogħla għall-użu tat-triq. Il-Kummissjoni għandha tivverifika l-konformità ma’ dawn il-kundizzjonijiet qabel l-implimentazzjoni ta' l-istruttura ta' ċċarġjar in kwistjoni.

2. Member States may provide for discounts or reductions to the infrastructure charge on condition that:

Artikolu 7i

– the resulting charging structure is proportionate, openly published and available to all users on equal terms and does not lead to additional costs being passed on to other users in the form of higher tolls; and

1. It-taxxi u t-tariffi għall-użu tat-triq għandhom jiġu applikati u miġbura u l-ħlas tagħhom għandu jiġi mmonitorjat b'tali mod li jikkawża l-inqas xkiel possibbli għaċ-ċirkolazzjoni libera tat-traffiku u li jevita kwalunkwe kontroll jew iċċekkjar obbligatorju fil-fruntieri interni tal-Komunità. Għal dan il-għan, l-Istati Membri għandhom jikkooperaw biex jistabbilixxu metodi li jippermettu lit-trasportaturi tal-merkanzija sabiex jagħmlu t-tariffi għall-użu tat-triq 24 siegħa kuljum, talanqas fil-punti tal-bejgħ ewlenin, permezz ta' mezzi ta' ħlas normali, ġewwa u barra l-Istati Membri fejn huma applikati. L-Istati Membri għandhom jipprovdu faċilitajiet adegwati fil-punti tal-ħlas tat-taxxi u tat-tariffi għall-użu tat-triq sabiex iżommu livelli normali ta' sikurezza fit-toroq.

– such discounts or reductions lead to actual savings in administrative costs and do not exceed 13% of the infrastructure charge paid by equivalent vehicles not eligible for the discount or reduction.

2. L-arranġamenti għall-ġbir tat-taxxi u/jew tat-tariffi għall-użu tat-triq ma għandhomx, b’mod finanzjarju jew b’xi mod ieħor, iqiegħdu lil dawk li ma jużawx is-sistema tat-toroq regolarment fi żvantaġġ mhux ġustifikat. B'mod partikolari, fejn Stat Membru jiġbor it-taxxi u/jew it-tariffi għall-użu tat-triq esklusivament permezz ta' sistema li teħtieġ l-użu ta' unità abbord il-vettura, dan għandu jiżgura li l-unitajiet abbord li jkunu konformi mar-rekwiżiti tad-Direttiva 2004/52/KE jkunu jistgħu jinkisbu mill-utenti kollha skond arranġamenti amministrattivi u ekonomiċi raġonevoli.

3. Subject to the conditions contained in Article 7f(4) and the second indent of Article 7f(3), toll rates may in exceptional cases, for specific projects of high European interest, be subject to other forms of variation in order to secure the commercial viability of such projects, where they are exposed to direct competition with other modes of vehicle transport. The resulting charging structure shall be linear, proportionate, openly published, and available to all users on equal terms and shall not lead to additional costs being passed on to other users in the form of higher tolls. The Commission shall verify compliance with these conditions prior to the implementation of the charging structure in question.

3. Jekk Stat Membru jimponi fuq vettura, jimponi tariffa għall-ispiża esterna, l-ammont ta’ tali tariffa għandu jiġi indikat f’dokument provdut lit-trasportatur tal-merkanzija.

Article 7i

4. Tariffa għall-ispiża esterna għandha tiġi imposta u miġbura permezz ta’ sistema elettronika li hija konformi mar-rekwiżiti ta’ l-Artikolu 2(1) tad-Direttiva 2004/52/KE u li sussegewentement tista’ tiġi estiża għall-partijiet oħra ta’ toroq mingħajr il-ħtieġa ta’ gradi fit-toroq li jimplikaw investiment addizzjonali sinifikanti fit-triq.

1. Tolls and user charges shall be applied and collected and their payment monitored in such a way as to cause as little hindrance as possible to the free flow of traffic and to avoid any mandatory controls or checks at the Community’s internal borders. To this end, Member States shall cooperate in establishing methods for enabling hauliers to pay user charges 24 hours a day, at least at the major sales outlets, using all common means of payment, inside and outside the Member States in which they are applied. Member States shall provide adequate facilities at the points of payment for tolls and user charges so as to maintain normal road safety standards.

5. Madankollu, għal perjodu tranżizzjonali sal-31 ta’ Diċembru 2013 dakinhar inkluż, tariffa għall-ispiża esterna tista’ tiġi imposta jew miġbura permezz ta’ arranġament eżistenti ta’ taxxa għall-użu tat-triq. F’dan il-każ, l-Istat Membru kkonċernat għandu jinnotifika lill-Kummissjoni dwar pjan ta’ bidla għall-sistema li tkun konformi mar-rekwiżiti tal-paragrafu 4 sa mhux aktar tard mill-31 ta’ Diċembru 2013.

2. The arrangements for collecting tolls and/or user charges shall not, financially or otherwise, place non-regular users of the road network at an unjustified disadvantage. In particular, where a Member State collects tolls and/or user charges exclusively by means of a system that requires the use of a vehicle on-board unit, it shall ensure that appropriate on-board units compliant with the requirements of Directive 2004/52/EC can be obtained by all users under reasonable administrative and economic arrangements.

Artikolu 7j

3. If a Member State levies an external cost charge on a vehicle, the amount of such charge shall be indicated in a document provided to the haulier.

Din id-Direttiva ma taffetwax il-libertà ta' l-Istati Membri li jintroduċu sistema ta' taxxi u/jew tariffi għall-użu tat-triq għall-infrastruttura biex jipprovdu, mingħajr preġudizzju għall-Artikoli 87 u 88 tat-Trattat, kumpens xieraq għal dawn it-tariffi.

4. An external cost charge shall be levied and collected by means of an electronic system which complies with the requirements of Article 2(1) of Directive 2004/52/EC and which can subsequently be extended to other road sections without the need for roadside barriers which imply significant additional roadside investment.

3. Jiddaħħal l-Artikolu 8c li ġej:

5. However, for a transitional period until 31 December 2013 inclusive, an external cost charge may be levied and collected by means of an existing tolling arrangement. In such a case, the Member State concerned shall notify the Commission of a plan to change by 31 December 2013 at the latest to a system which complies with the requirements of paragraph 4.

