717 Amendments of José Ramón BAUZÁ DÍAZ
Amendment 10 #
2023/2129(DEC)
Draft opinion
Paragraph 3
Paragraph 3
3. Highlights the decrease, compared to 2021, in funding for calls for proposals under the CEF Transport 2022 funding instrument on projects targeting new, upgraded and improved European transport infrastructure; takes notice that the CEF Transport 2022 calls that were launched during the 3rd quarter of 2022 opened additional funding possibilities with an extra EUR 6 bln. of EU co-funding; recognizes the achievement that in 2022, the CEF reached its full implementation phase;
Amendment 10 #
2023/2129(DEC)
Draft opinion
Paragraph 3
Paragraph 3
3. Highlights the decrease, compared to 2021, in funding for calls for proposals under the CEF Transport 2022 funding instrument on projects targeting new, upgraded and improved European transport infrastructure; takes notice that the CEF Transport 2022 calls that were launched during the 3rd quarter of 2022 opened additional funding possibilities with an extra EUR 6 bln. of EU co-funding; recognizes the achievement that in 2022, the CEF reached its full implementation phase;
Amendment 20 #
2023/2129(DEC)
Draft opinion
Paragraph 6
Paragraph 6
6. Takes notice of the adoption by the Commission of an amended proposal, in line with its ‘Solidarity Lanes’, for the revised TEN-T Regulation in June 2022, which aims to strengthen the links with Ukraine and the Republic of Moldova, by extending four European Transport Corridors to these neighbouring countries;
Amendment 20 #
2023/2129(DEC)
Draft opinion
Paragraph 6
Paragraph 6
6. Takes notice of the adoption by the Commission of an amended proposal, in line with its ‘Solidarity Lanes’, for the revised TEN-T Regulation in June 2022, which aims to strengthen the links with Ukraine and the Republic of Moldova, by extending four European Transport Corridors to these neighbouring countries;
Amendment 24 #
2023/2129(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Welcomes the Action Plan on Military Mobility 2.0 presented by the Commission, that addresses the emerging threats and challenges within the evolving security landscape, thereby expanding the scope of Military Mobility;
Amendment 24 #
2023/2129(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Welcomes the Action Plan on Military Mobility 2.0 presented by the Commission, that addresses the emerging threats and challenges within the evolving security landscape, thereby expanding the scope of Military Mobility;
Amendment 34 #
2023/2129(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Recalls the Court’s Special Report 27/2021 “EU Support to tourism – Need for a fresh strategic orientation and a better funding approach”; recalls the Court’s recommendation to the Commission to set out a consolidated new strategy for the EU tourism ecosystem in cooperation worder to develop an effective tourism agenda for 2030; underlines the Commission’s responsibilithy the Member States in order to develop an effective tourism agenda for 2030o promote and support Member States in implementing selection procedures for ERDF-funded tourism investments, in accordance with the strategic agenda;
Amendment 34 #
2023/2129(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Recalls the Court’s Special Report 27/2021 “EU Support to tourism – Need for a fresh strategic orientation and a better funding approach”; recalls the Court’s recommendation to the Commission to set out a consolidated new strategy for the EU tourism ecosystem in cooperation worder to develop an effective tourism agenda for 2030; underlines the Commission’s responsibilithy the Member States in order to develop an effective tourism agenda for 2030o promote and support Member States in implementing selection procedures for ERDF-funded tourism investments, in accordance with the strategic agenda;
Amendment 35 #
2023/2129(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Welcomes the Special report 13/2022 “Free movement in the EU during the COVID-19 pandemic - Limited scrutiny of internal border controls, and uncoordinated actions by Member States”1a; urges both the Commission and the Member States to diligently implement the recommendations delineated therein, including closer scrutiny of border controls, the establishment of streamlined procedures for data collection on restrictions, and the provision of more actionable guidance on implementation; further recalls the role of the ECDC in enhancing the oversight of the implementation of its guidance; _________________ 1a https://www.eca.europa.eu/Lists/ECADoc uments/SR22_13/SR_free-movement- phase-I_EN.pdf
Amendment 35 #
2023/2129(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Welcomes the Special report 13/2022 “Free movement in the EU during the COVID-19 pandemic - Limited scrutiny of internal border controls, and uncoordinated actions by Member States”1a; urges both the Commission and the Member States to diligently implement the recommendations delineated therein, including closer scrutiny of border controls, the establishment of streamlined procedures for data collection on restrictions, and the provision of more actionable guidance on implementation; further recalls the role of the ECDC in enhancing the oversight of the implementation of its guidance; _________________ 1a https://www.eca.europa.eu/Lists/ECADoc uments/SR22_13/SR_free-movement- phase-I_EN.pdf
Amendment 38 #
2023/2129(DEC)
Draft opinion
Paragraph 8 b (new)
Paragraph 8 b (new)
8 b. Acknowledges that 2022 was the inaugural year of the implementation of the New EU Urban Mobility Framework, an integral component of the Efficient and Green Mobility package; notes that DG MOVE has taken proactive measures, including the establishment of a reformed Commission expert group on urban mobility, and prepared the Commission’s Recommendation on National Support Programmes for Sustainable Urban Mobility Planning; welcomes the fact that throughout 2022, a series of meticulously organized communication events were executed with the express purpose of advancing awareness on and understanding of Urban Mobility initiatives;
Amendment 38 #
2023/2129(DEC)
Draft opinion
Paragraph 8 b (new)
Paragraph 8 b (new)
8 b. Acknowledges that 2022 was the inaugural year of the implementation of the New EU Urban Mobility Framework, an integral component of the Efficient and Green Mobility package; notes that DG MOVE has taken proactive measures, including the establishment of a reformed Commission expert group on urban mobility, and prepared the Commission’s Recommendation on National Support Programmes for Sustainable Urban Mobility Planning; welcomes the fact that throughout 2022, a series of meticulously organized communication events were executed with the express purpose of advancing awareness on and understanding of Urban Mobility initiatives;
Amendment 51 #
2023/2059(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas, while welcoming the extension of the EU emission trading system (ETS) to the maritime sector, attention should be paid to the negative effects - both in terms of decreasing competitiveness of EU ports and increasing carbon leakages - of evasive behaviours caused by the potential relocation of transhipment activities to ports outside of the Union;
Amendment 239 #
2023/2059(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Calls on the Commission, in light of the extension of the EU emission trading system (ETS) to the maritime sector, to assess without delay the risks of transfer of container transshipment activities to non-EU ports, and to propose any necessary measure to ensure parity of treatment between EU and non-EU neighbouring ports, including in the context of deep-sea intercontinental voyages, in view to avoid evasive behaviours, prevent carbon leakage and ensure fair competition;
Amendment 84 #
2023/0265(COD)
Proposal for a directive
Recital 12
Recital 12
(12) The artificial barriers to the cross- border transport of heavier lorries primarily used in long distance transport (such as vehicle combinations with 5 and 6 axles), should be removed in a harmonised way to take advantage in the short term of the operational, energy and environmental efficiency linked to the greater loading capacity granted by the Member States, including for intermodal transport. To effectively drive the transition towards zero-emission mobility, it is necessary to phase out the use of such heavier lorries running on fossil fuels, as of 2035, when the market penetration of zero-emission HDVs is projected to increase significantly up to around 50% of new HDV registrationevaluate as of 2032 whether the state of the technology developments in the markets allows to phase out the use of such heavier lorries running on fossil fuels. After the phasing out, heavier lorries should continue to be allowed in national traffic while, in international traffic, they should comply with the maximum authorised weights set up in Annex I to Directive 96/53/EC, which limits the extra weight allowance to zero-emission vehicles and to vehicles involved in an intermodal transport operation.
Amendment 84 #
2023/0265(COD)
Proposal for a directive
Recital 12
Recital 12
(12) The artificial barriers to the cross- border transport of heavier lorries primarily used in long distance transport (such as vehicle combinations with 5 and 6 axles), should be removed in a harmonised way to take advantage in the short term of the operational, energy and environmental efficiency linked to the greater loading capacity granted by the Member States, including for intermodal transport. To effectively drive the transition towards zero-emission mobility, it is necessary to phase out the use of such heavier lorries running on fossil fuels, as of 2035, when the market penetration of zero-emission HDVs is projected to increase significantly up to around 50% of new HDV registrationevaluate as of 2032 whether the state of the technology developments in the markets allows to phase out the use of such heavier lorries running on fossil fuels. After the phasing out, heavier lorries should continue to be allowed in national traffic while, in international traffic, they should comply with the maximum authorised weights set up in Annex I to Directive 96/53/EC, which limits the extra weight allowance to zero-emission vehicles and to vehicles involved in an intermodal transport operation.
Amendment 174 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – new subparagraph
Article 4 – paragraph 4a – new subparagraph
From 1 January 2040, where Member States allow the circulation in their territories of vehicles or vehicle combinations of European Modular Systems (EMS) engaged in international traffic, they shall evaluate whether the state of the technology developments in the markets allows phasing out the use of such EMS running on fossil fuels.
Amendment 174 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – new subparagraph
Article 4 – paragraph 4a – new subparagraph
From 1 January 2040, where Member States allow the circulation in their territories of vehicles or vehicle combinations of European Modular Systems (EMS) engaged in international traffic, they shall evaluate whether the state of the technology developments in the markets allows phasing out the use of such EMS running on fossil fuels.
Amendment 415 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point h
Article 9 – paragraph 2 – point h
(h) two years after a driving licence, granted for category B, was issued for the first time, it shall be valid for driving the alternatively fuelled vehicles referred to in Article 2 of Council Directive 96/53/EC63 and for driving motor caravans as defined in Annex I, Part A, point 5.1 to Regulation (EU) 2018/858 with a maximum authorised mass above 3 500 kg but not exceeding 4 250 kg without a trailer. __________________ 63 Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorised dimensions in national and international traffic and the maximum authorised weights in international traffic (OJ L 235, 17.9.1996, p. 59).
Amendment 1 #
2023/0000(BUD)
Draft opinion
Recital A
Recital A
A. whereas the transport sector is essential for the Union’s economic and social development and cohesion and for ensuring mobility, accessibility and connectivity for all citizens and all regions, with particular attention to peripheral, rural, insular and outermost regions and other disadvantaged areas;
Amendment 11 #
2023/0000(BUD)
Draft opinion
Recital C d (new)
Recital C d (new)
C d. whereas tourism is an essential economic activity for the Union and contributes to the growth of many other sectors by more than 10% of the EU´s GDP; whereas tourism accounts for more than 11% of the workforce and plays an important role in promoting employment and social well-being, especially in those EU regions dependent on tourism;
Amendment 22 #
2023/0000(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. Reiterates the crucial role of the Connecting Europe Facility (CEF) for the timely completion of the trans-European network and for support under the Solidarity Lanes; strongly regrets the decrease in the CEF-transport budget commitments for 2024 compared to 2023; criticises the reallocation of funds from CEF to areas such as the Chips Act and the Commission’s executive communication budget and calls the Commission to reverse the reallocation; highlights that any new European policy needs to come with a new allocated budget and not a reshuffling of funds within the current MFF; remarks that the oversubscription of CEF funding, and the exhaustion of allocated funding justifies a frontloading of funding for CEF to avoid shortfalls;
Amendment 23 #
2023/0000(BUD)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Criticises the lack of increase on the contribution from Connecting Europe Facility (Transport) for military mobility commitments, in light of the Russia's war of aggression against Ukraine; believes that the envelop needs to be further reinforced to strengthen the Union’s security especially in the border-crossing points with Ukraine and Moldova; asks, the Commission and the Member States to further explore and present solutions to increase the military mobility budget line;
Amendment 26 #
2023/0000(BUD)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Stresses that the legislative tools adopted to develop and introduce sustainable fuels in the aviation and maritime sector are not matched by the appropriate financial support, in this respect regrets the decreased budget for Clean Aviation Joint Undertaking;
Amendment 28 #
2023/0000(BUD)
Draft opinion
Paragraph 5
Paragraph 5
5. Recalls the modal shift to rail targets set within the Sustainable and Smart Mobility Strategy and stresses the importance of this being reflected in the budget; highlights also the need to prioritise investments in sustainable and smart modes of transport and in the deployment of alternative fuel infrastructure throughout the Union;
Amendment 30 #
2023/0000(BUD)
Draft opinion
Paragraph 6
Paragraph 6
6. Welcomes the increase in the budget contributions to the Union transport agencies - European Maritime Safety Agency (EMSA), European Union Agency for Railways (ERA) and European Union Aviation Safety Agency (EASA) - but reiterates that the funding for these agencies should match their level of responsibility, such new tasks as the support to the uptake of sustainable aviation and maritime fuels, and the EU’s transport policy objectives; remarks that funding for ERA should be increased to more closely match that of EMSA and EASA., especially for the implementation of the TEN-T network, particularly with regard to cross-border interoperability, improving safety, increasing competitiveness and the deployment of the ERTMS;
Amendment 31 #
2023/0000(BUD)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Recalls that any new legislation applying to the transport sector, such as the European Green Deal and in particular the Sustainable and Smart Mobility Strategy, implies additional responsibilities for the Union transport agencies; reiterates that adequate financing of the those agencies is much more needed taking into account their work and contribution to the decarbonisation of the Union’s transport industry;
Amendment 32 #
2023/0000(BUD)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Regrets that yet again there is no proposal on tourism, in spite of the long- lasting and regular calls by the European Parliament; reiterates moreover its call for the creation of a European agency for tourism;
Amendment 7 #
2022/2132(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Notes that for Horizon 2020 payments, the Undertaking reported a representative error rate of 0.7 % and a residual error rate of 0.6 % for Horizon 2020 projects, well below the materiality threshold;
Amendment 12 #
2022/2132(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Recalls the strategic role of the Undertaking regarding the decarbonisation of the aviation sector, many of their projects being focused on harnessing digital technology in order to support the transition towards a greener aviation sector;
Amendment 1 #
2022/2126(DEC)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Welcomes the introduction of the digital signature; encourages the Undertaking to work towards further digitalisation;
Amendment 3 #
2022/2126(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Notes that the follow up on the Court of Auditors' 2020 recommendation regarding the use of interim staff is still outstanding; calls on the Undertaking to address the issue as soon as possible; as this situation creates instability and significant risks for the Undertaking; notes that the implementation of the Undertaking's research and innovation agenda cannot be realized with this level of statutory staffing;
Amendment 5 #
2022/2126(DEC)
Draft opinion
Paragraph 5
Paragraph 5
5. Commends the strong SME involvement in terms of participation (29% of the total number of participations in funded projects - 555 out of 1887) and the high level of success of SME applicants (43%); recalls that the Undertaking creates new opportunities for SMEs;
Amendment 6 #
2022/2126(DEC)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Highlights the essential role played by the Undertaking ensuring aviation sector's involvement in the European Green Deal;
Amendment 15 #
2022/2126(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Salutes the progress of the Undertaking in R&D related to technologies for engine manufacturing and SAF and calls to further intensify the research on the electrification of aviation but also on the use of hydrogen in order to contribute to the greening of aviation by technological advancements; calls on the Commission to provide sufficient funding to implement those new technologies via retrofitting and renewal schemes.
