16 Amendments of Ivan DAVID related to 2021/2046(INI)
Amendment 10 #
Draft opinion
Recital A a (new)
Recital A a (new)
Aa. whereas the synergy among various individual and collective modes of transport must be maintained in order to meet the needs of people in the EU, and whereas the wide variety of professions and places in which people live should be taken into account in order to move away from an approach to transport that is centred around metropolitan areas;
Amendment 23 #
Draft opinion
Recital A b (new)
Recital A b (new)
Ab. whereas the difficult economic and social context resulting from the pandemic has plunged the various transport-related sectors into a deep crisis; whereas there is therefore a need to proceed with the utmost caution when introducing binding measures;
Amendment 34 #
Draft opinion
Recital A c (new)
Recital A c (new)
Ac. whereas in 2019, according to the European Automobile Manufacturers’ Association, less than 1% of European motorists used electric or hybrid vehicles1a; _________________ 1aACEA Report Vehicles in use Europe 2019, 2019 www.acea.be/uploads/publications/ACEA _Report_Vehicles_in_use- Europe_2019.pdf
Amendment 37 #
Draft opinion
Recital A d (new)
Recital A d (new)
Ad. whereas the binding measures that are piling up in the field of mobility and the ever-closer deadlines being set are creating a climate of uncertainty both for the public and for manufacturers and policymakers in the Member States;
Amendment 40 #
Draft opinion
Recital A e (new)
Recital A e (new)
Ae. whereas this strategy cannot overlook genuine dialogue involving, as a priority, people with the lowest incomes, the least well-served regions and professionals who depend on various types of transport;
Amendment 49 #
Draft opinion
Paragraph 1
Paragraph 1
1. Takes note of the Commission’s communication entitled ‘Sustainable and Smart Mobility Strategy – putting European transport on track for the future’ and points out shortcomings that need to be overcome; stresses that the sector’s potential to reduce its emissions is greatly dependent on investment in environmentally sustainable public transport systems, which must give rise to a paradigm shift in mobility, which is overly focused ; points out, furthermore, that the success of the sustainable and smart mobility strategy hinges upon the issue of alternative-energy distribution lindividual transportked to the rollout of a sufficient number of charging points across the TEN-T network;
Amendment 61 #
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Regrets the fact that 2035 has been set as the deadline beyond which no new internal combustion vehicles may be sold; emphasises that this measure is expensive and does not take into account the public’s budgets and needs; points out that half of the vehicles that will be on the world’s roads in the next decade are already in circulation and will mostly be fully powered by internal combustion;
Amendment 69 #
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1b. Emphasises that there is an imbalance between the significant financial and legal constraints on individual transport and the relative impunity of air transport and shipping; calls for this imbalance to be addressed via a transition to financial incentives for individual transport and stricter measures for air transport and shipping;
Amendment 109 #
Draft opinion
Paragraph 2
Paragraph 2
2. Takes the view that a sustainable mobility strategy must encompass all methods of transport, increasing the modal share of the most sustainable means of transport, as well as the different levels of travel – local, regional, national and international – and should be inextricably linked to suitable spatial planning and land use; underlines the particular challenges of mobility in urban areas and advocates a public transport pricing policy that incentivises greater use thereof, and which is based on ongoing discussions among transport operators, passengers’ associations and regions to tailor the transport on offer to suit the layout of the region concerned;
Amendment 120 #
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Points out that transferring transport services to private operators often results in the profits being privatised, the losses being nationalised, and no improvement in services in remote areas;
Amendment 152 #
Draft opinion
Paragraph 3
Paragraph 3
3. Takes the view that the decarbonisation of societies can be facilitated by shortening production- consumption circuits, reducing the impact of long distribution chains and promoting local production, and that there is therefore a need to focus on an energy transition incentive policy based on consultation with businesses and professional organisations, rather than one that is systematically based on the punitive ‘polluter pays’ principle, which forms the basis for the Eurovignette, for example;
Amendment 156 #
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Points out that the switch to electric cars addresses only a tiny proportion of the pollution caused by cars, as it cannot solve the problem of embodied energy, i.e. the energy consumed throughout the life cycle of a material; points out that motor manufacturing requires fossil fuels for the plastic parts and tyres, hydrocarbons for air conditioning and metal for bodywork, no matter how the engine is powered;
Amendment 162 #
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Points out that the resources needed to produce electric batteries are rare metals mined in the Global South, that such mining generates unsustainable pollution and consumption, including excessive water consumption, the pollution of nearby farms and air pollution, and that it brings with it the risk of shortages of these metals in the future;
Amendment 165 #
Draft opinion
Paragraph 3 c (new)
Paragraph 3 c (new)
3c. Emphasises that there is a risk that a shift to mostly electric mobility could automatically cause an increase in demand for energy, mobilising the generation of electricity from fossil fuels;
Amendment 166 #
Draft opinion
Paragraph 3 d (new)
Paragraph 3 d (new)
3d. Emphasises the need to promote a range of alternatives to fossil fuels other than the electric engine; in that context, encourages the scientific efforts being made to develop engines that run on hydrogen and synthetic fuels; emphasises the significant progress made with regard to the internal combustion engine in recent years, both in cutting fuel consumption and in reducing emissions of pollutants;
Amendment 169 #
4. Advocates that the objective of global emissions reduction in the transport sector should be grounded in a regulatory approach that is no longer exclusively focused on market-based instruments, makes each economic agent responsible, involves the privatisation of transport companies only as a last resort and paves the way for the rapid dissemination of the best available technologies.