"Artikolu 8c

Article 7j

1. Żewġ Stati Membri jew aktar jistgħu jikkooperaw billi jintroduċu sistema komuni għat-taxxi għall-użu tat-triq applikabbli fit-territorji tagħhom b’mod ġenerali. F'dak il-każ, dawk l-Istati Membri għandhom jiżguraw li l-Kummissjoni tkun involuta mill-qrib f'tali kooperazzjoni u fit-tħaddim sussegwenti tas-sistema kif ukoll f’xi bdil possibbli.

This Directive does not affect the freedom of Member States which introduce a system of tolls and/or user charges for infrastructure to provide, without prejudice to Articles 87 and 88 of the Treaty, appropriate compensation for these charges.

2. Is-sistema komuni ta’ taxxi għall-użu tat-triq għandha tkun soġġetta għall-kundizzjonijiet definiti fl-Artikoli 7 sa 7j u għanda tkun miftuħa għall-Istati Membri l-oħra.”

3. The following Article 8c is inserted:

4. Fl-Artikolu 9, il-paragrafu 1a jinbidel b'dan li ġej:

"Article 8c

“Din id-Direttiva ma għandhiex timpedixxi l-applikazzjoni mhux diskriminatorja mill-Istati Membri ta’ tariffi regolatorji mfassla speċifikament biex inaqqsu l-konġestjoni tat-traffiku jew jikkumbattu l-impatti ambjentali, inkluż il-kwalità ħażina ta’ l-arja, fuq kwalunkwe triq urbana li qiegħda f’żona mibnija.”

1. Two or more Member States may cooperate in introducing a common system for tolls applicable to their territories as a whole. In that case, those Member States shall ensure that the Commission is closely involved in such cooperation and in the system’s subsequent operation and possible amendment.

5. L-Artikolu 9 il-paragrafu 2 jinbidel b'dan li ġej:

2. The common toll system shall be subject to the conditions set out in Articles 7 to 7j and shall be open to other Member States."

“ Stat Membru li fih tiġi imposta tariffa għall-ispiża esterna għandu jiżgura li d-dħul iġġenerat mit-tariffa jiġi allokat għal miżuri li għandhom l-għan li jiffaċilitaw ipprezzar effiċjenti, inaqqsu t-tniġġis tat-trasport fit-toroq mis-sors, itaffu l-effetti tiegħu, itejbu ir-rendiment tas-CO2 u ta’ l-enerġija tal-vetturi, u jiżviluppaw infrastruttura alternattiva għall-utenti tat-trasport.

4. Article 9 paragraph 1a is replaced by the following:

Stat Membru li fih tiġi imposta tariffa għall-infrastruttura għandu jiddetermina kif għandu jintuża d-dħul iġġenerat minn dik it-tariffa. Biex is-sistema tat-trasport kollha tkun tista' tiġi żviluppata, id-dħul mit-tariffi għandu jintuża għall-benefiċċju tas-settur tat-trasport u biex ikun jista' jsir l-aħjar użu mis-sistema kollha tat-trasport.

“This Directive shall not prevent the non-discriminatory application by Member States of regulatory charges specifically designed to reduce traffic congestion or combat environmental impacts, including poor air quality, on any urban road located in a built up area."

6. L-Artikolu 9b jinbidel b’dan li ġej:

5. Article 9 paragraph 2 is replaced by the following:

“Artikolu 9b

" A Member State in which an external cost charge is levied shall ensure that the revenue generated by the charge is earmarked for measures aimed at facilitating efficient pricing, reducing road transport pollution at source, mitigating its effects, improving CO2 and energy performance of vehicles, and developing alternative infrastructure for transport users.

Il-Kummissjoni għandha tiffaċilita d-djalogu u l-iskambju ta' kapaċitajiet tekniċi bejn l-Istati Membri fir-rigward ta' l-implimentazzjoni ta' din id-Direttiva u b'mod partikolari l-Annessi. Il-Kummissjoni għandha tadatta l-Annessi 0, IIIa u IV fid-dawl tal-progress xjentifiku u tekniku u l-Annessi I u II fid-dawl ta’ l-inflazzjoni. Dawk il-miżuri mfassla biex jemendaw elementi mhux essenzjali ta’ din id-Direttiva għandhom jiġu adottati skond il-proċedura regolatorja bi skrutinju msemmija fl-Artikolu 9c (3).”

A Member State in which an infrastructure charge is levied shall determine the use to be made of revenue generated by that charge. To enable the transport network to be developed as a whole, revenue from charges should be used to benefit the transport sector and optimise the entire transport system

7. L-Artikolu 9c jinbidel b’dan li ġej:

6. Article 9b is replaced by the following:

“Artikolu 9c

“Article 9b

1. Il-Kummissjoni għandha tkun megħjuna minn Kumitat.

The Commission shall facilitate dialogue and the exchange of technical know-how between Member States in relation to the implementation of this Directive and in particular the Annexes. The Commission shall adapt Annexes 0, III, IIIa and IV in the light of scientific and technical progress and Annexes I and II in the light of inflation. 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 9c (3).”

2. Fejn issir referenza għal dan il-paragrafu, għandhom japplikaw l-Artikoli 3 u 7 tad-Deċiżjoni 1999/468/KE, b’kusiderazzjoni għad-dispożizzjonijiet ta’ l-Artikolu 8 tagħha.

7. Article 9c is replaced by the following:

3. Fejn issir referenza għal dan il-paragrafu, l-Artikolu 5a(1) sa (4) u l-Artikolu 7 tad-Deċiżjoni 1999/468/KE għandhom japplikaw, b’kunsiderazzjoni għad-dispożizzjonijiet ta’ l-Artikolu 8 tagħha.”

“Article 9c

8. L-Artikolu 11 se jinbidel b’dan li ġej:

1. The Commission shall be assisted by a Committee.

“Artikolu 11

2. Where reference is made to this paragraph, Articles 3 and 7 of Decision 1999/468/EC shall apply, having regard to the provisions of Article 8 thereof.