Amendment 19 #
2022/2126(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Welcomes the continued implementation of the Undertaking’s Anti-Fraud Strategy; calls the Undertaking to follow OLAF recommendations in order to avoid cases of fraud;
Amendment 6 #
2022/2097(DEC)
Draft opinion
Paragraph 9
Paragraph 9
9. Welcomes the continuation, in cooperation with global partners and industry, of the EASA Sustainable Aviation Programme (2020 - 2024) focusing efforts towards achieving a cleaner, quieter and more sustainable aviation system; salutes in particular, in 2021 the developments towards the uptake of Sustainable Aviation Fuels (SAF); welcomes in particular the Agency's efforts to accelerate work towards the electrification of aviation and the use of hydrogen; calls on providing sufficient funding and incentives for further research and development of SAF to make them more efficient and affordable and to enhance and open their market ;
Amendment 14 #
2022/2097(DEC)
Draft opinion
Paragraph 11
Paragraph 11
11. Welcomes the progress of the Military Programme (2020 - open end) and highlights the role of the Agency within the European military mobility; calls on increasing the EU budget line for military mobility; calls for a rapid and substantial increase of the budget allocation for Military Mobility
Amendment 16 #
2022/2097(DEC)
Draft opinion
Paragraph 11 a (new)
Paragraph 11 a (new)
11 a. Notes the observation made by the Court of Auditors regarding non- compliance with Article 16 of the Staff Regulations which requires a list of the cases assessed concerning potential conflict of interest and a consultation of the Joint Committee; Calls the Agency to complete corrective action and to cover the risk of conflict of interest; Notes EASA’s reply stating that there was been a thorough evaluation;
Amendment 54 #
2021/2188(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. CHighlights that maritime transport is a key for international connectivity, for the European economy and for their regions; stresses the importance of enhancing the role of ports and the need of investments in smart infrastructures, as well as the development and management of ports, which should enable further capacities to accommodate trade growth; calls on the Commission to promote the establishment of maritime transport partnerships with the private sector in order toat EU and international level in order to address the current international trade and supply chain challenges, improve innovation and strengthen competitiveness;
Amendment 63 #
2021/2188(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Calls on the Commission and Member States to invest in ports located along the EU coast to focus on missing connections with the hinterland, with the overall objective of making transport more resilient and turning ports into logistic platforms and strategic clusters for multi-modal transport, energy generation, storage and distribution as well as tourism.
Amendment 77 #
2021/2188(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls on the Commission and the Member States to complete priority projects within the Trans-European Transport Network (TEN-T), in particular projects involving the Atlantic, the Mediterranean and cross-border areas and paying particular attention to special needs regarding connectivity and accessibility for peripheral, islands and outermost regions, while promoting the full development of the TEN-T motorways of the sea and the connection of islands to the mainland;
Amendment 86 #
2021/2188(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Highlights that fostering the blue economy is key to reviving the economy as a whole and restoring the economic and social aspects of several sectors, such as transport and tourism among others, severely affected by the COVID-19 pandemic;
Amendment 101 #
2021/2188(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Furthermore, calls on the Commission to align all blue economy objectives in one hand with the Green Deal ambitions, such as the decarbonisation of the maritime sector, sustainability, the protection of the biodiversity, and on other hand with the recovery and resilience plans;
Amendment 105 #
2021/2188(INI)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Calls on the Commission to conduct a broad consultation of regional and local authorities and all related stakeholders, should be a precondition, which would allow for tailor made solutions for local and regional communities;
Amendment 17 #
2021/2156(DEC)
7 a. Highlights the role of the Undertaking in contributing to the objectives of the European Green Deal; welcomes in this respect, the research and innovation efforts of the Shift2Rail to achieve more sustainable, digital, competitive, reliable and attractive railway system to Europe;
Amendment 18 #
2021/2156(DEC)
Draft opinion
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Believes that the successor of the Shift2Rail should include in the research programme joint work with other modes of transport to pave the way towards seamless and integrated transport and calls on the Shift2Railsuccessor to take further automation and digitalisation as one of its priorities;
Amendment 10 #
2021/2155(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Points out that one of the main achievements of the Undertaking includes the free routing to reduce flight and fuel emissions; believes its successor, should further contribute to the sustainability of the aviation sector in line with the objectives of the Green Deal; believes moreover that the successor should contribute making the aviation market more flexible and resilient to traffic fluctuations, establishing the Single European Sky as the most efficient and environmentally friendly airspace in the world;
Amendment 10 #
2021/2149(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Recognises that the aviation industry is fully committed to climate neutrality by 2050 and recalls the essential role played by the Undertaking to ensure net accelerations in green technologies aiming at reducing CO2 gas emissions and noise levels produced by aircrafts; believes that its successor, Clean Aviation, will play important role ensuring aviation sector's involvement in the European Green Deal;
Amendment 10 #
2021/2121(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Notes the implications of the Agency to assist the EU and Member States in facilitating travel and freedom of movement across the EU during 2020; welcomes its Aviation Health Safety Protocols providing clear operational guidance and risk-based recommendations for air travel; and calls the European Commission to cooperate and work together with the Agency to maintain an urgent alignment and coordination in Member States’ response to the current epidemiological situation based on an individual risk-based approach rather than the country-to- country approach and link to the continued use of the EU Digital COVID Certificate;
Amendment 8 #
2021/2106(DEC)
Draft opinion
Paragraph 5
Paragraph 5
5. Welcomes the fact that, in 2020, the 2019 multi annual call for proposals under the Connecting Europe Facility (CEF) was successfully completed, selecting 125 projects with an overall contribution of more than EUR 2 billion; notes, however, the need to improve the level of awareness of the CEF eligibility rules among the beneficiaries;
Amendment 12 #
2021/2106(DEC)
Draft opinion
Paragraph 6
Paragraph 6
6. Regrets the low implementation rate of CEF during the 2014-2020 period: calls on Member States to significantly speed up investments, and on the Commission to step up its monitoring in view of the urgent need for infrastructure investment in order to facilitate a swift recovery from the Covid-19 crisis; is concerned that a significant under- execution of payments for transport infrastructure financed by the Cohesion Fund contribution to CEF for 2021 is expected, and that implementation delays and decommitment of funds might occur; calls on the Commission to ensure the long-term and coherent planning of commitments and calls and to enhance the link between funding and the achievement of projects milestones in order to ensure the timely completion of the core TEN-T networks; notes the need to prioritize the global network when using the ESIF available for road projects in complementarity to the core network
Amendment 17 #
2021/2106(DEC)
Draft opinion
Paragraph 7
Paragraph 7
7. Welcomes the positive evaluation of the Trans-European Transport Network (TEN-T) policy progress and the agreement on the Streamlining Directive, which will play a key role in accelerating pre-identified cross-border projects on the core network; notes however that there are bottlenecks along the corridors where more focus is needed to guarantee connectivity and timely completion of the core network by 2030; is concerned that phased and new projects along the TEN-T network are at risk due delays in adoption of partnership agreements and cohesion programmes for the 2021-2027 period; therefore, invites the European TEN-T Coordinators to conduct a thorough assessment of the projects completed and the improvements achieved along the TEN-T corridors under the current programming period, and to present it to the Commission and the Parliament; furthermore, asks the Commission to propose a new result- oriented mechanism including short, mid and long-term planning and technical assistance, to increase the added value of European Funds and to ensure that Member States will meet the 2030 and 2050 completion targets, respectively for the core and comprehensive networks;
Amendment 26 #
2021/2106(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Stresses that the COVID-19 pandemic placed transport and tourism in Union under an unprecedented pressure and welcomescalls on the Commission’s efforts to provide relief to the sectors and financing using the Coronavirus Response Investment Initiatives (CRII and CRII+), CEF, RRF, Cohesion Fund, InvestEU, ERDF to further develop its mechanism and tools providing awareness and information to citizens and stakeholders on the tourism and transport projects it funds under the European Regional development Fund and cohesion Funds”;
Amendment 31 #
2021/2106(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Reiterates the Parliament’s request for the creation of a new budgetary line for Tourism, in order to finance a tourism fit for the future, digitalized and sustainable;
Amendment 16 #
2021/2075(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. -1b. Points out that the transport sector has been among the most severely hit by the COVID-19 pandemic outbreak, stresses however that the transport sector has played a vital role in maintaining essential connectivity and in delivering the critical goods and services;
Amendment 45 #
2021/2075(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls for a revision of the Commission guidelines on developing and implementing sustainable urban mobility plans to include a new objective to improve the resilience of mobility systems in case of rapid fluctuations in mobility demandRecalls that the EU has actively promoted the concept of sustainable urban mobility planning for several years and is committed to supporting national, regional and local authorities during the process of developing and implementing Sustainable Urban Mobility Plans(SUMPs), including through funding instruments and technical expertise; calls for a revision of the Commission guidelines on developing and implementing sustainable urban mobility plans to include a new objective to improve the resilience of mobility systems in case of rapid fluctuations in mobility demand; calls furthermore to include provisions on reinforced cooperation, information exchange and sharing of best practices among municipalities to improve public and private transport management and increase the level of satisfaction of transport users in urban areas;
Amendment 54 #
2021/2075(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Calls on the Commission to come up with proposals, in its upcoming revised Urban Mobility Package, to accelerate the digitalisation of urban mobility, in order to deploy Mobility-as-a-Service (MaaS) and to ensure the introduction of digital ticketing payments, integrated tickets, digitalisation of operations, such as touchless buttons and the sharing of real- time mobility flows;
Amendment 66 #
2021/2075(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Recognises that urban logistics are an essential public service, such as postal, delivery vehicles and garbage trucks, are an essential public service which increased demand requires new space for more frequent and safe stops of logistics operators; calls on local authorities to develop dedicated sustainable urban logistics plans, including clear policies on loading and unloading area, that integrate freight into the planning of more dynamic and flexible uses of curb space;
Amendment 74 #
2021/2075(INI)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4 b. Recalls that for the 2014-2020 period, the EU, provided some €16.5 billion for urban mobility, mainly for clean transport (metro and tramway), but also for cycle paths and intelligent transport systems; stresses such EU- funded projects should always be based on comprehensive multi-annual urban mobility strategies;
Amendment 79 #
2021/2075(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Calls on the Member States and local authorities to reassess their investments in urban mobility and to give priority to digital infrastructure that will improve the general experience of all passengers, including people with reduced mobility, and be adapted to the post- COVID-19 needs of transport workers;
Amendment 104 #
2021/2075(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Recalls that the urban tourism has played an essential part in creating the design for urban policies; points out that most of EU cities that have suffered from tourism’s drawbacks following the outbreak of the pandemic and they had to search for new and more sustainable modi operandi to restore tourism, leading to an intense use of new digital technologies, that have allowed to better manage urban spaces and the movement of the urban tourists in order to prevent the formation of large groups and risky situations in the context of pandemic;
Amendment 118 #
2021/2075(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Reiterates that sustainable development and the management of urban tourism need to be fully integrated into the wider urban agenda and calls on the Commission to take tourism into account when drawing the new Urban Mobility Package.
