On October 24, 2011, the United States House of Representatives approved H.R. 2594, the “European Union Emissions Trading Scheme Prohibition Act". If passed by the Senate and signed by the President, the bill would force the Department of Transportation to bar U.S. airline operators from complying with the European Union’s Emissions Trading Scheme (ETS).
In judgement of Nov. 2, 2011 the German Supreme Court (BGH) held that insolvency protection pursuant to Art. 7 PTD also covers the repayment of the travel price if the organiser had cancelled the package trip before going bust. Neither Art. 7 PTD nor German law would require a causal connection between the insolvency of the organiser and the cancellation of the trip. Due to clear wording of Art. 7 PTD in this regard, the BGH saw no reason to file a reference for preliminary ruling to the ECJ.
The EU Emissions Trading Scheme Directive (2003/87/EC) established a scheme for greenhouse gas emission trading within the European Union. In 2008 the European Parliament and the European Council adopted the EU Aviation Emissions Trading Scheme Directive (2008/101/EC) to bring aviation activities within the scope of the EU scheme. Under the latter directive, from January 1 2012, all aircraft that arrive or depart from EU airports will be subject to a cap on their carbon dioxide emissions.
Results of the 2010 sweep websites selling tickets to cultural and sporting events are positive, the Commission announced on 29 Sept. 2011: 88% of the websites checked for breach of EU consumer rules are now in line compared to only 40% in 2010.
This sector was chosen after European Consumer Centres received numerous complaints.
Preliminary ruling before ECJ lodged by Audiencia Provincial de Barcelona (national reference: QP/07238-A9, decision as of June 15, 2011): C-410/11 (Pedro Espada Sánchez ea/Iberia) Questions referred (1) Must the limit of 1 000 Special Drawing Rights per passenger, laid down in Article 22 of the Montreal Convention for the Unification of Certain Rules for International Carriage by Air, concerning the liability of the carrier in the case of destruction, loss or damage of baggage, considered in conjunction with Article 3(3) of that convention, be interpreted as a ma