1. Kull erba’ snin u għal-ewwel darba fil-31 ta’ Diembru 2012, l-Istati Membri li jimponu tariffa għall-ispiża esterna u/jew tariffa għall-infrastruttura għandhom iħejju rapport dwar it-taxxi għall-użu tat-triq li ġew imposti fit-territorju tagħhom u għandhom jibagħtuh lill-Kummissjoni. Ir-rapport għandu jinkludi tagħrif dwar:

3. Where reference is made to this paragraph, Article 5a (1) to (4) and Article 7 of Decision 1999/468/EC shall apply, having regard to the provisions of Article 8 thereof.”

- it-tariffa għall-ispiża esterna medja differenzjata u l-ammonti speċifiċi ntaxxati għal kull kombinazzjoni ta’ klassi ta’ vetturi, tip ta’ toroq u perjodu tal-ħin;

8. Article 11 is replaced by the following:

- id-dħul totali li jkun inġabar permezz tat-tariffa għall-ispiża esterna, u tagħrif dwara l-użu ta’ dak id-dħul;

“Article 11

- it-tariffa għall-ispiża medja differenzjata ta’ l-infrastuttura u d-dħul totali li jkun inġabar permezz tat-tariffa għall-infrastruttura.

1. Every four years and for the first time by 31 December 2012, Member States which levy an external cost charge and/or an infrastructure charge shall draw up a report on tolls levied on their territory and shall forward it to the Commission. The report shall comprise information on:

2. Mhux aktar tard mill-31 ta’ Diċembru 2013, il-Kummissjoni għandha tippreżenta rapport lill-Parlament Ewropew u l-Kunsill dwar l-implimentazzjoni u l-effetti ta’ din id-Direttiva, b’mod partikolari fir-rigward ta’ l-effettività tad-dispożizzjonijiet dwar l-irkupru ta’ l-ispejjeż relatati mal-konġestjoni u mat-tniġġis minħabba t-traffiku u dwar l-inklużjoni ta’ vetturi ta’ aktar minn tliet tunnellati u nofs u anqas minn tnax-il tunnellata. Dan ir-rapport għandu jivvaluta wkoll:

– the weighted average external cost charge and the specific amounts levied for each combination of class of vehicle, type of road and period of time;

- ir-rilevanza ta’ l-integrazzjoni ta’ l-ispejjeż esterni fil-kalkolu tat-taxxi għall-użu tat-triq, speċjalment l-ispiża ta’ l-emissjonijiet tad-diossidu tal-karbonju jekk id-definizzjoni ta’ element komuni ta’ taxxa fuq il-fjuwil relatat mat-tibdil fil-klima tkun għadha ma pproduċietx riżultati sodisfaċenti, l-ispiża ta’ l-inċidenti u t-telfien tal-bijodiversità;

– the total revenue raised through the external cost charge, and information on the use of that revenue;

- ir-rilevanza li l-ambitu tad-Direttiva jiġi estiż għall-kategoriji oħra ta’ vetturi;

– and the weighted average infrastructure cost charge and total revenue raised through the infrastructure charge.

- il-possibilità li tiġi adotatta klassifikazzjoni tal-vetturi riveduta sabiex it-taxxi għall-użu tat-triq ikunu varjati u jqisu l-impatt medju fuq l-ambjent, il-konġestjoni u l-infrastruttura, ir-rendiment tagħhoma tas-CO2 u l-enerġija, u kemm l-intaxxar u l-ifurzar tat-taxxi għall-użu tat-triq huwa verament prattiku u ekonomiku; u

2. No later than 31 December 2013, the Commission shall present a report to the European Parliament and the Council on the implementation and effects of this Directive, in particular as regards the effectiveness of the provisions on the recovery of the costs related to congestion and traffic-based pollution and on the inclusion of vehicles of more than 3.5 and less than 12 tonnes. The report shall also assess:

- kemm huwa ekonomikament u teknikament prattiku li jiġu introdotti fit-toroq interurbani ewlenin tariffi minimi bbażati fuq id-distanza. Ir-rapport għandu jidentifika it-tipi ta’ partijiet ta’ toroq possibbli li għandhom jiġu ċċarġjati, il-modi possibbli ta’ kif dawn it-tariffi għandhom jiġu intaxxati u infurzati b’mod effettiv f’sens ta’ nfiq u metodi sempliċi u komuni biex jiġu ffissati r-rati minimi”.

– the relevance of integrating in the calculation of tolls other external costs, especially the cost of carbon dioxide emissions should the definition of a common fuel tax element related to climate change have not yielded satisfactory results, the cost of accidents and the cost of biodiversity loss;

9. Fl-Anness III, il-kliem “it-taxxi medji differenzjati għall-użu tat-triq” jinbidlu b’“tariffa medja differenzjata għall-infrastruttura”.

– the relevance of extending the scope of the Directive to other categories of vehicles;

10. L-Anness għal din id-Direttiva jiddaħħal fl-Anness III.

– the possibility of adopting a revised classification of vehicles for the purposes of varying tolls taking into account the average impact on the environment, congestion and infrastructure, their CO2 and energy performance, and the practical and economic feasibility of levying and enforcing tolls; and

Artikolu 2

– the technical and economic feasibility of introducing on the main inter-urban roads minimum distance-based charges. The report shall identify the possible type of road sections to be charged, the possible ways of levying and enforcing in a cost-effective way such charges and a common simple method to set the minimum rates".

1. L-Istati Membri għandhom idaħħlu fis-seħħ il-liġijiet, ir-regolamenti u d-dispożizzjonijiet amministrattivi meħtieġa biex ikunu konfomi ma’ din id-Direttiva sa mhux aktar tard mill-31 ta' Diċembru 2010. Għandhom minnufih jgħarrfu lill-Kummissjoni dwar dan u jipprovdu tabella ta’ ekwivalenza bejn dawk id-dipożizzjonijiet u din id-Direttiva.

9. In Annex III, the words “weighted average tolls” are replaced by “weighted average infrastructure charge”.

2. Meta l-Istati Membri jadottaw dawn il-miżuri, dawn għandhom jinkludu referenza għal din id-Direttiva jew għandhom ikunu akkumpanjati b'din ir-referenza fil-ħin tal-pubblikazzjoni uffiċjali tagħhom. Il-proċedura għal din ir-referenza għandha tiġi adottata mill-Istati Membri.

10. The Annex to this Directive is inserted after Annex III.

3. L-Istati Membri għandhom jibagħtu lill-Kummissjoni t-test tad-dispożizzjonijiet ewlenin tal-liġi domestika li jadottaw fil-qasam kopert b'din id-direttiva.