Amendment 2 #
2021/2046(INI)
Motion for a resolution
Citation 1 a (new)
Citation 1 a (new)
— having regard to the sustainability initiative of the European Aviation industry: Destination 2050 – a route to net zero European aviation;
Amendment 22 #
2021/2046(INI)
Motion for a resolution
Recital A
Recital A
A. whereas the Green Deal outlines that the transport sector needs to cut at least 90 %deliver a 90 % reduction of its emissions by 2050;
Amendment 52 #
2021/2046(INI)
Motion for a resolution
Recital E
Recital E
E. whereas road transport is still dominant in freight transport and accounts for more than 73 % of all land transport while rail has only around a 17 % sharen freight accounts for more than 73 % , rail accounts for 17 % and inland waterways a bit more than 5 %;
Amendment 53 #
2021/2046(INI)
Motion for a resolution
Recital E
Recital E
E. whereas road transport is still dominant in freight transport and accounts for more than 73 % of all land transport while rail has only aroundn freight accounts for more than 73 % , rail accounts for a 17 % share and inland waterways a bit more than 5 %;
Amendment 86 #
2021/2046(INI)
Motion for a resolution
Recital H
Recital H
H. whereas the Commission report on the application of Directive 2014/94/EU on the deployment of alternative infrastructure identified shortcomings that could undermine the overall uptake of low and zero- emission vehicles;
Amendment 133 #
2021/2046(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Welcomes the Commission’s sustainable and smart mobility strategy and supports its ambition to achieve a climate- neutral, digitalised, competitive, more resilient and efficient transport sector;
Amendment 143 #
2021/2046(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. CallsNotes that the success of the European Green Deal depends on making transport systems sustainable; calls therefore on the Commission and the Member States to prioritise their support to the sustainable and smart mobility transformation throughboth in the Next Generation EU recovery package and in the national and EU financing programmes;
Amendment 149 #
2021/2046(INI)
Motion for a resolution
Paragraph 2 – point a (new)
Paragraph 2 – point a (new)
(a) Recalls that it is crucial to provide predictability and stability in order to create confidence for all economic actors in transport, including businesses, workers, investors and consumers; takes note of the milestones proposed by the Commission and believes that they should serve as indicative orientations to the overall achievement of the EU Green Deal objectives by 2030 and 2050;
Amendment 150 #
2021/2046(INI)
Motion for a resolution
Paragraph 2 – point b (new)
Paragraph 2 – point b (new)
(b) Believes that the decarbonisation of transport should be carried out in full respect of the principle of technological neutrality, to avoid a lock in effect and to ensure the best technology available, while requiring common technical specifications as well as EU-wide availability for all technologies;
Amendment 156 #
2021/2046(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Recalls the strong lock-in effect due to the long term amortising needed for investments in transport infrastructure, calls on the Commission to ensure that investments already programmed are preserved, at least until the offer has matched the demand during the phase of the transition;
Amendment 165 #
2021/2046(INI)
Motion for a resolution
Paragraph 2 b (new)
Paragraph 2 b (new)
2b. Urges the Commission to propose specific measures to allow for seamless cross-border car rentals in the Union as today’s car rental market is faced with obstacles when encountering high demands in areas as well as when consumers wish to return a rental car in a country different to the pick-up location;
Amendment 170 #
2021/2046(INI)
Motion for a resolution
Paragraph 2 c (new)
Paragraph 2 c (new)
2c. Stresses the importance of transitional fuels for transport modes, especially where no other cost-competitive solution is available yet; in this regard, stresses the potential of liquefied natural gas (LNG) and compressed natural gas (CNG) as a transitional solution, while avoiding fossil fuel lock-ins and stranded assets;
Amendment 182 #
2021/2046(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Welcomes the Commission’s efforts to accelerate the uptake of zero- emission vehicles and zero-emission fuels; calls on the Commission to aim for higher numbers of zero-emission light- and heavy-duty vehicles by 2030 and to propose more stringent CO2 standards and air-pollutant emission standards;low- and zero-emission vehicles and low- and zero- emission fuels
Amendment 205 #
2021/2046(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Highlights the importance of a technology neutral life-cycle approach to the uptake of zero and low-emission vehicles, taking into account the use of raw-materials and recyclability of components;
Amendment 208 #
2021/2046(INI)
Motion for a resolution
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Underlines that the green transition of the transport sector is a gradual process; acknowledges that electrification of heavy duty vehicles is at a very early stage, and that the transport sector will continue to rely on conventional fuels in the short and medium term, and most probably on other low emission fuels such as bio-methane, other sustainable biofuels and Power-to- X, in the long term;
Amendment 230 #
2021/2046(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls on the Commission to propose binding targets for public charging points as well as for hydrogenrecharging and refuelling stations; believes that Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure2 should be transformed into a regulation; _________________ 2OJ L 307 28.10.2014, p. 1.
Amendment 234 #
2021/2046(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Calls on the Commission to ensure alignment of the revision of the Trans- European Transport Network (TEN-T) Regulation, the AFID and the Trans- European Energy Networks (TEN-E) Regulation in order to boost the synergies and to smartly map out and plan charging infrastructure locations;
Amendment 239 #
2021/2046(INI)
Motion for a resolution
Paragraph 4 c (new)
Paragraph 4 c (new)
4c. Believes that the success of the uptake of alternative fuels will also depend on the consumers, in particular on the information, access to the infrastructure, prices, payments system they will be confronted with; calls therefore on the Commission to work closely with the Member States to tackle all these key issues to ensure that consumers will be put at the centre of their national policy frameworks;
Amendment 248 #
2021/2046(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Underlines that low- and zero- emission fuels, such as crenewable and low- carbon hydrogen and synthetic and bio- fuels, should be used in accordance with the ‘energy efficiency first’ principle and a system efficiency approach, mainly for those transport modes where direct electrification is not possible or not yet market-ready;
Amendment 263 #
2021/2046(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Notes that for the moment, an EU energy system having a significant proportion of hydrogen and renewable gases would be more cost-effective than one relying on extensive electrification;
Amendment 266 #
2021/2046(INI)
Motion for a resolution
Paragraph 5 b (new)
Paragraph 5 b (new)
5b. Underlines that connectivity as well as territorial cohesion of remote and rural areas is guaranteed mainly by bus and coach transport; points out that long- distance buses are still more attractive because they are more affordable and available ; urges, therefore, the Commission to fully recognise the importance of bus and coach transport in its approach to sustainable and smart mobility;
Amendment 269 #
2021/2046(INI)
Motion for a resolution
Paragraph 5 c (new)
Paragraph 5 c (new)
5c. Recognises the cultural heritage of historic vehicles. Therefore, urges the Commission to preserve the value of historical vehicles when legislating in the field of transport, in order to safeguard the European historical vehicle fleet;
Amendment 272 #
2021/2046(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls on the Commission to further support industrial alliances like the European Battery Alliance and the European Clean Hydrogen Alliance; stresses that the State aid rules relevant to transport should be revised to enable more public suppwelcomes the Commission's intention to revise the State aid rules relevant to transport to drive the sectort to develop and deploy clean and smart mobility technologies and their related industriesransition to sustainability; calls on the Commission and the Member States to support strategic value chains to achieve strategic autonomy;
Amendment 301 #
2021/2046(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Welcomes the announced proposals on sustainablerenewable and low-carbon fuels for aviation and maritime; underlines that any use of biosustainable fuels needs to meet the EU sustainability criteria, which takes life- cycle greenhouse gas emissions into account;
Amendment 308 #
2021/2046(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls on the Commission to provide incentives for, and support research into and the development and deployment of alternative propulsion systems that, such as the use of direct electricity or, fuel cells in the maritime and aviation sectors, and to support the development of more efficient combustion engines as well as dual fuels engines and turbines;
Amendment 314 #
2021/2046(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Takes note of the important role of seaports in the future of zero-emission mobility. Believes that building zero- emission ports will require a holistic approach in which efforts are shared between stakeholders in the port ecosystem. Stresses the importance of port-specific roadmaps, certification tools and sharing of best practice in order to deliver on the ambition of green ports;
Amendment 335 #
2021/2046(INI)
Motion for a resolution
Paragraph 8 c (new)
Paragraph 8 c (new)
8c. Recognises the potential role of hydrogen in shipping and stresses the role of port infrastructure in supplying and producing hydrogen and renewable electricity for shipping. Underlines that investments are needed in order to future- proof the European port infrastructure;
Amendment 341 #
2021/2046(INI)
Motion for a resolution
Paragraph 8 d (new)
Paragraph 8 d (new)
8d. Welcomes the Commission’s recognition of short sea shipping as a sustainable mode of transport. Underlines that ambitions to increase short sea shipping should be accompanied by a strategy taking into account the necessary investments in port infrastructure and the role of ports as multimodal points in the supply chain;
Amendment 345 #
2021/2046(INI)
Motion for a resolution
Paragraph 8 e (new)
Paragraph 8 e (new)
8e. Believes that Sustainable Aviation Fuels could greatly contribute to achieve net-zero carbon emission in the sector by 2050, if accompanied by clear regulatory measures, transparent sustainable criteria and financial incentives;
Amendment 363 #
2021/2046(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Welcomes the Commission’s idea to offerboost consumers carbon-neutral choices for scheduled collective travel by 2030, but underlines that these choices should beis milestone should not be met at the expenses of collective transport modes for which low and zero- emissions technologies are not available for journeys up to 1 000 kmare at a very early stage;
Amendment 378 #
2021/2046(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Stresses the need to remove bottlenecks, to ensure interoperability and to complete missing cross-border links to improve interurban cross-country connections; urges the Commission take legislative action to ensure that Member States align their national transport plans or programmes to the TEN-T regulation;
Amendment 417 #
2021/2046(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Calls on the Member States to significantly increase their efforts to increase the share of sustainable mobility solutions, such as collective public transport, walking and cycling in urban and rural areas;
Amendment 429 #
2021/2046(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
Amendment 461 #
2021/2046(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Calls on the Commission to recognise that urban road goods transport plays a key role in providing essential services and goods in European cities; Therefore, underlines that it is essential that new initiatives do not harm a seamless supply chain;
Amendment 477 #
2021/2046(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Welcomes the Commission’s continued support to shift freight transport towards rail and inland waterways; regrets the fact that, despite these efforts, the share of road freight transport has increased in recent yearscalls on the Commission to propose mechanisms that would support the modal shift whilst ensuring competitiveness and innovation;
Amendment 535 #
2021/2046(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Welcomes the inclusion of the maritime sector in the EU emissions trading system (ETS) and the planned reduction of allowances allocated for free to the aviation sector; expects the Commission to present an update impact assessment that justifies the inclusion of the maritime transport sector in the EU ETS;
Amendment 562 #
2021/2046(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Insists on the phasing-out of direct and indirect fossil fuel subsidies by 2022 in the Union and in each Member State, and considers the revision of the Energy Taxation Directive as the best possibility to achieve a stable and predictabl; welcomes the initiative to revise the Energy Taxation Directive and transform it into an instrument aligning taxation policies to the energy and climate ctarbon pricegets for 2030 and 2050;
Amendment 572 #
2021/2046(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Highlights the potential of sustainable aviation fuels, especially in the short term; stresses the need to adopt common definitions on sustainable fuels in aviation and implement regulatory measures and financial incentives to boost both production and demand;
Amendment 585 #
2021/2046(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Welcomes the initiative to implement multimodal ticketing, andStresses that the current ticket distribution barriers hamper the multimodal experience of passengers and constitute market access barriers for new companies; welcomes the initiative to implement multimodal ticketing, where access to traffic and travel information is distributed in real time and granted in a non-discriminatory manner and without undue delay; encourages the Commission moreover to include public service obligations stakeholders in the process from the very beginning;
Amendment 600 #
2021/2046(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Welcomes the strategy’s backing of ongoing efforts to further roll out the European Rail Traffic Management System, the Single European Sky initiative, train automation and air traffic management, especially to increase capacity whilst addressing CO2 emissions;
Amendment 606 #
2021/2046(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
Amendment 617 #
2021/2046(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Highlights that all means of digitalisation should be used to decrease greenhouse gas emissions and increase transport safety; believes that it is of vital importance to ensure that every step of digitalisation contributes to a lower overall transport volume and capacity;
Amendment 626 #
2021/2046(INI)
Motion for a resolution
Paragraph 23 a (new)
Paragraph 23 a (new)
23a. Recalls that no mode of transport alone is capable of satisfying all mobility needs; welcomes the Commission’s intention to take action to boost intermodal transport and multimodality; in this respect, call for investments in seamless intermodal links, for instance between airports and the high-speed rail network;
Amendment 652 #
2021/2046(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Notes that the shift towards sustainable and smart mobility requires the sharing of data and proper data-integration and quality of data between all relevant stakeholders;
Amendment 657 #
2021/2046(INI)
Motion for a resolution
Paragraph 24 a (new)
Paragraph 24 a (new)
24a. Stresses that “Mobility as a Service” can contribute to achieving emission reductions in road transport as well as providing a wide range of transport modes for EU citizens; therefore, urges the Commission to present guidelines in the field, ensuring a level playing field between operators;
Amendment 663 #
2021/2046(INI)
Motion for a resolution
Paragraph 25 a (new)
Paragraph 25 a (new)
25a. Welcomes the Commission’s intention to support the deployment of drones and unmanned aircraft and in this respect calls to provide a robust regulatory and technological framework for the safe integration and sustainable exploitation of unmanned aircrafts, taking into account the research and innovation by SESAR Joint Undertaking;
Amendment 666 #
2021/2046(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Welcomes the Commission’s willingness to explore the benefits and possibilities of new transport modes, such as Hyperloop, unmanned aircrafts and autonomous vehicles;
Amendment 689 #
2021/2046(INI)
Motion for a resolution
Paragraph 27 a (new)
Paragraph 27 a (new)
27a. Recalls the situation faced by the whole aviation sector as a result of the Covid-19 pandemic, welcomes the Commission’s proposal to modernise the aviation sector by revising the Air Services regulation, the Airport Slots Regulation, the Airport Charges Directive and the Code of Conduct for computerised reservation systems; believes moreover that these revisions should include preparedness mechanisms for future global disruptions and to reflect on economic, social, sustainable and connectivity aspects of aviation;
Amendment 753 #
2021/2046(INI)
Motion for a resolution
Paragraph 29 a (new)
Paragraph 29 a (new)
29a. Calls for the Commission to recognise and take into account the challenges faced by many transport workers in an inherently international industry;
Amendment 800 #
2021/2046(INI)
Motion for a resolution
Paragraph 32
Paragraph 32
32. Supports the Commission’s efforts to either establish a European Road Safety Agency or task an existing agency with supporting sustainable, safe and smart road transport;
Amendment 9 #
2021/2015(INI)
Motion for a resolution
Citation 9 a (new)
Citation 9 a (new)
– having regard to the Council conclusions of 5 June 2020 on “EU Waterborne Transport Sector – Future outlook: Towards a carbon-neutral, zero accidents, automated and competitive EU Waterborne Transport Sector”1b, _________________ 1b Document 7976/20
Amendment 13 #
2021/2015(INI)
Motion for a resolution
Citation 10 a (new)
Citation 10 a (new)
– having regard to the Council conclusions of 15 November 2018 on Inland Waterway Transport – “See its potential and promote it!,”1a _________________ 1a Document 15144/18
Amendment 16 #
2021/2015(INI)
Motion for a resolution
Recital A
Recital A
A. whereas European countries have a variety of different fleets of inland vessels, which makes inland waterway transport very convenient and useful for transporting different types and large quantities of cargo to different destinations on either large or small rivers, canals and lakes;
Amendment 24 #
2021/2015(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas, the total share of cross- border freight by our inland waterways is 54% on the Rhine-Alpine corridor, 35% on the North Sea-Mediterranean corridor and even 38% on the North Sea-Baltic corridor and whereas it is important to advance the completion of the TEN-T inland waterways core network as well the connection to the comprehensive network;
Amendment 29 #
2021/2015(INI)
Motion for a resolution
Recital A c (new)
Recital A c (new)
Ac. whereas the modal shift objectives of the 2011 White Paper on transport1c have not been reached; _________________ 1c28.03.2011 White Paper Roadmap to a Single European Transport Area - Towards a competitive and resource efficient transport system
Amendment 35 #
2021/2015(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Ba. whereas drought and climate change are among the major problems for European inland waterway transport. In several European regions, inland waterway transport was hard hit by the long drought period in 2018 with extremely low water levels; whereas the consequences were devastating for the Rhine and its tributaries, the Upper and Middle Danube and the Upper and Middle Elbe; whereas in Germany, this led to a decline of EUR 5 billion in industrial production; whereas furthermore, in Northern Europe, the inland water areas are frozen during the most severe winter months and the traffic season has to be stopped;
Amendment 38 #
2021/2015(INI)
Motion for a resolution
Recital B b (new)
Recital B b (new)
Bb. whereas the modal shift from road to inland waterways not only concerns freight but also passenger transport - notably in urban areas. As 50% of the EU population lives close to the sea and along rivers, inland waterway passenger transport offers an environmentally friendly alternative in terms of both energy consumption and noise emissions. It also contributes to decongesting overloaded road networks and provides an alternative for road infrastructure expansion in densely populated areas;
Amendment 41 #
2021/2015(INI)
Motion for a resolution
Recital C
Recital C
C. whereas river cruises, ferries, water taxis and water shuttles should become a cleaner option for tourism and public transport in regions and cities with accessible and navigable rivers and canal, canals and lakes, which would make urban mobility more sustainable and effective;
Amendment 46 #
2021/2015(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas inland waterway transport could play an important role for maritime transport in terms of digitalisation development and creating scale regarding zero-emission propulsion solutions (e.g. electrification as well as hydrogen);
Amendment 49 #
2021/2015(INI)
Motion for a resolution
Recital C b (new)
Recital C b (new)
Cb. whereas the procedures to obtain a certificate for a hydrogen vessel are still very lengthy. In addition, for a series of hydrogen vessels (with exactly the same technical characteristics), applications have to be submitted for every single vessel separately. This kind of administrative burden discourages private investments and therefore slows down the technological progress and thus the improvement of cost-efficiency;
Amendment 50 #
2021/2015(INI)
Motion for a resolution
Recital C c (new)
Recital C c (new)
Cc. whereas the role of contractors in the entire supply chain is important to take into account in order to improve the business case for sustainable investments in the inland waterway transport sector;
Amendment 59 #
2021/2015(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Welcomes the Commission’s intention in the Strategy for Sustainable and Smart Mobility to shift more goods from road to inland waterways and short sea shipping; stresses however the high untapped potential and manoeuvre for inland waterway transport to grow; therefore calls on the Commission to show more ambition by putting the modal shift goals for inland waterway transport on the same level as rail (i.e. a raise of 50% by 2030 and a twofold increase by 2050);
Amendment 62 #
2021/2015(INI)
Motion for a resolution
Paragraph 1 b (new)
Paragraph 1 b (new)
1b. Stresses that regional and (inter-) urban freight transport and logistics by inland waterways should be encouraged in countries and regions where this could become a valuable alternative in order to accomplish the much needed modal shift; in this regard, stresses that investments are needed in more flexible and innovative ship designs and in the greening of the existing inland waterway transport fleet in order to become a serious competitive alternative to road transport;
Amendment 67 #
2021/2015(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Stresses that more investment in updating river and canalphysical and digital waterway infrastructure (for example, locks, bridges and interoperable deployment of digital technologies across borders) is key in order to maintain the reliability of inland waterway transport and boost the competitiveness of the sector, while respecting the applicable environmental law;
Amendment 82 #
2021/2015(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Notes that there is not a ‘one size fits all’ solution for tackling the problem of low water levels as a result ofwhich could worsen due to climate change effects; deplores, however, that the problems of the inland waterway sector, caused by the low water levels, have not been taken duly into account while solutions are available; therefore stresses that coherent action needs to be taken, such as fleet adaptation (type of ships, quantity of fleet, spare capacity), optimisation of ship design, taking into account the inland waterway vessel’s versatility, better infrastructure management and development, improved water level information and forecasting as well as cooperation with rail during low water periods, time-charter contracts for vessels which are able to operate during low water tide periods, implementation of digital tools and increasing storage capacity in ports;
Amendment 89 #
2021/2015(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Commission, Member States' public authorities and stakeholders to cooperate, in order to take the necessary measures to ensure a climate resilient, future proof, year-around and flexible inland waterway infrastructure taking into account aspects and possibilities of multimodality; considers that national and international authorities managing inland waterways should be fully mobilised in the adoption and implementation of any measure aimed to tackle extreme climate conditions in order to enable year round navigation;
Amendment 102 #
2021/2015(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Highlights the importance of further encouraging and supporting initiatives aimed at the use of alternative fuels and propulsion methods for shipping in accordance with the principle of technological neutrality; points out, in this regard, the value of liquefied natural gas (LNG) as a transitional solution to reduce greenhouse gas emissions and other air pollutants in inland waterway transport; notes that the existing, technically mature vessels and distribution infrastructure now based on LNG could be used for biogas and will therefore be essential in scaling up Bio-LNG as a marine fuel;
Amendment 113 #
2021/2015(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Highlights that low-emission and zero-emission alternatives should become more financially attractive than conventional propulsions and that this trend should be accelerated, for example by a realistic, progressively increasing blending percentage based on an impact assessment; considers furthermore that Member States should have the opportunity to set a decreasing or zero tax rate for the use of shore-side electricity and zero-emission fuels;
Amendment 115 #
2021/2015(INI)
5a. Stresses that a European emission labelling scheme for IWT that ensures availability of information on the energy performance of ships, promotes energy efficiency and creates a stable environment for investment decisions, should be assessed; highlights that this scheme must aim to effectively reduce emissions and assist the sector by providing improved access to funding, loans and guarantees based on its emission performance, improve emission monitoring, create benefits by incentivising port authorities to differentiate port infrastructure charges, ultimately raising the sector's attractiveness as a whole;
Amendment 119 #
2021/2015(INI)
6a. Believes that in view of our climate goals, the shipping sector is able to offer more sustainable and future-proof transport; stresses that public authorities should play a connecting and coordinating role in this development phase and engage with all interested stakeholders, including users of inland waterways and the shipbuilding industry; therefore stresses that support for innovation, a European financing plan, the facilitation of certification and permission to sail on alternative fuels are therefore strongly needed;
Amendment 124 #
2021/2015(INI)
Motion for a resolution
Paragraph 6 b (new)
Paragraph 6 b (new)
6b. Highlights that greening the fleet should focus on reducing other sources of pollution as well, as the pollution of rivers is not limited to CO2 emissions only; therefore, highlights the importance of providing waste discharge facilities in ports as well as promoting the use of innovative anti-fouling paint and advanced hull maintenance technology (e.g. underwater drones);
Amendment 128 #
2021/2015(INI)
Motion for a resolution
Paragraph 6 c (new)
Paragraph 6 c (new)
6c. Calls on the Commission to provide a practical guide and toolbox on the possibilities of sustainable fuel options and technologies for inland waterway and short sea ships in order to support ship- owners in their decision-making; highlights that it should focus on inland waterway and short sea ship types given their similar technical characteristics;
Amendment 130 #
2021/2015(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Notes that far-reaching digitalisation and data collection contributes to a cleaner environment and improved safety on board and result in more efficient routing and better communication and information exchange between ships, ports and infrastructure; stressespoints out that digitalisation could bring significant benefits for the collection and analysis of data related to the inland waterway transport sector, for the safety and for energy efficiency reasons, contributing to further emission reduction; stresses in this regard the need to further harmonise River Information Services (RIS), which wouldaiming to solve the problems arising from different interpretations of technical standards and the lack of comparable data, and underlines the need to prepare for interoperable data exchange with other modes of transport;
Amendment 135 #
2021/2015(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Calls on the Commission to ensure a harmonised digital use and acceptance of electronic crew and vessel documents throughout the EU as soon as possible, which ensures improvement of the efficiency and attractiveness of inland waterway transport and its smooth interaction and integration with other transport modes and increases interoperability of data exchange systems in the context of the entire logistics chain;
Amendment 138 #
2021/2015(INI)
Motion for a resolution
Paragraph 7 b (new)
Paragraph 7 b (new)
7b. Stresses the importance of using space data and services for inland waterway transport services, leading to a safer, more sustainable, efficient and competitive sector; considers that in particular new Galileo, EGNOS and Copernicus services should be included in the review of the ITS Directive and other smart mobility legislative initiatives;
Amendment 139 #
2021/2015(INI)
Motion for a resolution
Paragraph 7 c (new)
Paragraph 7 c (new)
7c. Stresses the importance of collecting data on the European logistics system in coordination with relevant stakeholders in preparation for the Combined Transport Directive proposal and other measures leading to more efficient logistics planning and use of physical infrastructure; moreover, calls on the Commission to come up with an intermodal overview on the flow of goods and containers entering Europe as well as the routes the goods follow to their end destination as this could help when drawing up effective modal shift policy;
Amendment 140 #
2021/2015(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Stresses the importance of connecting existing digital transport policy frameworks and of making sure that transport data are available through a single point of access in order to achieve efficiency gains in waterborne freight transport; calls on the Commission in this regard to come up with an EU action plan for multimodal transport data sharing, with the goal of achieving a synchromodal, connected and automated transport system by 2035 at the latest; considers that a dedicated governance structure is needed to continuously and regularly monitor, evaluate and improve in order to use the most updated technologies and innovation;
Amendment 147 #
2021/2015(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Highlights that increased automation brings the reality of synchromodal transport in Europe closer; insists therefore on the need for a European Roadmap for Smart and Autonomous Inland Waterway Transport Systems that supports research, the development and successful implementation of smart ships and ports, and digital interoperability; calls on the Commission, based on an impact assessment and a broad consultation with all relevant stakeholders, to consider the necessary revisions of all related legislation in order to facilitate the uptake of autonomous shipping, particularly concerning the responsibilities of crew in emergencies or system failure, clarification of liability issues in case of damages, and more in general on the safety aspects of autonomous vessels, in order to achieve a certain level of harmonisation at EU level1d; stresses that this would help to ensure the safety of autonomous vessels and thereby increase the uptake of the technology across Europe; insists therefore on the need for a European Roadmap for Smart and Autonomous Inland Waterway Transport Systems that supports research, the development and successful implementation of autonomous ships, smart ports, and digital interoperability, as well as ensures the deployment of remote vessel control and remote lock management; in this regard, stresses the need for smart infrastructure as well as the necessary training, up- skilling and re-skilling of crew, which could be supported under the social investments and skills window in the InvestEU programme; _________________ 1dEuropean Commission Joint Research Centre (JRC) 2021 Report ‘Waterborne transport in Europe - the role of Research and Innovation in decarbonisation - An analysis of waterborne transport, based on the Transport Research and Innovation Monitoring and Information System(TRIMIS)’, p. 53. Furthermore, preliminary results from the Horizon 2020 EGNSS Hull-to-Hull (H2H) project show that the EU navigation systems EGNOS, Copernicus and Galileo contribute to improving navigation decisions and conditions for autonomous vessels: https://cordis.europa.eu/project/id/775998 /results.
Amendment 154 #
2021/2015(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Boosting the modal shift should be considered as a priority as sea containers are currently not always efficiently transported from a seaport to the hinterland leading to higher costs and longer travel times; calls on the Commission to conduct research and promote the use of algorithms and artificial intelligence in container hinterland transport for an optimal planning and processing of containers;
Amendment 165 #
2021/2015(INI)
10. Stresses the role of inland ports as strategic, multimodal nodes in the logistics system; stresses, therefore, that inland ports as well as sea ports should have efficient connections, including rail infrastructure, with a focus on connecting to the TEN-T core and comprehensive corridornetworks where possible;
Amendment 168 #
2021/2015(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Highlights that close cooperation between the different inland ports (e.g. on sustainability), creates further possibilities for cost and operational efficiency improvements and has a positive effect on regional development and employment; considers that projects of a cluster of ports should be given priority with regards to funding;
Amendment 172 #
2021/2015(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Highlights that the deployment of alternative fuels infrastructure should take into account the potential demand and market characteristics of a port; stresses, therefore, that a European rollout strategy of alternative fuels for multimodal use through the TEN-T revision and Directive 2014/94/EU on the deployment of alternative fuels infrastructure (AFID) should follow a network approach that leads to an efficiently planned infrastructure, based on the potential market demand characteristics of a port and, where necessary, along water routes; moreover stresses the potential of a flexible infrastructure system, e.g. including mobile generators;
Amendment 178 #
2021/2015(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Calls on the Commission to promote the concept of Life Cycle Assessment with the goal to start a dialogue and to encourage inland ports to design integrated management systems for water, energy, waste, construction sites, spatial planning and urban green areas;
Amendment 195 #
2021/2015(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Stresses the need to encourage the project development of innovative inland waterway vessels and the corresponding port infrastructure under the Horizon Europe Partnership on zero-emission waterborne transport;
Amendment 196 #
2021/2015(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Stresses the importanceHighlights the possibility of existing EU funding instruments for greening and digitalising our European inland waterway transport sector, such as the Connecting Europe Facility (CEF), Horizon Europe and the Structural and Cohesion Funds, and the need to mobilise them to finance investments in alternative fuels and adequate ships and infrastructurthe development and roll-out of alternative propulsion systems for vessels and the necessary infrastructure; stresses, however, that these funding instruments are not suitable for SMEs, family businesses and other micro-sized enterprises, carrying the risk that these smaller projects are not eligible;
Amendment 204 #
2021/2015(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Highlights that the path towards a zero-emission inland waterway sector and the needed energy transition will create a funding gap approaching EUR 10 billion1e, which cannot be financed by the sector alone; moreover, highlights the absence of a business case for private vessel owners to invest in zero-emission propulsion technologies; therefore, stresses the need to mobilise public support and private investments; _________________ 1e DST, “Assessment of technologies in view of zero-emission IWT“, Edition 1, part of the overarching CCNR study “Financing the energy transition towards a zero-emission European IWT sector“, Report No. 2293, p. 95 https://www.ccr- zkr.org/files/documents/EtudesTransEner /Deliverable_RQ_C_Edition_1_Oct2020.p df
Amendment 210 #
2021/2015(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Stresses that the inland waterway sector consists mostly of SMEs, family businesses and smaller ports, which makes it difficult for them to make expensive investments in order to comply with the goals of the Green Deal; considers, therefore, that the administrative burden and cost for access to funding should be significantly reducshould be significantly reduced and access to funding improved;
Amendment 216 #
2021/2015(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. CTherefore, calls on the Commission to set up a dedicated European inland waterway fund, including a one-stop-shop system that is easily accessible for help and assistance and has the possibility to combine projects into a single application, thus increasing the chances for funding; stresses that the fund should be financed through the reserve funds created under Regulation (EU) 546/20149 , where possible complemented with national funds and contributions, and should provide for the possibility of blending with the CEF and the Structural and Cohesion Funds and national funds where possible; _________________ 9 OJ L 163, 29.5.2014, p. 15.