Article 2

Artikolu 3

1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by 3l December 2010 at the latest. They shall forthwith inform the Commission thereof and supply a table of equivalence between those provisions and this directive.

Din id-Direttiva għandha tidħol fis-seħħ l-għada tal-pubblikazzjoni tagħha fil- Ġurnal Uffiċjali ta' l-Unjoni Ewropea .

2. When Member States adopt such measures, they shall contain a reference to this Directive or shall be accompanied by such reference at the time of their official publication. The procedure for such a reference shall be adopted by Member States.

Artikolu 4

3. Member States shall send the Commission the text of the main provisions of domestic law which they adopt in the field covered by this directive.

Din id-Direttiva hija indirizzata lill-Istati Membri.

Article 3

ANNESS IIIA

This Directive shall enter into force on the day following that of its publication in the Official Journal of the European Union.

IR-REKWIŻITI MINIMI BIEX TIĠI IMPOSTA TARIFFA GĦALL-ISPIŻA ESTERNA U L-ELEMENTI MASSIMI TA’ L-ISPIŻA ESTERNA LI JISTGĦU JIĠU ĊĊARĠJATI

Article 4

Dan l-Anness jiddefinixxi r-rekwiżiti minimi biex tiġi imposta tariffa għall-ispiża esterna u l-elementi massimi awtorizzati ta’ l-ispiża li għandhom jiġu inklużi meta jiġi ffissat l-ammont.

This Directive is addressed to the Member States.

1. IL-PARTIJIET TAN-NETWERK IKKONċERNAT

L-Istat Membru għandu jispeċifika b’mod preċiż il-parti jew il-partijiet tan-netwerk li huma suġġetti għal tariffa ta’ l-ispiża esterna.

ANNEX IIIA

Fejn Stat Membru jagħżel li jintaxxa tariffa għall-ispiża esterna fuq parti jew partijiet biss tan-netwerk, il-parti jew il-partijiet għandhom jintgħażlu wara valutazzjoni li tistabbilixxi li:

MINIMUM REQUIREMENTS FOR LEVYING AN EXTERNAL COST CHARGE AND MAXIMUM CHARGEABLE EXTERNAL COST ELEMENTS

- l-użu tat-toroq minn vetturi fejn it-tariffa għall-ispiża esterna tiġi applikata jiġġenera ħsara ambjentali u aktar konġestjoni minn dik iġġenerata fil-medja f’partijiet oħra tan-netwerk ta’ l-infrastruttura tat-toroq li mhumiex suġġetti għal tariffa għall-ispiża esterna, jew

This Annex sets out the minimum requirements for levying an external cost charge and the maximum authorised cost elements to be included when setting the amount.

- l-impożizzjoni ta’ tariffa għall-ispiża esterna fuq partijiet oħra tan-netwerk jista' jkollha effetti negattivi fuq l-ambjent, il-konġestjoni u s-sikurezza fit-toroq, jew it-tassazzjoni u l-ġbir ta' tariffa għall-ispiża esterna fuqhom tkun tinvolvi spiża sproporzjonata.

1. The parts of the network concerned

2. IL-VETTURI, IT-TOROQ U L-PERJODU TA’ żMIEN KOPERTI

The Member State shall specify precisely the part or parts of network which are to be subject to an external cost charge.

L-Istat Membru għandu jgħarraf lill-Kummisjoni dwar il-klassifika tal-vetturi skond liema klassifika t-taxxa għall-użu għandha tvarja. Għandha tgħarraf lill-Kummissjoni dwar il-lok tat-toroq suġġetti għat-tariffi ta’ spiża esterna aktar għolja (minn hawn ‘il quddiem “toroq suburbani”) u ta’ toroq suġġetti għalt-tariffi ta’ spiża esterna aktar baxxi (minn hawn’ il quddiem “toroq interurbani oħra”).

Where a Member State chooses to levy an external cost charge on only a part or parts of the network, the part or parts shall be chosen after an assessment establishing that:

Fejn applikabbli, għandha tgħarraf lill-Kummissjoni dwar il-perjodi ta’ ħin eżatti li jikkorrispondu mal-ħin tal-lejl u mal-perjodi varji l-aktar traffikużi tal-ġurnata, tal-ġimgħa u ta’ l-istaġun li matulhom tista’ tiġi imposta tariffa għall-ispiża esterna li tirrifletti konġestjoni akbar u storbju akbar.

· vehicles’ use of the roads where the external cost charge is applied generates environmental damage and congestion higher than that generated on average on other parts of the road infrastructure network that are not subject to a external cost charge, or

Il-klassifika tat-toroq u d-definizzjoni tal-perjodi tal-ħin għandhom ikunu bbażati fuq kriterji oġġettivi relatati mal-livell ta’ esponiment tat-toroq u l-viċinanzi tagħhom għall-konġestjoni u t-tniġġis bħad-densità tal-popolazzjoni, l-għadd ta’ livelli massimi ta’ tniġġis imkejla fis-sena skond id-Direttiva 96/62/KE, il-medja tat-traffiku ta’ kuljum u fis-siegħa u l-livell tas-servizz (il-persentaġġ tal-ġurnata jew tas-sena li matulha l-użu tat-triq joqrob jew jaqbeż il-kapaċità massima, il-medja tad-dewmien u/jew it-tul tal-kjuwijiet). Il-kriterji użati għandhom jiġu inklużi fin-notifika.

· the imposition of an external cost charge on other parts of the network might have adverse effects on the environment, congestion or road safety, or levying and collecting an external cost charge on them would entail disproportionate cost.

3. L-AMMONT TAT-TARIFFA

2. The vehicles, roads and time period covered

Għal kull klassi ta’ vettura, tip ta’ triq u perjodu ta’ ħin, L-awtorità indipendenti għandha tiddetermina ammont wieħed speċifiku. L-istruttura ta’ ċċarġjar li tirriżulta għandha tkun trasparenti, ippubblikata u disponibbli b’mod miftuħ għall-utenti kollha b’termini ugwali.

The Member State shall notify the Commission of the classification of vehicles according to which the toll shall vary. It shall also notify the Commission of the location of roads subject to higher external cost charges (hereafter “suburban roads”) and of roads subject to lower external cost charges (hereafter “other interurban roads”).