Amendment 217 #
2021/2015(INI)
16a. Stresses that the Fund should focus on ship retrofitting and renewal aiming to improve the energy efficiency of ships and support investments in innovative and energy saving technologies as well as port infrastructure, notably the deployment of alternative fuels, contributing to the objectives of the Green Deal, a green recovery and a more sustainable transport system as a whole;
Amendment 222 #
2021/2015(INI)
Motion for a resolution
Paragraph 16 b (new)
Paragraph 16 b (new)
16b. Recalls that the European Investment Bank (EIB) provides funding for attractive capital loans, including the shipbuilding industry; considers, however, that the realisation and the effectiveness of EIB funding depends on its accessibility; therefore, insists on: a) ensuring that the Green Shipping Guarantee Programme of the EIB should also be applicable to smaller transactions including more flexible loan conditions, e.g. taking into account the average ship’s service operational life in the payback period; b) ensuring that the EIB provides both pre-delivery financing and post-delivery financing for shipbuilders, in order to guarantee the implementation and the viability of innovative shipbuilding projects; c) funding of research and innovation programmes for green shipbuilding becoming a priority;
Amendment 229 #
2021/2015(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Highlights the untapped potential of inland waterways in urban areas as confirmed in the Strategy for Sustainable and Smart Mobility; stresses that urban areas become more and more congested and building new road infrastructure is not always cost efficient; calls on the Commission to come up with concrete proposals aiming to increase logistics over our inland waterways - boosting the modal shift;
Amendment 233 #
2021/2015(INI)
Motion for a resolution
Paragraph 17 b (new)
Paragraph 17 b (new)
17b. Highlights that 2019 figures for passenger transport demand revealed that the European river cruise sector, including day-trip vessels and ferry services, was in a healthy state before the COVID-19 pandemic and came to an almost complete standstill in the first half of 2020 due to the current health situation resulting in a negative economic impact and financial difficulties for companies, and it remains uncertain whether passenger traffic will return to normal in 20211f; therefore calls on the Commission to include inland waterway tourism in its upcoming European Agenda of Tourism 2050 in order to facilitate a business case for a sustainable, innovative and resilient recovery of river tourism, taking into account the economic impacts of river tourism on port regions in terms of added value, employment creation and port revenues; _________________ 1f https://inland-navigation- market.org/chapitre/8-outlook/?lang=en
Amendment 235 #
2021/2015(INI)
Motion for a resolution
Paragraph 17 c (new)
Paragraph 17 c (new)
17c. Calls on the Member States to accept the international Certificate for the Operation of a Pleasure Craft by adopting Resolution 40 of the UNECE Inland Transport Committee, in order to allow the cross-border recognition of licences and to facilitate recreational navigation within Europe;
Amendment 1535 #
2021/0420(COD)
Proposal for a regulation
Article 52 – paragraph 6 a (new)
Article 52 – paragraph 6 a (new)
6a. Member States shall enable the creation of national TEN-T coordination offices in those specific sections integrated into several European transport corridors for the purpose of supervising the execution of the infrastructures covered by this Regulation and maintaining a direct dialogue with the European coordinators and with the national competent authorities. These national TEN-T coordination offices will preferably be set up in those nodes linked to neighbouring and third countries, in accordance with paragraph (3),letter (f) of article 52 of this Regulation.
Amendment 24 #
2021/0414(COD)
Proposal for a directive
Recital 4
Recital 4
(4) Digitalisation is changing the world of work, improving productivity and enhancing flexibility, while alsocreating new employment and business opportunities, particularly in the context of the COVID- 19 pandemic, as well as increasing consumers’ choice while also potentially carrying some risks for employment and working conditions. Algorithm-based technologies, including automated monitoring and decision-making systems, have enabled the emergence and growth of digital labour platforms.
Amendment 27 #
2021/0414(COD)
Proposal for a directive
Recital 4 a (new)
Recital 4 a (new)
(4a) Mobility as a Service (MaaS),the Logistics as a Service (LaaS) and the collaborative mobility facilitated by the emergence of platforms with new digital and innovative solutions benefit considerably multimodality and reduces congestion in urban and sub-urban areas, saving time and efforts for consumers and enhancing the competitiveness of the related businesses
Amendment 37 #
2021/0414(COD)
Proposal for a directive
Recital 6
Recital 6
(6) Platform work can provide opportunities for accessing the labour market more easily, gaining additional income through a secondary activity or enjoying some flexibility in the organisation of working time. In this regard, platform economy has become an integral and rapidly growing part of the European transport and tourism sectors, providing new business models, talent and work opportunities. At the same time, platform work brings challenges, as it can blur the boundaries between employment relationship and self- employed activity, and the responsibilities of employers and workers. Misclassification of the employment status has consequences for the persons affected, as it is likely to restrict access to existing labour and social rights. It also leads to an uneven playing field with respect to businesses that classify their workers correctly, and it has implications for Member States’ industrial relations systems, their tax base and the coverage and sustainability of their social protection systems. While such challenges are broader than platform work, they are particularly acute and pressing in the platform economy.
Amendment 48 #
2021/0414(COD)
Proposal for a directive
Recital 9 a (new)
Recital 9 a (new)
(9a) Stresses the importance to empower the platform workers with data and ensure genuine competition between platforms by providing better access to data and standardizing data connectivity to enhance conditions for self-employed workers while also maintaining the dynamic capacity of the platform economy;
Amendment 56 #
2021/0414(COD)
Proposal for a directive
Recital 17
Recital 17
(17) This Directive should apply to all digital labour platforms, irrespective of their place of establishment and irrespective of the law otherwise applicable, provided that the platform work organised through that digital labour platform is performed in the Union. A targeted set of mandatory rules should be established at Union level to ensure minimum rights on working conditions in platform work while ensuring legal certainty and predictability for the most concerned sectors, such as in the fields of transport and tourism .
Amendment 66 #
2021/0414(COD)
Proposal for a directive
Recital 23 a (new)
Recital 23 a (new)
(23a) Stresses the importance to create a safety nets for self-employed platform workers for protection against accidents, unemployment and pension in line with subsidiarity principle and national competences of Member States whereas the potential of voluntary benefits from digital labour platforms should be taken into account;
Amendment 67 #
2021/0414(COD)
Proposal for a directive
Recital 23 b (new)
Recital 23 b (new)
(23b) Stresses that the criteria of this directive should respect the unique features of platform work; takes account that the Court of Justice of the European Union has assessed the status of the employment relationship in the Yodel case (C-692/19) in April 2020, and addresses co-legislators to be consistent with obeying this criteria, which identify the specificities of platform work;
Amendment 69 #
2021/0414(COD)
Proposal for a directive
Recital 24
Recital 24
(24) When digital labour platforms control certain elements of the performance of work, they act like employers in an employment relationship. Direction and control, or legal subordination, is an essential element of the definition of an employment relationship in the Member States and in the case-law of the Court of Justice. Therefore contractual relationships in which digital labour platforms exert a certain level of control over certain elements of the performance of work should be deemed, by virtue of a legal presumption, to be an employment relationship between the platform and the person performing platform work through it. As a result, that person should be classified as a worker having all the rights and obligations in accordance with that status, as laid down in national and Union law, collective agreements and practice. The legal presumption should apply in all relevant administrative and legal proceedings and should benefit the person performing platform work. Authorities in charge of verifying the compliance with or enforcing relevant legislation, such as labour inspectorates, social protection bodies or tax authorities, should also be able to rely on that presumption. Member States should put in place a national framework to reduce litigation and increase legal certainty. In this regards, national frameworks should take into account the opportunities provided by the collaborative services and platforms in the transport and tourism sectors. Furthermore, the national framework should foresee the necessary autonomy and flexibility for these sectors.
Amendment 83 #
2021/0414(COD)
Proposal for a directive
Article 1 – paragraph 1
Article 1 – paragraph 1
1. The purpose of this Directive is to improve the working conditions of persons performing platform work by ensuring correct determination of their employment status, by promoting transparency, fairness and accountability in algorithmic management in platform work and by improving transparency in platform work, including in cross-border situations, while supporting the conditions for the sustainable growth of digital labour platforms in the Union, maintaining their development, autonomy and flexibility and providing legal certainty.
Amendment 102 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 1 – introductory part
Article 4 – paragraph 1 – introductory part
1. The contractual relationship between a digital labour platform that controls, within the meaning of paragraph 2, the performance of work and a person performing platform work through that platform shall be legally presumed to be an employment relationship. To that effect, Member States shall establish a framework of measures, in accordance with their national legal and judicial systems, in order to ensure that the legal presumption can be relied upon by competent authorities verifying compliance with or enforcing relevant legislation as well as persons performing platform work who dispute the classification of their employment status.
Amendment 108 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 1 – subparagraph 1
Article 4 – paragraph 1 – subparagraph 1
The legal presumption shall apply in all relevant administrative and legal proceedings. Competent authorities verifying compliance with or enforcing relevant legislation shall be able to rely on that presumption.
Amendment 114 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – introductory part
Article 4 – paragraph 2 – introductory part
2. Controlling the performance of work within the meaning of paragraph 1 shall be understood as fulfilling at least two majority of the following:
Amendment 117 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point a
Article 4 – paragraph 2 – point a
(a) effectivelyde facto determining, or setting upper limits for the level of remuneration;
Amendment 119 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point b
Article 4 – paragraph 2 – point b
(b) requiring the person performing platform work to respect specific binding rules with regard to appearance, conduct towards the recipient of the service or performance of the work beyond what is required by law or necessary to safeguard the health and safety of the recipients of the service or to ensure the essential functioning of the service;;
Amendment 121 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point c
Article 4 – paragraph 2 – point c
(c) closely supervising the performance of work or thoroughly verifying the quality of the results of the work including by electronic means beyond what is required by law or necessary to safeguard the health and safety of the recipients of the service or to ensure the essential functioning of the service;
Amendment 124 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point d
Article 4 – paragraph 2 – point d
(d) de facto effectively restricting the freedom, including through sanctions, to organise one’s work, in particular the discretion to choose one’s working hours or periods of absence, to accept or to refuse tasks, including from other digital platforms or to use subcontractors or substitutes;
Amendment 127 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point e
Article 4 – paragraph 2 – point e
(e) de facto effectively restricting the possibility to build a client base or to perform work for any third party.
Amendment 131 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 3 – introductory part
Article 4 – paragraph 3 – introductory part
3. Member States shall take supporting measures to ensure the effective implementation of the legal presumption referred to in paragraph 1 while taking into account the impact on entrepreneurs and start-ups, avoiding capturing the genuine self-employed and supporting the conditions for innovation and the sustainable growth of digital labour platforms. In particular they shall:
Amendment 136 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 3 – point b
Article 4 – paragraph 3 – point b
(b) develop comprehensive guidance for digital labour platforms, persons performing platform work and social partners to understand and implement the legal presumption including on the procedures for rebutting it in accordance with Article 5;
Amendment 139 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 3 – point c
Article 4 – paragraph 3 – point c
(c) develop guidancecapacity building guidance, training for enforcement authorities to proactively target and pursue non-compliant digital labour platforms;
Amendment 143 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 3 – point d a (new)
Article 4 – paragraph 3 – point d a (new)
(da) (da) develop a consultation mechanism under which persons performing platform work or digital labour platforms can request the relevant authorities to pre-emptively assess, verify and justify the employment status of persons performing platform work on the basis of the control of the performance of work within the meaning of paragraph 2.
Amendment 152 #
2021/0414(COD)
Proposal for a directive
Article 5 – paragraph 2
Article 5 – paragraph 2
Where the digital labour platform argues that the contractual relationship in question is not an employment relationship as defined by the law, collective agreements or practice in force in the Member State in question, with consideration to the case- law of the Court of Justice, the burden of proof shall be on the digital labour platform. Such proceedings shall not have suspensive effect on the application of the legal presumption.
Amendment 156 #
2021/0414(COD)
Proposal for a directive
Article 5 – paragraph 3
Article 5 – paragraph 3
Where the person performing the platform work argues that the contractual relationship in question is not an employment relationship as defined by the law, collective agreements or practice in force in the Member State in question, with consideration to the case-law of the Court of Justice, the digital labour platform shall be required to assist the proper resolution of the proceedings, notably by providing all relevant information held by it. Member States shall provide the necessary guidance for procedures to rebut the legal presumption.
Amendment 160 #
2021/0414(COD)
Proposal for a directive
Article 5 a (new)
Article 5 a (new)
Article 5 a Improvement of working conditions of genuine self-employed persons performing platform work Ensuring correct determination of the employment status shall not prevent the improvement of working conditions of genuine self-employed persons performing platform work. Where a digital labour platform decides, either on a purely voluntary basis or in agreement with the persons concerned, to pay for social protection, accident insurance or other forms of insurance, training measures or similar benefits to self- employed persons working through that platform, those benefits as such shall not be regarded as determining elements indicating the existence of an employment relationship
Amendment 29 #
2021/0406(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12 a) The European Commission should establish and implement a European Mechanism against Foreign Economic Coercion, including concrete and effective measures aimed at preventing, deterring and countering possible coercive measures from third countries, especially from those receiving financial support from the Union. In this regard, taking into account recent coercive measures adopted by third countries in the Union's Southern Neighbourhood, the Union's response should take into account the participation of the third country in the European Neighbourhood Policy.
Amendment 40 #
2021/0406(COD)
Proposal for a regulation
Recital 22 a (new)
Recital 22 a (new)
(22 a) Pursuant to Article 3(3) of the Treaty on European Union whereby the Union shall promote solidarity between Member States and in order to ensure the effective implementation of the measures and actions adopted by the Commission, Member States shall refrain from deepening or initiating new trade relations with the concerned third country.
Amendment 42 #
2021/0406(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation lays downcreates and establishes a European mechanism against foreign economic coercion with specific and defined rules and procedures in order to ensure the effective protection of the interests of the Union and its Member States where a third country seeks, through measures affecting trade or investment, to coerce the Union or a Member State into adopting or refraining from adopting a particular act. This Regulation provides a framework for the Union to respond in such situations with the objective to deter, or have the third country desist from such actions, whilst permitting the Union, in the last resort, to counteract such actions.
Amendment 59 #
2021/0406(COD)
Proposal for a regulation
Article 2 – paragraph 2 – point e a (new)
Article 2 – paragraph 2 – point e a (new)
(e a) whether the third country is part of the European Neighbourhood Policy and receives financial support from the EU;
Amendment 90 #
2021/0406(COD)
Proposal for a regulation
Article 7 – paragraph 7 a (new)
Article 7 – paragraph 7 a (new)
7 a. The European Commission shall ensure that Member States refrain from initiating or deepening their trade relations with the third country concerned as soon as the Member State or the Commission reports the coercion.
Amendment 1 #
2021/0227(BUD)
Draft opinion
Recital A
Recital A
A. Whereas the Union transport and tourism sector iss are essential for Union’s economic, social and environmental development and its sustainability and for ensuring the territorial accessibility and connectivity of all regions of the Union, with particular attention for peripheral, rural, mountainous, insular and outermost regions and other disadvantaged areas;
Amendment 6 #
2021/0227(BUD)
Draft opinion
Recital B
Recital B
B. Whereas transport and tourism will be key to achieving climate neutrality by 2050; whereas sufficient investment is needed to accelerate the shift to sustainable and smart mobility in line with the Green Deal;
Amendment 9 #
2021/0227(BUD)
Draft opinion
Recital C
Recital C
C. Whereas tourism is an essential sector for the EU economy, as its fourth largest export industry, and plays an important role in fostering its competitiveness, employment and social well-being; whereas Europe’s tourism sector has been severely hit by the COVID crisis, registering an investment gap of EUR 161 billion in 2020, with drastic impacts across the entire system, notably for the 27 million of workers employed directly and indirectly in the tourism sector;
Amendment 13 #
2021/0227(BUD)
Draft opinion
Recital D a (new)
Recital D a (new)
D a. Whereas the EU’s Vision Zero objective sets the goal to reduce road deaths by 50% until 2030 and achieve zero fatalities by 2050; whereas investments in road safety are a key element of the EU’s Strategic Action Plan on Road Safety; whereas the persistent high road fatality numbers suggest that more investment should be provided to guarantee road and user safety;
Amendment 15 #
2021/0227(BUD)
Draft opinion
Paragraph 1
Paragraph 1
1. Highlights that appropriate funding for transport projects will be instrumental in boosting EU recovery and advancing towards the green and digital transition; calls on the Commission and Member States to use the available financial tools - including, but not limited to CEF, RRF, Cohesion Fund, InvestEU, ERDF - in an articulate and complementary way to maximise their effect on recovery while ensuring adequate long-term funding of EU transport projects, including the projects aiming at the reduction of transport- related environmental impact, such as air pollution monitoring;
Amendment 18 #
2021/0227(BUD)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Highlights the need to use EU financing for information materials and training of transport workers, particularly truck drivers, in order to enable them to react to safety threats;
Amendment 20 #
2021/0227(BUD)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. Calls on the Commission to dedicate additional resources to the fight of cargo theft, the theft of vehicles and other criminal activities putting in danger the lives of transport workers;
Amendment 24 #
2021/0227(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. [02 03 01] Reiterates the crucial role of CEF in fostering the development and timely completion of a high performance trans-European network (TEN-T) that is sustainable and interconnected across the areas of transport, energy and digital services infrastructure; regrets in that regard the proposed reduction of the CEF-transport budget in 2022 compared to 2021 and to the levels observed in the previous Multiannual Financial Framework; underlines the need for the increased use of CEF for providing resources for safe and secure parking areas in the EU; requests the Commission to allocate additional resources for the certification and safety control in parking lots;
Amendment 28 #
2021/0227(BUD)
Draft opinion
Paragraph 3
Paragraph 3
3. Stresses the role of the Recovery and Resilience Facility and related national plans in stimulating the recovery in the transport and tourism sectors; insists on the need for proper parliamentary scrutiny of its implementation; in full cooperation with regional and local authorities and all related stakeholders;
Amendment 140 #
2021/0223(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. The revision of those instruments should be aligned with the revision of the current Regulation in order to ensure a coherent framework for the use and deployment of alternative fuels in road transport and in order to accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure. _________________ 46 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13). 47 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).
Amendment 143 #
2021/0223(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The initiatives on ReFuelEU aviation48 and FuelEU maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. While the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure, investments are needed for the electricity supply of stationary aircraft. Moreover, Member State should assess the current state and future development of the hydrogen market for aviation and should provide for a feasibility study on the deployment of the relevant infrastructure to power aircrafts including, where appropriate, a deployment plan for alternative fuels infrastructure in airports, in particular for hydrogen and electric recharging for aircrafts. The FuelEU maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in TEN-T ports. However those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met. Furthermore, the Energy Taxation Directive1a recast should incentivise the use of on shore power. Therefore, alignment between this Directive and the current Regulation is necessary in order to ensure a coherent framework for the use and deployment of alternative fuels. _________________ 1a COM(2021) 563 48 COM(2021) 561. 49 COM(2021) 562.
Amendment 151 #
2021/0223(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) Therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. The use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. In particular, in the road sector, a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place, therefore more ambitious targets for these mature technologies are required. Hydrogen fuel- cell road vehicles are available to markets, as well. In addition, smaller hydrogen and battery electric vessels, solar-electric cars, and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations, with full commercial roll out expected in the next years. In contrast, the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels, as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later, with full commercialisation taking its time. Therefore, the principle of technological neutrality should be respected in these sectors in order to boost the uptake of new and developing technologies. The use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the Union, requiring increasing blending with or replacement by renewable fuels such as bio-methane, advanced biofuels or renewable and low- carbon synthetic gaseous and liquid fuels as soon as possible, ensuring further decarbonisation of heavy duty transport in the short term.
Amendment 165 #
2021/0223(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) LNG is likely to play a continued role in maritime transport, where there is currently no economically viable zero- emission powertrain technology available. The Communication on the Smart and Sustainable Mobility Strategy points to zero-emission seagoing ships becoming market ready by 2030. Fleet conversion should take place gradually due to the long lifetime of the ships. Therefore, all readily deployable options in reducing maritime emissions, including alternatives to heavy fuel oil such as (bio- and synthetic) LNG, should be used in parallel to finding and financing long-term zero-emission alternatives. Contrary to maritime transport, for inland waterways, with normally smaller vessels and shorter distances, zero-emission powertrain technologies, such as hydrogen and electricity, should enter the markets more quickly. LNG is expected to no longer play a significant role in that sector and could play an important role for maritime transport in terms of creating scale regarding zero-emission propulsion solutions. Transport fuels such as LNG neeshould increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-LNG) or renewable and low-carbon synthetic gaseous e-fuels (e- gas) for instance. Those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.
Amendment 174 #
2021/0223(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) In the heavy-duty road transport sector, LNG trucks are fully mature. On the one hand, the common scenarios underpinning the Sustainable and Smart Mobility Strategy and the Climate Target Plan as well as the revised “Fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. Furthermore, LPG and CNG vehicles for which already a sufficient growing infrastructure network exists across the Union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for LNG infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. Furthermore, currently bio-LNG and bio-CNG provide cost- competitive solutions, which contributes to decarbonising the existing fleet and decreases CO2 emissions from heavy-duty road transport vehicles in the short term. Therefore, the accompanying infrastructure should be further deployed.
Amendment 182 #
2021/0223(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union and across regions. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure, while allowing for the market to self regulate once a certain share of electric vehicles and plug-in hybrid light-duty vehicles has been reached. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union.
Amendment 190 #
2021/0223(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and, plug-in hybrid vehicles and solar-electric cars. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.
Amendment 192 #
2021/0223(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Implementation in Member States should ensure that a sufficient number of publicly accessible recharging points is installed, in particular at public transport stations, such as port passenger terminals, airports or railway stations. A sufficient number of publicly accessible fast recharging points dedicated to light-duty vehicles should also be deployed to increase consumer convenience in particular across the TEN-T network to ensure full cross-border connectivity and allow electric vehicles to circulate throughout the Union. The deployment of publicly accessible recharging infrastructure should primarily be the result of private market investment; however, in compliance with State aid rules, Member States should support the deployment of the necessary infrastructure in cases where market conditions require public support until a fully competitive market is established.
Amendment 226 #
2021/0223(COD)
Proposal for a regulation
Recital 21 a (new)
Recital 21 a (new)
(21 a) Bidirectional charging at both private and publicly accessible infrastructure could encourage people to purchase electric vehicles, as they can then be used for mobility as well as energy storage. Therefore, legislative hurdles such as double taxation should be prevented in order to further develop the business case of bidirectional charging and a sufficient number of private and publicly accessible charging stations should be made available for smart, bidirectional charging.
Amendment 239 #
2021/0223(COD)
Proposal for a regulation
Recital 24
Recital 24
(24) Price transparency is crucial to ensure seamless and easy recharging and refuelling. Users of alternative fuel vehicles should be given accurate price information before the start of the recharging or refuelling service. The price should be communicated in a clearly structured manner to allow end users to identify the differentapplicable cost components and anticipate the total cost.
Amendment 243 #
2021/0223(COD)
Proposal for a regulation
Recital 25 a (new)
Recital 25 a (new)
(25 a) In order to ensure the security and stability of the network of recharging points across the Union, operators of digitally connected recharging points should comply with minimum cybersecurity rules as laid down in the Directive on measures for a high common level of cybersecurity across the Union (NIS2 Directive)1a. _________________ 1a COM/2020/823 final
Amendment 271 #
2021/0223(COD)
Proposal for a regulation
Recital 30
Recital 30
(30) Users of alternative fuel vehicles should be able to pay easily and conveniently at all publicly accessible recharging and refuelling points, without the need to enter into a contract with the operator of the recharging or refuelling point or a mobility service provider. Therefore, for recharging or refuelling on an ad hoc basis, all publicly accessible recharging and refuelling points should accept payment instruments that are widely used in the Union, and in particular electronic payments through terminals and devices used for payment services, at least via payment cards. That ad hoc payment method should always be available to consumers, even when contract-based payments are offered at the recharging or refuelling point.
Amendment 280 #
2021/0223(COD)
Proposal for a regulation
Recital 32
Recital 32
(32) Shore-side electricity facilities can serve maritime and inland waterway transport as clean power supply and contribute to reducing the environmental impact of seagoing ships and inland waterway vessels. Under the FuelEU maritime initiative, ship operators of container and passenger ships need to comply with provisions to reduce emissions at berth. Mandatory deployment targets should ensure that the sector finds sufficient shore-side electricity supply in TEN-T core and comprehensive maritime ports to comply with those requirements. The application of these targets to all TEN- T maritime ports should ensure the level playing field between ports. Given the high costs and complexity related to the roll-out of shore-side electricity in maritime ports, it is essential to prioritise investments particularly where it makes the most sense in terms of geographic location and emissions reduction.
Amendment 305 #
2021/0223(COD)
Proposal for a regulation
Recital 33
Recital 33
(33) Container ships and passenger ships, being the ship categories which are producing the highest amount of emissions per ship at berth, should as a priority be provided with shore-side electricity supply. In order to take into account power demand characteristics while at berth of different passenger ships, as well as port operational characteristics, it is necessary to distinguish between the passenger ship requirements for ro-ro passenger ships and high speed passenger vessels, and those for other passenger ships. In this roll out process, all relevant public and private actors need to be involved, including but not limited to port authorities, terminal operators, grid operators, OPS operators, shipowners, other relevant maritime market players, and local or regional and national authorities.
Amendment 329 #
2021/0223(COD)
Proposal for a regulation
Recital 35
Recital 35
(35) A core and comprehensive network of refuelling points for LNG at maritime ports should be available by 2025. Refuelling points for LNG include LNG terminals, tanks, mobile containers, bunker vessels and barges.
Amendment 339 #
2021/0223(COD)
Proposal for a regulation
Recital 36
Recital 36
(36) Electricity supply to stationary aircraft at airports should replace the consumption of liquid fuel with a cleaner power source by aircraft (use of Auxiliary Power Unit) or ground power units (GPUs). Aditionally, in order for commercial passenger aircraft to completely turn off their engines while parked, pre-conditioned air (PCA) systems should be taken into account. This should reduce pollutant and noise emissions, improve air quality and reduce the impact on climate change. Therefore, all commercial transport operation should be able to make use of external electricity supply and pre-conditioned air systems while parked at gates or at outfield positions at TEN-T airports.