Meta tkun qiegħda tiffissa t-tariffi, l-awtorità indipendenti għandha tuża bħala gwida l-prinċipju ta’ pprezzar effiċjenti jiġifieri prezz li huwa qrib l-ispiża soċjali marġinali ta’ l-użu tal-vettura li qiegħda tkun ċċarġjata. It-tariffa għandha tiġi ffissata kemm jista’ jkun qrib ta’ l-ispejjeż esterni li jistgħu jiġu allokati għall-kategorija ta’ l-utenti tat-triq kkonċernati.

Where applicable, it shall also notify the Commission of the exact time periods corresponding to the night period and to the various daily, weekly or seasonal peak periods during which a higher external cost charge may be imposed to reflect greater congestion or greater noise annoyance.

It-tariffa għandha tkun iffissata wkoll wara li jkun ġie kkunsidrat ir-riskju ta’ devjazzjoni flimkien ma' effetti negattivi fuq is-sikurezza tat-toroq, l-ambjent u l-konġestjoni, u soluzzjonijiet biex jittaffew dawn ir-riskji.

The classification of roads and the definition of time periods shall be based on objective criteria related to the level of exposure of the roads and their vicinities to congestion and pollution such as population density, the yearly number of pollution peaks measured in accordance with Directive 96/62/EC, the average daily and hourly traffic and the level of service (percentage of the day or the year when road usage is close to or above capacity, average delays and/or queues lengths). The criteria used shall be included in the notification.

L-awtorità indipendenti għandha timmonitorja kemm hi effettiva l-iskema ta’ ċċarġjar biex tnaqqas il-ħsara ambjentali li sseħħ mit-trasport fit-toroq u biex tnaqqas il-konġestjoni, fejn din tiġi applikata. Għandha taġġusta regolarment l-istruttura ta’ ċċarġjar u l-ammont speċifiku tat-tariffa iffissata għall-klassi partikolari ta’ vetturi, għat-tip ta’ toroq u għall-perjodu tal-ħin skond it-tibdil fid-domanda għat-trasport.

3. Amount of the charge

4. L-ELEMENTI TA’ L-ISPIżA ESTERNA

For each vehicle class, type of road and time period, the independent authority shall determine a single specific amount. The resulting charging structure shall be transparent, openly published and available to all users on equal terms.

4.1. L-ispiża għat-tniġġis ta’ l-arja minħabba t-traffiku

When setting the charges, the independent authority shall be guided by the principle of efficient pricing that is a price close to the social marginal cost of the usage of the vehicle charged. The charge shall be set as close as possible to the external costs which can be allocated to the category of road users concerned.

Meta Stat Membru jagħżel li jinkludi l-ispiża kollha tat-tniġġis ta’ l-arja minħabba t-traffiku jew parti minnha fit-tariffa għall-ispiża esterna, l-awtorità indipendenti għandha tikkalkula l-ispiża li għandha tiġi ċċarġjata għat-tniġġis ta’ l-arja minħabba t-traffiku billi tapplika l-formoli li ġejjin jew billi tuża l-valuri ta’ kull unità fit-Tabella 1 jekk dawn ta’ l-aħħar huma aktar baxxi:

The charge shall also be set after having considered the risk of traffic diversion together with any adverse effects on road safety, the environment and congestion, and solutions to mitigate these risks.

PCV ij = ∑ k EF ik x PC jk fejn:

The independent authority shall monitor the effectiveness of the charging scheme in reducing environmental damage arising from road transport and in relieving congestion where it is applied. It shall regularly adjust the charging structure and the specific amount of the charge set for a given class of vehicle, type of road and period of time to the changes in transport demand.

- PCVij l-ispiża għat-tniġġis ta’ l-arja tal-klassi ta’ vettura i fuq tip ta' triq j (euro/vettura.kilometru)

4. external cost elements

- EFik il-fattur ta’ emissjoni tal-pollutant k u l-klassi ta' vettura i (gramma/kilometru)

4.1. Cost of traffic-based air pollution

- PCjk l-ispiża finanzjarja tal-pollutant k għal tip ta’ triq j (euro/gramma)

When a Member State chooses to include all or part the cost of traffic-based air pollution in the external cost charge, the independent authority shall calculate the chargeable cost of traffic–based air pollution by applying the following formulae or by taking the unit values in Table 1 if the latter are lower:

L-emissjonijiet ta’ materja ta’ partikoli u ta’ prekursuri ta’ l-ożonu bħall-ossidu tan-nitroġenu u l-komposti organiċi volatili biss se jiġu kkunsidrati. Il-fatturi ta’ emissjoni għandhom ikunu bħal dawk użati mill-Istat Membru biex jabbozza l-inventarji nazzjonali ta’ l-emissjonijiet stipulati fid-Direttiva 2001/81/KE dwar il-Livelli Nazzjonali Massimi ta' l-Emissjonijiet (li jeħtieġu l-użu ta’ l- EMEP/CORINAIR Emission Inventory Guidebook )[19]. L-ispiża finanzjarja tal-pollutanti għandha tittieħed mit-Tabella 13 tal -“Handbook on estimation of external cost in the transport sector”[20]

PCVij = ∑k EFik x PCjk where:

Tabella 1: L-ispiża għat-tniġġis ta’ l-arja tal-vettura (PCV)

– PCVij air pollution cost of vehicle class i on road type j (euro/vehicle.kilometre)

ċenteżmu Euro/vettura.kilometru | Toroq suburbani | Toroq oħra interurbani |

– EFik emission factor of pollutant k and vehicle class i (gramme/kilometre)

EURO 0 | 16 | 13 |

– PCjk monetary cost of pollutant k for type of road j (euro/gramme)

EURO I | 11 | 8 |

Only the emissions of particulate matter and of ozone precursors such as nitrogen oxide and volatic organic compounds will be taken into considerations. The emission factors shall be the same as those used by the Member State to draft the national emissions inventories provided for in Directive 2001/81/EC on National Emission Ceilings (which requires use of the EMEP/CORINAIR Emission Inventory Guidebook) [19]. The monetary cost of pollutants shall be taken from Table 13 of the “Handbook on estimation of external cost in the transport sector” [20].