Amendment 385 #
2021/0223(COD)
Proposal for a regulation
Recital 53
Recital 53
(53) Alternative fuels infrastructure is a fast developing area. The lack of common technical specification constitutes a barrier for the creation of a single market of alternative fuels infrastructure. Therefore, the power to adopt acts in accordance with Article 290 TFEU should be delegated to the Commission to norm technical specifications for areas where common technical specifications are outstanding but necessary. In particular, this should include the communication between the electric vehicle and the recharging point, the communication between the recharging point and the recharging software management system (back-end); the communication related to the electric vehicle roaming service and the communication with the electricity grid, while ensuring the needed consumer data protection. It is also necessary to define the suitable governance framework and roles of the different actors involved in the vehicle-to- grid communication ecosystem. Moreover, emerging technological developments, such as electric road systems (‘ERS’) have to be accounted for. As concerns data provision, it is necessary to provide for additional data types and technical specifications related to the format, the frequency and the quality in which these data should be made available and accessible.
Amendment 388 #
2021/0223(COD)
Proposal for a regulation
Recital 54
Recital 54
(54) The market for alternative fuels and in particular for zero emission fuels is still in the early stages of development and technology is evolving fast. This should likely affect the demand for alternative fuels and consequently for alternative fuels infrastructure across the modes. The Commission should therefore, based on an analysis of the latest technological developments and market readiness and taking into consideration the national policy frameworks, review this Regulation by the end of 2026 in particular as regards the targets setting for electric recharging points for HDV as well as targets for infrastructure for alternative fuels for zero- emission vessels and aircraft in waterborne transport and aviation, in order to ensure legal certainty and predictability for the industry.
Amendment 400 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – introductory part
Article 2 – paragraph 1 – point 3 – point a – introductory part
(a) ‘alternative fuels for zero-emission vehicles, vessels and aircraft’:
Amendment 406 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 1 a (new)
Article 2 – paragraph 1 – point 3 – point a – indent 1 a (new)
- in-vehicle (solar-)generated electricity
Amendment 418 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 1
Article 2 – paragraph 1 – point 3 – point b – indent 1
– biomass fuels and biofuel, (advanced) biofuels, and biogas as defined in Article 2, points (27), (28), (33) and (334) of Directive (EU) 2018/2001,
Amendment 430 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c – introductory part
Article 2 – paragraph 1 – point 3 – point c – introductory part
(c) ‘alternative fossil fuels’ for a transitional phaseuels’:
Amendment 448 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 35 a (new)
Article 2 – paragraph 1 – point 35 a (new)
(35 a) 'payment card' means a payment service that works on the basis of a physical or digital debit or credit card and comprises payment cards embedded in a smartphone application;
Amendment 449 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 35 b (new)
Article 2 – paragraph 1 – point 35 b (new)
(35 b) 'payment service' means a payment service as defined in Article 4(3) of Directive (EU) 2015/2366;
Amendment 450 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 37 a (new)
Article 2 – paragraph 1 – point 37 a (new)
(37 a) ‘preconditioned air system’ means a fixed or mobile system at airports providing the external supply of conditioned air to cool, ventilate or heat the cabins of stationary aircraft;
Amendment 464 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 43 a (new)
Article 2 – paragraph 1 – point 43 a (new)
Amendment 480 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 58
Article 2 – paragraph 1 – point 58
(58) ‘shore-side electricity supply’ means the provision of shore-side electrical power through a standardised interface to seagoing ships or inland waterway vessels at berth through fixed, floating or mobile installations;
Amendment 484 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 59 a (new)
Article 2 – paragraph 1 – point 59 a (new)
Amendment 532 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point a – introductory part
Article 3 – paragraph 2 – point a – introductory part
(a) along the TEN-T core and comprehensive network, publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them:
Amendment 541 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point b
Article 3 – paragraph 2 – point b
Amendment 572 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 3 b (new)
Article 3 – paragraph 3 b (new)
Amendment 584 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a – point i
Article 4 – paragraph 1 – point a – point i
(i) by 31 December 2025, each recharging pool shall offer a power output of at least 142000 kW and include at least onetwo recharging station with an individual power output of at least 35800 kW;
Amendment 587 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a – point ii
Article 4 – paragraph 1 – point a – point ii
(ii) by 31 December 2030, each recharging pool shall offer a power output of at least 35000 kW and include at least twofour recharging stations with an individual power output of at least 351200 kW;
Amendment 596 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b – point i
Article 4 – paragraph 1 – point b – point i
(i) by 31 December 2030, each recharging pool shall offer a power output of at least 142000 kW and include at least onetwo recharging station with an individual power output of at least 35800 kW;
Amendment 599 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b – point ii
Article 4 – paragraph 1 – point b – point ii
(ii) by 1 December 2035, each recharging pool shall offer a power output of at least 35000 kW and include at least twofour recharging stations with an individual power output of at least 351200 kW;
Amendment 609 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) by 31 December 203027, in each safe and secure parking area at least onetwo recharging station dedicated to heavy-duty vehicles with a power output of at least 100 kW is installed;
Amendment 615 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point d
Article 4 – paragraph 1 – point d
(d) by 31 December 2025, in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 61400 kW are deployed, provided by recharging stations with an individual power output of at least 1350 kW;
Amendment 639 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 2 b (new)
Article 4 – paragraph 2 b (new)
2 b. The Commission should review, if necessary, the targets set in this Regulation for electric recharging infrastructure dedicated to heavy-duty vehicles to align them with the requirements set in Regulation EU2019/1242 on the CO2 emission standards for heavy-duty vehicles.
Amendment 692 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
3. Operators of recharging points shall, when they offer automatic authentication at a publicly accessible recharging point operated by them, ensure that end users always have the right not to make use of the automatic authentication and may either recharge their vehicle on an ad hoc basis, as provided for in paragraph 32, or use another contract-based recharging solution offered at that recharging point. Operators of recharging points shall transparently display that option and offer it in a convenient manner to the end user and shall ensure that e-roaming is available, at each publicly accessible recharging point that they operate and where they make available automatic authentication.
Amendment 693 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 4
Article 5 – paragraph 4
4. Operators of publicly accessible recharging points shall ensure that any mobility service provider has access to the recharging stations operated by them in a non-discriminatory manner. Prices charged by operators of publicly accessible recharging points shall be reasonable, easily and clearly comparable, transparent and non- discriminatory. Operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. Where relevant, the level of prices may only be differentiated in a proportionate manner, according to an objective justification. or based on contractual terms.
Amendment 722 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 7
Article 5 – paragraph 7
7. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built or renovated publicly accessible recharging points operated by them are digitally-connected recharging points.
Amendment 726 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 8
Article 5 – paragraph 8
8. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built or renovated publicly accessible normal power recharging points operated by them are capable of smart recharging.
Amendment 775 #
2021/0223(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point a
Article 7 – paragraph 1 – point a
Amendment 789 #
2021/0223(COD)
Proposal for a regulation
Article 8 – title
Article 8 – title
8 CNG and LNG infrastructure for road transport vehicles
Amendment 798 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
Member States shall ensure until 1 January 2025 that an appropriatethat a sufficient number of publicly accessible refuelling points for CNG and LNG are put in place, at least along the TEN-T core network, in order to allow CNG and LNG heavy-duty motor vehicles to circulate throughout the Union, where there is demand, unless the costs are disproportionate to the benefits, including environmental benefits.
Amendment 812 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
1. Member States shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. To that endTEN-T core and comprehensive maritime ports. To that end, pursuant to Article 5 par. 1 and 2 of the proposal for a Regulation COM (2021) 562, Member States shall take the necessary measures to ensure that by 1 January 2030:
Amendment 850 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 2 – introductory part
Article 9 – paragraph 2 – introductory part
2. For the determination of the number of port calls and pursuant to Article 5(3) of the proposal for a Regulation COM (2021) 562, the following port calls shall not be taken into account:
Amendment 877 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 3
Article 9 – paragraph 3
3. Where the maritime port of the TEN-T core network and the TEN-T comprehensive network is located on an island which is not connected directlyor in an outermost region which is not sufficiently connected to the electricity grid, paragraph 1 shall not apply, until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources.
Amendment 928 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 1 – introductory part
Article 12 – paragraph 1 – introductory part
1. Member States shall ensure that airport managing bodies or groundhandling service suppliers of all TEN-T core and comprehensive network airports ensure the provision of electricity supply to stationary aircraft by:
Amendment 941 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 2 a (new)
Article 12 – paragraph 2 a (new)
2 a. Member States shall ensure that airport managing bodies or ground handling service suppliers of TEN-T core network airports provide preconditioned air systems.
Amendment 951 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – introductory part
Article 13 – paragraph 1 – introductory part
1. By 1 Januaruly 20243, each Member State shall prepare and send to the Commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure.
Amendment 957 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point a a (new)
Article 13 – paragraph 1 – subparagraph 1 – point a a (new)
(a a) an assessment of the current state and future development of grid capacity, including the needed improvement and resilience measures as well as financing;
Amendment 963 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point d
Article 13 – paragraph 1 – subparagraph 1 – point d
(d) policies and measures necessary to ensure that the mandatory targets and objectives referred to in points (b) and (c) of this paragraph are reached accompanied by a detailed assessment of the investments required, socio- economic and cost-benefit analysis;
Amendment 972 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point i
Article 13 – paragraph 1 – subparagraph 1 – point i
(i) measures necessary to ensure that the deployment and operation of recharging points, including the geographical distribution of bidirectional charging points, contribute to the flexibility of the energy system and to the penetration of renewable electricity into the electric system. In this regard, an analysis should be added including a market development analysis, identification of possible legislative obstacles, technical infrastructure building and a geographical distribution plan for smart and bidirectional charging points;
Amendment 976 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point k
Article 13 – paragraph 1 – subparagraph 1 – point k
(k) measures to remove possible obstacles with regards to planning, permitting and procuring of alternative fuels infrastructure. In particular, the final authorisation for a publicly accessible charger being installed takes no longer than 6 months from the date of submission of the request for authorisation. The authorisation procedure should be fully digitalised;
Amendment 984 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point l
Article 13 – paragraph 1 – subparagraph 1 – point l
(l) a deployment pln assessment of the current state and for alternative fuels infrastructure in airports other than for electricity supply to stationary aircraftuture development of the hydrogen market for aviation as well as a feasibility study on the deployment of the relevant infrastructure including, where appropriate, a deployment plan for alternative fuels infrastructure at airports, in particular for hydrogen and electric recharging for aircrafts;
Amendment 987 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point l a (new)
Article 13 – paragraph 1 – subparagraph 1 – point l a (new)
(l a) an assessment of the current state and future development of the needed pre- conditioned air systems at TEN-T core airports as well as a feasibility study on the deployment of the relevant fixed or mobile infrastructure;
Amendment 992 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point n
Article 13 – paragraph 1 – subparagraph 1 – point n
(n) a deployment plan for alternative fuels infrastructure in maritime ports other than for LNG and shore-side electricity supply for use by sea going vessels, in particular for hydrogen, ammonia and electricity. In this process, all relevant public and private actors need to be involved, including port authorities, terminal operators, grid operators, OPS operators, shipowners, other relevant market players, and local or regional and national authorities;
Amendment 998 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point o
Article 13 – paragraph 1 – subparagraph 1 – point o
(o) a deployment plan for alternative fuels in inland waterway transport, in particular for both hydrogen and electricity. In this process, all relevant public and private actors need to be involved, including port authorities, terminal operators, grid operators, OPS operators, shipowners, other relevant market players, and local or regional and national authorities;
Amendment 1011 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
(p a) a map of future appropriate locations for site development, including information on sufficient grid capacity, based on demand, which shall be made publicly available;
Amendment 1023 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 3
Article 13 – paragraph 3
3. Member States shall ensure that national policy frameworks take into account, as appropriate, the interests of regional and local authorities, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of the stakeholders concerned. The national policy frameworks shall be translated by regional or local authorities into their regional or local mobility plan specifying the needs in the built-up area as well as outside the built-up area over the course of 5 to 10 years. The regional or local mobility plans shall include an action plan, specifying placing areas, fast charging possibilities, financial framework and concrete actions for the different actors involved such as national, regional and/or local authorities, grid operators and other market players. The regional or local mobility plans shall be evaluated and assessed every 2 years.
Amendment 1029 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 3 a (new)
Article 13 – paragraph 3 a (new)
3 a. Each Member State shall appoint a national coordinator for alternative fuels infrastructure who oversees the national coordination (inter-ministry) and implementation of the national policy framework. The national coordinator shall cooperate with the European Commission, the responsible TEN-T coordinator and, if needed, other national coordinators, and assists regional and local authorities, e.g. by providing expertise, tooling, guidelines based on EU standards, and advises on regional coordination of the relevant local mobility plans.
Amendment 1032 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 4
Article 13 – paragraph 4
4. Where necessary, Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. The Commission shall assist the Member States in the cooperation process. on cross-border parts of the TEN-T core and comprehensive network. In particular, Member States shall consult the responsible TEN-T coordinator for advice on the strategies to use alternative fuels and deployment of corresponding infrastructure in order to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. The progress shall be included in the TEN-T progress report1a and reported back to the European Parliament, the Council, the Commission and the Member States concerned on a yearly basis. _________________ 1a Based on art. 45(5)(e) Regulation 1315/2013
Amendment 1037 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 7 – introductory part
Article 13 – paragraph 7 – introductory part
7. The Commission shall assess the draft national policy frameworks. In particular, the Commission shall request the opinion of the responsible European TEN-T Coordinator when examining the policy framework, in order to ensure consistency and advancement of each corridor, and may issue recommendations to a Member State no later than six months after the submission of the draft national policy frameworks as referred to in paragraph 1. Those recommendations may, in particular, address:
Amendment 1041 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 9
Article 13 – paragraph 9
9. By 1 Januaruly 20254, each Member State shall notify to the Commission its final national policy framework.
Amendment 1044 #
2021/0223(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. Each Member State shall submit to the Commission a standalone progress report on the implementation of its national policy framework for the first time by 1 January 2027 and every two years thereafter.