EURO II | 9 | 8 |

Table 1: Air pollution cost of vehicle (PCV)

EURO III | 7 | 6 |

Euro cent/vehicle.kilometre | Suburban roads | Other interurban roads |

EURO IV | 4 | 4 |

EURO 0 | 16 | 13 |

EURO V u li jniġġsu anqas | 3 | 2 |

EURO I | 11 | 8 |

Valuri f’ċenteżmi euro, 2000

EURO II | 9 | 8 |

Il-valuri fit-Tabella 1 jirrapreżentaw il-medji aritmetiċi tal-valuri mogħtija fit-Tabella 15 tal-“ Handbook on the estimation of external cost in the transport sector "[21] għal vetturi kklassifikati skond erba’ klassijiet ta' piż. L-Istati Membri jistgħu japplikaw fattur ta’ korrezzjoni għall-valuri fit-Tabella 1 biex jirriflettu l-kompożizzjoni reali tal-vettura f’termini ta’ daqs. Il-valuri tat-Tabella 1 jistgħu jiġu mmultiplikati b’fattur mhux akbar min-numru 2 fiż-żoni muntanjużi sakemm dan ikun iġġustifikat mill-gradjent tat-toroq, l-altitudni u/jew l-inverżjonijiet tat-temperatura.

EURO III | 7 | 6 |

L-awtorità indipendenti tista’ tadotta metodi alternattivi billi tuża dejta mill-kejl tal-pollutanti ta’ l-arja u l-valur lokali ta’ l-ispiża finanzjarja tal-pollutanti ta’ l-arja, sakemm ir-riżultati ma jaqbżux ir-riżultati li setgħu jinkisbu bil-formuli ta’ hawn fuq jew il-valuri ta’ kull unità għal kwalunkwe klassi ta’ vettura.

EURO IV | 4 | 4 |

Il-parametri kollha, id-dejta u kull tagħrif ieħor meħtieġ biex jinftiehem kif l-ispiża għat-tniġġis ta’ l-arja li għandha tiġi ċċarġjata tiġi kkalkulata għandhom jiġu ppubblikati.

EURO V and less polluting | 3 | 2 |

4.2 L-ispiża għat-tniġġis mill-istorbju minħabba t-traffiku

Values in euro cents, 2000

Meta Stat Membru jagħżel li jinkludi l-ispiża kollha tat-tniġġis mill-istorbju minħabba t-traffiku jew parti minnha fit-tariffa għall-ispiża esterna, l-awtorità indipendenti għandha tikkalkula l-ispiża li għandha tiġi ċċarġjata għat-tniġġis mill-istorbju minħabba t-traffiku billi tapplika l-formoli li ġejjin jew billi tuża l-valuri ta’ kull unità fit-Tabella 2 jekk dawn ta’ l-aħħar huma aktar baxxi:

The values in Table 1 represent arithmetic averages of the values given in Table 15 of the "Handbook on the estimation of external cost in the transport sector" [21] for vehicles belonging to four different weight classes. Member States may apply a correction factor to the values in Table 1 to reflect the actual fleet composition in terms of vehicle size. The values of Table 1 may be multiplied by a factor of up to 2 in mountain areas to the extent that it is justified by the gradient of roads, altitude and/or temperature inversions.

NCVij (mal-ġurnata) = ∑k NCjk x POPk / ADT

The independent authority may adopt alternatives methods using data from air pollutant measurement and the local value of the monetary cost of air pollutants, provided that the results do not exceed the results which would have been obtained with the above formulae or the above unit values for any class of vehicles.

NCV ij (bil-lejl) = n x NCV ij (mal-ġurnata) fejn

All parameters, data and other information necessary to understand how the chargeable air pollution cost is calculated shall be made public.

- NCVij l-ispiża ta’ l-istorbju ta’ vettura tal-klassi i fuq tip ta' triq j (euro/vettura.kilometru)

4.2 Cost of traffic-based noise pollution

- NCjk l-ispiża ta’ l-istorbju għal kull persuna esposta għal livell ta’ storbju k fuq tip ta' triq j (euro/persuna)

When a Member State chooses to include all or part of the cost of traffic-based noise pollution in the external cost charge, the independent authority shall calculate the chargeable cost of traffic –based noise pollution by applying the following formulae or by taking the unit values in Table 2 if the latter are lower:

- POPk il-popolazzjoni esposta għal livell ta’ storbju k kuljum għal kull kilometru (persuna/kilometru)

NCVij (day) = ∑k NCjk x POPk / ADT

- ADT l-medja tat-traffiku ta’ kuljum (vettura)

NCVij (night) = n x NCVij (day) where

- n il-fattur ta’ korrezzjoni għal bil-lejl

– NCVij noise cost of vehicle class i on road type j (euro/vehicle.kilometre)

Il-popolazzjoni esposta għal-livell ta’ l-istorbju k għandha tittieħed mill-mapep strateġiċi ta’ l-istorbju abbozzati skond l-Artikolu 7 tad-Direttiva 2002/49/KE li tirrigwardja l-istudju u l-amministrazzjoni ta’ l-istorbju ambjentali.

– NCjk noise cost per person exposed on road type j to noise level k (euro/person)

L-ispiża għal kull persuna esposta għal livell ta’ storbju k għandha tittieħed mit-Tabella 20 tal - “ Handbook on estimation of external cost in the transport sector ”[22] .

– POPk population exposed to daily noise level k per kilometre (person/kilometre)

Il-medja tat-traffiku ta’ kuljum għandha tassumi fattur ta’ kalkolu ta’ mhux aktar minn 4 bejn vetturi ta' merkanzija tqila u karozzi għall-passiġġieri.

– ADT average daily traffic (vehicle)

Tabella 2: L-ispiża ta’ l-istorbju tal-vetturi li għandha tiġi ċċarġjata (NCV)

– n night correction factor

ċenteżmu Euro/vettura.kilometru | Mal-jum | Bil-lejl |

The population exposed to noise level k shall be taken from the strategic noise maps drafted under Article 7 of Directive 2002/49/EC on the evaluation and management of ambient noise.

Toroq suburbani | 1.1 | 2 |

The cost per person exposed to noise level k shall be taken from Table 20 of the “Handbook on estimation of external cost in the transport sector” [22].

Toroq oħra interurbani | 0.13 | 0.23 |

The average daily traffic shall assume a weighting factor of no more than 4 between heavy goods vehicles and passenger cars.

Valuri f’ċenteżmi euro, 2000

Sors: Handbook on the estimation of external cost in the transport sector, it-tabella 22[23]

Table 2: Chargeable noise cost of vehicles (NCV)

Il-valuri tat-Tabella 2 jistgħu jiġu mmultiplikati b’fattur mhux akbar min-numru 5 fiż-żoni muntanjużi sakemm dan ikun iġġustifikat mill-gradjent tat-toroq, l-inverżjonijiet tat-temperatura u/jew l-effett ta’ anfiteatru tal-widien.

Euro cent/vehicle.kilometre | Day | Night |

Il-parametri kollha, id-dejta u kull tagħrif ieħor meħtieġ biex jinftiehem kif l-ispiża ta’ l-istorbju li għandha tiġi ċċarġjata tiġi kkalkulata għandhom jiġu ppubblikati.

Suburban roads | 1.1 | 2 |

4.3 L-ispiża għall-konġestjoni

Other interurban roads | 0.13 | 0.23 |

Għat-toroq imblukkati bit-traffiku, Stat Membru jista’ jagħżel li jinkludi l-ispiża kollha tal-konġestjoni jew parti minnha fit-tariffa għall-ispiża esterna sakemm l-Istat Membru juri bil-provi li l-ispiża għall-konġestjoni imposta minn vettura fuq utenti oħra taqbeż l-ispiża għall-iżvilupp ta’ l-infrastruttura li diġà ġiet iċċarġjata għal din il-vettura. F’każ bħal dan, l-awtorità indipendenti għandha tikkalkula l-ispiża li tista' tiġi ċċarġjata għall-konġestjoni għall-perjodi tal-ħin differenti billi tapplika l-formuli li ġejjin jew billi tuża l-valuri ta’ kull unità fit-Tabella 3 jekk dawn ta’ l-aħħar huma aktar baxxi.

Values in euro cents, 2000

[pic]

Source: Handbook on the estimation of external cost in the transport sector, table 22 [23]

[pic]fejn

The values of Table 2 may be multiplied by a factor of up to 5 in mountain areas to the extent that it is justified by the gradient of roads, temperature inversions and/or amphitheatre effect of valleys

- CCV l-ispiża li tista’ tiġi ċċarġjata għall-konġestjoni (euro/vettura.kilometru)

All parameters, data and other information necessary to understand how the chargeable noise cost is calculated shall be made public.

- IDC l-ispiża li diġà ġiet iċċarġjata għall-iżvilupp ta’ l-infrastruttura (euro/vettura.kilometru)

4.3 Cost of congestion

- Qo l-aħjar rata ta’ traffiku fis-siegħa (vettura/siegħa)

On congested roads, a Member State may choose to include all or part of the cost of congestion in the external cost charge provided that the Member State demonstrates that the congestion cost imposed by a vehicle on other users exceeds the infrastructure development cost already charged for this vehicle. In such a case, the independent authority shall calculate the chargeable congestion cost for the different periods of time by applying the following formulae or by taking the unit values in Table 3 if the latter are lower.

- MEC(Q) l-ispiża marġinali esterna għall-konġestjoni (euro.vettura.kilometru)

(...PICT...)

- VOT il-valur tal-ħin (euro/siegħa.vettura)

(...PICT...)

- Q il-medja tat-traffiku fis-siegħa (vettura)

where

- (Q bidla żgħira fir-rata tat-traffiku fis-siegħa

– CCV chargeable congestion cost (euro/vehicle.kilometre)

- V(Q) il-medja tal-veloċità tat-traffiku (kilometru/siegħa)

– IDC infrastructure development cost already charged (euro/vehicle.kilometre)

Il-medja tat-traffiku ta’ kuljum għandha tassumi fattur ta’ kalkolu ta’ mhux aktar minn 3 bejn vetturi ta' merkanzija tqila u karozzi għall-passiġġieri.

– Qo optimal hourly traffic (vehicle/hour)

L-aħjar rata tat-traffiku fis-siegħa għandha tiġi kkalkulata billi l-ispiża tiżdied sa ma jintlaħaq ekwilibriju bejn ir-rata tat-traffiku fis-siegħa u l-ispiża marġinali esterna tal-konġestjoni. B’mod alternattiv, il-proporzjon bejn l-ispiża tal-konġestjoni li għandha tiġi ċċarġjata (CCV) u l-ispiża marġinali esterna tal-konġestjoni (MEC) għandha tkun 0.5.

– MEC(Q) marginal external cost of congestion (euro/vehicle.kilometre)

Il-funzjoni tal-fluss tal-veloċità għandu jiġi bbażat fuq kurvi standard ta’ l-inġinerija.

– VOT value of time (euro/hour.vehicle)

Il-valur tal-ħin għandu jkun ibbażat fuq l-aktar stħarriġ riċenti dwar kemm wieħed huwa lest li jħallas.

– Q average hourly traffic (vehicle)

Tabella 3: L-ispiża tal-konġestjoni tal-vetturi li għandha tiġi ċċarġjata (CCV)

– Q small change in hourly traffic

ċenteżmu Euro/vettura.kilometru | Il-perjodu tal-ħin | Il-perjodu tal-ħin | Il-perjodu tal-ħin |

– v(Q) average traffic speed (kilometre/hour)

Toroq suburbani | 0 | 20 | 65 |

The average daily traffic shall assume equivalence factor between heavy goods vehicles and passengers cars of no more than 3.

Toroq oħra interurbani | 0 | 2 | 7 |

The optimal hourly traffic shall be computed by iteratively raising the cost until equilibrium is reached between the hourly traffic and the marginal external cost of congestion. Alternatively, the ratio between the chargeable congestion charge (CCV) and the marginal external cost of congestion (MEC) shall be 0.5.

Valuri f’ċenteżmi euro, 2000

The speed-flow function shall be based on standard engineering curves.

Sors: Stmati mill- ‘ Handbook on the estimation of external cost in the transport sector ’ , it-tabella 7[24]

The value of time shall be based on state of the art surveys of the willingness to pay.

Il-perjodu tal-ħin A huwa perjodu li matulu ma jkunx hemm ħafna traffiku u ċ-ċirkolazzjoni tkun stabbli

Table 3: Chargeable congestion cost of vehicles (CCV)

Il-perjodu tal-ħin B huwa perjodu li traffikuż ħafna b'ċirkolazzjoni mhux stabbli ta' traffiku

Euro cent/vehicle.kilometre | Time period A | Time period B | Time period C |

Il-perjodu tal-ħin C huwa perjodu li matulu jkun hemm traffiku estrem u b’ċirkolazzjoni tat-traffiku sfurzata jew b’interruzzjonijiet

Suburban roads | 0 | 20 | 65 |

Il-parametri kollha, id-dejta u kull tagħrif ieħor meħtieġa biex jinftiehem kif l-konġestjoni li għandha tiġi ċċarġjata tiġi kkalkulata għandhom jiġu ppubblikati.[pic][pic][pic][pic][pic][pic]

Other interurban roads | 0 | 2 | 7 |

[1] L-Artikolu 11 tad-Direttiva 1999/62/KE

Values in euro cents, 2000

[2] Vignette jew stiker ibbażata fuq ftehim bejn għadd ta’ Stati Membri li tagħti aċċess għan-netwerk fit-territorju ta’ xulxin – għalhekk it-terminu ‘Eurovignette’.

Source: Estimated from the "Handbook on the estimation of external cost in the transport sector", table 7 [24]

[3] Proposta għall-Direttiva tal-Kunsill li temenda d-Direttiva 2003/96/KE fir-rigward tal-gas oil li jintuża bħala fjuwil tal-magna għal skopijiet kummerċjali, COM(2007)52 finali.

Time period A is an off peak period with stable flow of traffic

[4] Proposta għal Direttiva li temenda d-Direttiva 1999/62/KE, COM(2003) 448 finali

Time period B is a peak period or close to peak period with unstable flow of traffic

[5] Proposta għal Direttiva tal-Kunsill dwar l-iċċarġjar tal-vetturi ta’ merkanzija tqila għall-użu ta’ ċertu infrastruttura, COM (1996) 331 finali.

Time period C is an extreme peak period with forced or breakdown flow of traffic

[6] Is-sommarju tal-kontribuzzjonijiet li waslu u rapport tas-smigħ huma disponibbli fuq is-sit elettroniku li ġej: http://ec.europa.eu/transport/road/consultations/road_market_en.htm

All parameters, data and other information necessary to understand how the chargeable congestion cost is calculated shall be made public.

[7] “ Handbook on the estimation of external cost in the transport sector ” http://ec.europa.eu/transport/costs/handbook/index_en.htm.

[1] Article 11 of amended Directive 1999/62/EC

[8] …

[2] A vignette or sticker based on an agreement between several Member States which gives access to the network on each other’s territory — hence the term ‘Eurovignette’.

[9] …

[3] Proposal for a Council Directive amending Directive 2003/96/EC as regards gas oil used as motor fuel for commercial purposes, COM(2007)52 final.

[10] …

[4] Proposal for a directive amending Directive 1999/62/EC, COM(2003) 448 final

[11] ĠU L 187, 20.7.1999, p. 42. Id-Direttiva kif emendata l-aħħar bid-Direttiva tal-Kunsill 2006/103/KE (ĠU L 363, 20.12.2006, p. 344).

[5] Proposal for a Council Directive on charging heavy goods vehicles for the use of certain infrastructure, COM (1996) 331 final.

[12] ĠU L 166, 30.4.2004, p. 124.

[6] The summary of the contributions received and a report of the hearing are available on the following website: http://ec.europa.eu/transport/road/consultations/road_market_en.htm.

[13] OJ L 296, 21.11.1996, p. 55. Id-Direttiva kif emendata bir-Regolament (KE) Nru 1882/2003 tal-Parlament Ewropew u tal-Kunsill (ĠU L 284, 31.10.2003, p. 1).

[7] “Handbook on the estimation of external cost in the transport sector”: http://ec.europa.eu/transport/costs/handbook/index_en.htm.

[14] ĠU L 189, 18.7.2002, p. 12.

[8] …

[15] ĠU L 283, 31.10.2003, p. 51. Id-Direttiva kif emendata l-aħħar bid-Direttiva 2004/75/KE (ĠU L 157, 30.04.2004, p. 100).

[9] …

[16] ĠU L 210, 31.7.2006, p. 25-78.

[10] …

[17] ĠU L 184, 17.7.1999, p. 23. Id-Deċiżjoni kif emendata l-aħħar bid-Deċiżjoni 2006/512/KE (ĠU L 200, 22.7.2006, p. 11).

[11] OJ L 187, 20.7.1999, p. 42. Directive as last amended by Council Directive 2006/103/EC (OJ L 363, 20.12.2006, p. 344).

[18] ĠU L 370, 31.12.1985 p. 8, kif emendat l-aħħar bir-Regolament tal-Kummissjoni (KE) Nru 432/2004 (ĠU L 71, 10.3.2004, p. 3).

[12] OJ l 166, 30.4;2004, p. 124;

[19] Il-Metodoloġija ta’ l-Aġenzija Ewropea għall-Ambjent http://reports.eea.europa.eu/EMEPCORINAIR5/

[13] OJ L 296, 21.11.1996, p. 55. Directive as amended by Regulation (EC) No 1882/2003 of the European Parliament and of the Council (OJ L 284, 31.10.2003, p. 1).

[20] http://ec.europa.eu/transport/costs/handbook/index_en.htm.

[14] OJ L 189, 18.7.2002, p. 12.

[21] Idem

[15] OJ L283, 31.10.2003, p.51. Directive as last amended by Directive 2004/75/EC (OJ L 157, 30.04.2004, p.100).

[22] Idem

[16] OJ L 210, 31.7.2006, p. 25–78

[23] Idem

[17] OJ L 184, 17.7.1999, p. 23. Decision as amended by Decision 2006/512/EC (OJ L 200, 22.7.2006, p. 11).

[24] Idem

[18] OJ L 370, 31.12.1985, p. 8, as last amended by Commission Regulation (EC) No 432/2004 (OJ L 71, 10.3.2004, p. 3).

[19] Methodology of the European Environmental Agency http://reports.eea.europa.eu/EMEPCORINAIR5/.

[20] http://ec.europa.eu/transport/costs/handbook/index_en.htm.

[21] Idem

[22] Idem

[23] Idem

[24] Idem

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