Amendment 1049 #
2021/0223(COD)
Proposal for a regulation
Article 14 – paragraph 3
Article 14 – paragraph 3
3. The regulatory authority of a Member States shall assess, at the latest by 30 June 2024 and periodically every threewo years thereafter, how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system, including their participation in the balancing market, and to the further absorption of renewable electricity. That assessment shall take into account all types of recharging points, whetherboth public orand private, and provide recommendations in terms of type, supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. It shall be made publicly available. On the basis of the results of the assessment, Member States shall, if necessary, take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. The assessment and measures shall be taken into account by the system operators in the network development plans referred to in Article 32(3) and Article 51 of Directive (EU) 2019/944.
Amendment 1052 #
2021/0223(COD)
Proposal for a regulation
Article 14 – paragraph 4
Article 14 – paragraph 4
4. On the basis of input from transmission system operators and distribution system operators, the regulatory authority of a Member States shall assess, at the latest by 1 30 June 2024 and periodically every threewo years thereafter, the potential contribution of bidirectional charging to the penetration of renewable electricity into the electricity system. That assessment shall be made publicly available. On the basis of the results of the assessment, Member States shall take, if necessary, the appropriate measures to adjust the availability and geographical distribution of bidirectional recharging points, in both public and private areas and include them in their progress report referred to in paragraph 1.
Amendment 1054 #
2021/0223(COD)
Proposal for a regulation
Article 14 – paragraph 5
Article 14 – paragraph 5
5. The Commission shall provide for technical and advisory assistance to the concerned national authorities and shall adopt guidance and templates concerning the content, structure and format of the national policy frameworks and the content of the national progress reports to be submitted by the Member States in accordance with Article 13(1) and six months after the date referred to in Article 24. The Commission may adopt guidance and templates to facilitate the effective application across the Union of any other provisions of this Regulation.
Amendment 1097 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 2 – introductory part
Article 18 – paragraph 2 – introductory part
2. Operators of publicly accessible recharging and refuelling points or, in accordance with the arrangement between them, the owners of those points, shall ensure the availability of static and dynamic data concerning alternative fuels infrastructure operated by them and allow accessibility of that data through the National Access Points at no costgainst reasonable, non-discriminating and only cost covering prices, while ensuring the minimum level of cybersecurity based on the Directive on measures for a high common level of cybersecurity across the Union (NIS2 Directive)1a. The following data types shall be made available: _________________ 1a COM/2020/823 final
Amendment 47 #
2021/0213(CNS)
Proposal for a directive
Recital 5 a (new)
Recital 5 a (new)
Amendment 62 #
2021/0213(CNS)
Proposal for a directive
Recital 20 a (new)
Recital 20 a (new)
(20 a) In order to maintain the level playing field and prevent both business and carbon leakage, the amount of fuel used for navigation within EU-waters should be taxed rather than the amount of heavy oil bunkered in EU ports.
Amendment 69 #
2021/0213(CNS)
Proposal for a directive
Recital 22
Recital 22
(22) In order to ensure a smooth implementation of this Directive, the minimum levels of taxation for motor fuels used for intra-EU non-business and non- pleasure flights would be reached over a transitional period of ten years, whereas sustainable alternative fuels and electricity would be subject to a zero minimum rate for ten years. Energy products and electricity used for intra-EU business aviation and pleasure flights should be subject to the standard levels of taxation applicable to motor fuels and electricity in the Member States. (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.)
Amendment 77 #
2021/0213(CNS)
Proposal for a directive
Recital 23
Recital 23
(23) Fuel used for waterborne navigation, including fishing, should also be taxed, and the Member States party to international agreements providing for the exemption of that fuel, have to, by the date of the application of this Directive, ensure they eliminate the incompatibilities. It is necessary to allow for a different level of taxation to be applied to the use of energy products and electricity for intra-EU waterborne regular service navigation, fishing and freight transport and their respective at berth activities. Considering the specificity of those uses, the minimum levels of taxation should be lower than the ones applicable to general motor fuel use. In order to provide an incentive to the use of sustainable alternative fuels and electricity, such fuels and electricity should be exempted from taxation for ten years. Energy products and electricity used for the remaining intra-EU waterborne navigation should be subject to the standard levels of taxation applicable to motor fuels and electricity in the Member States. (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.)
Amendment 112 #
2021/0213(CNS)
Proposal for a directive
Article 7 – paragraph 2
Article 7 – paragraph 2
Without prejudice to Article 5(2), when a transitional period is applicable as provided for in Table A of Annex I, the increase in the minimum levels of taxation shall be fixed at one tenth per year until 1 January 2033. For low-carbon fuels, the minimum level of taxation set for the first year of the transitional period shall apply until 1 January 2033.. (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.)
Amendment 116 #
2021/0213(CNS)
Proposal for a directive
Article 8 – paragraph 1 – subparagraph 1
Article 8 – paragraph 1 – subparagraph 1
Without prejudice to Article 5(2), when a transitional period is applicable as provided for in Table B of Annex I, the increase in the minimum levels of taxation shall be fixed at one tenth per year until 1 January 2033. For low-carbon fuels, the minimum level of taxation set for the first year of the transitional period shall apply until 1 January 2033.permanently. (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.)
Amendment 119 #
2021/0213(CNS)
Proposal for a directive
Article 9 – paragraph 2
Article 9 – paragraph 2
Without prejudice to Article 5(2), when a transitional period is applicable as provided for in Table C of Annex I, the increase in the minimum levels of taxation shall be fixed at one tenth per year until 1 January 2033. For low-carbon fuels, the minimum level of taxation set for the first year of the transitional period shall apply until 1 January 2033.permanently. (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.)
Amendment 127 #
2021/0213(CNS)
Proposal for a directive
Article 14 – paragraph 1 – subparagraph 2
Article 14 – paragraph 1 – subparagraph 2
The minimum levels of taxation referred to in the first subparagraph shall start from zero and increase each year by one tenth of the final minimum rates, set out in Tables A and D of Annex I, over a transitional period of ten years. A minimum rate of zero shall apply to sustainable biofuels and biogas, low-carbon fuels, renewable fuels of non-biological origin, advanced sustainable biofuels and biogas, and electricity over that transitional period of ten years.. (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.)
Amendment 136 #
2021/0213(CNS)
Proposal for a directive
Article 14 – paragraph 5 a (new)
Article 14 – paragraph 5 a (new)
5 a. The revenues generated shall be earmarked by the Member States and used to support projects and investments in the aviation sector. The eligible projects and investments shall focus on energy efficiency, energy transition, sustainable and circular airports, innovative technologies and the deployment of alternative fuels infrastructure, supporting the decarbonisation of the sector.
Amendment 137 #
2021/0213(CNS)
Proposal for a directive
Article 15 – paragraph 1 – introductory part
Article 15 – paragraph 1 – introductory part
1. Without prejudice to Article 5, Member states shall apply, as a single use, under fiscal control not less than minimum levels of taxation as set out in Tables B and D of Annex I to energy products supplied for use as fuel to vessels, and to electricity used directly for charging electric vessels, for the purposes of intra-EU waterborne regular service navigation, fishing and freight transport. The Commission shall establish by means of a delegated or implementing act a calculation mechanism to tax the amount of fuel consumed within EU-waters, based on MRV reporting.1a _________________ 1a Regulation (EU) 2015/757 of the European Parliament and of the Council on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport, and amending directive 2009/16/EC.
Amendment 143 #
2021/0213(CNS)
Proposal for a directive
Article 15 – paragraph 1 – subparagraph 2
Article 15 – paragraph 1 – subparagraph 2
Amendment 158 #
2021/0213(CNS)
5. Member States mayshall apply under fiscal control total or partial exemptions to electricity directly supplied to vessels berthed in ports. (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.)
Amendment 161 #
2021/0213(CNS)
Proposal for a directive
Article 15 – paragraph 5 a (new)
Article 15 – paragraph 5 a (new)
5 a. The revenues related to maritime transport shall be earmarked by the Member States and used to support projects and investments in the maritime sector. The eligible projects and investments shall focus on energy efficiency, energy transition, sustainable and circular ports, innovative technologies and the deployment of alternative fuels infrastructure, supporting the decarbonisation of the sector.
Amendment 162 #
2021/0213(CNS)
Proposal for a directive
Article 15 – paragraph 5 b (new)
Article 15 – paragraph 5 b (new)
5 b. The revenues related to inland waterway transport shall be used to set up a dedicated EU inland waterway fund. The eligible projects and investments shall focus on ship retrofitting and renewal in order to improve the energy efficiency of ships and support investments in innovative and energy-saving technologies as well as port infrastructure, such as the deployment of alternative fuels, supporting the decarbonisation of the sector.
Amendment 192 #
2021/0213(CNS)
Proposal for a directive
Article 31 – paragraph 1
Article 31 – paragraph 1
Every five years and for the first time five years after 1 January 2023, the Commission shall submit to the Council and the European Parliament a report on the application of this Directive.
Amendment 56 #
2021/0211(COD)
Proposal for a directive
Recital 15
Recital 15
(15) In 2013, the Commission adopted a strategy for progressively integrating maritime emissions into the Union's policy for reducing greenhouse gas emissions. As a first step in this approach, the Union established a system to monitor, report and verify emissions from maritime transport in Regulation (EU) 2015/757 of the European Parliament and of the Council47 , to be followed by the laying down of reduction targets for the maritime sector and the application of a market based measure. In line with the commitment of the co- legislators expressed in Directive (EU) 2018/410 of the European Parliament and of the Council48 , action by the International Maritime Organization (IMO) or the Union should start from 2023, including preparatory work on adoption and implementation of a measure ensuring that the sector duly contributes to the efforts needed to achieve the objectives agreed under the Paris Agreement and due consideration being given by all stakeholders. When defining and implementing these actions, the EU should take due consideration the competitiveness of the maritime sector, the competitive position of EU ports as well as avoiding creating carbon and business leakage. __________________ 47Regulation (EU) 2015/757 of the European Parliament and of the Council of 29 April 2015 on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport, and amending Directive 2009/16/EC (OJ L 123, 19.5.2015, p. 55). 48Directive (EU) 2018/410 of the European Parliament and of the Council of 14 March 2018 amending Directive 2003/87/EC to enhance cost-effective emission reductions and low-carbon investments, and Decision (EU) 2015/1814 (OJ L 76, 19.3.2018, p. 3).
Amendment 59 #
2021/0211(COD)
Proposal for a directive
Recital 16
Recital 16
(16) Pursuant to Directive (EU) 2018/410, the Commission should report to the European Parliament and to the Council on the progress achieved in the IMO towards an ambitious emission reduction objective, and on accompanying measures to ensure that the maritime transport sector duly contributes to the efforts needed to achieve the objectives agreed under the Paris Agreement. EGiven the international character of shipping, efforts to limit global maritime emissions through the IMO are under way and should be encouraged. However, while the recent progress achieved through the IMO is welcome, these measures will not be sufficient to achieve the objectives of the Paris Agreement by establishing a global market-based measure. The European Union should therefore further increase the pressure on the IMO in order to avoid carbon leakage, which would endanger our EU businesses due to unfair international competition vis-à-vis non- EU ports.
Amendment 62 #
2021/0211(COD)
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16 a) A regional market-based measure such as the ETS could seriously jeopardise the reduction of total shipping emissions since evasive port calls at non- EU neighbouring ports could even increase overall emissions, in particular when evasion leads to longer voyages. To that end, the European Union should avoid possible evasive action and include the evasive call to/from a non-EU neighbouring port, including non-EU transhipment ports, as a call to an EU port when calculating the emissions falling under this Directive. The scope of voyages to be reported in the Regulation 2015/757 should include a requirement to report entire voyages involving these non- EU neighbouring ports. To this aim, the definition of port call applied in the EU ETS Directive and in Regulation 2015/757 should consider the risk of carbon and business leakage arising from the implementation of a regional market- based measure. Accordingly, the definition of port call should include stops in a transhipment port of a non-EU neighbouring country and must account for, and help prevent, vessels evading the EU ETS through evasive port calls on ports in countries neighbouring the EU. Furthermore, a new definition on neighbouring transhipment port should be integrated.
Amendment 69 #
2021/0211(COD)
Proposal for a directive
Recital 17
Recital 17
(17) In the European Green Deal, the Commission stated its intention to take additional measures to address greenhouse gas emissions from the maritime transport sector through a basket of measures to enable the Union to reach its emissions reduction targets. In this context, Directive 2003/87/EC should be amended to include the maritime transport sector in the EU ETS in order to ensure this sector contributes to the increased climate objectives of the Union as well as to the objectives of the Paris Agreement, which requires developed countries to take the lead by undertaking economy-wide emission reduction targets, while developing countries are encouraged to move over time towards economy-wide emission reduction or limitation targets.49 Considering that emissions from international aviation outside Europe should be capped from January 2021 by global market-based action while there is no action in place that caps or prices maritime transport emissions, it is appropriate that the EU ETS covers a share of the emissions from voyages between a port under the jurisdiction of a Member State and port under the jurisdiction of a third country, with the third country being able to decide on appropriate action in respect of the other share of emissions. The extension of the EU ETS to the maritime transport sector should thus include half of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port outside the jurisdiction of a Member State, half of the emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port under the jurisdiction of a Member State, and emissions at berth in a port under the jurisdiction of a Member State. This approach has been noted as a practical way to solve the issue of Common but Differentiated Responsibilities and Capabilities, which has been a longstanding challenge in the UNFCCC context. The coverage of a share of the emissions from both incoming and outgoing voyages between the Union and third countries ensures the effectiveness of the EU ETS, notably by increasing the environmental impact of the measure compared to a geographical scope limited to voyages within the EU, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. Furthermore, in order to prevent carbon leakage due to reallocation of transhipment operation from EU port to transhipment port on non-EU neighbouring countries, the extension of the EU ETS to the maritime transport sector should thus include emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a non-EU neighbouring transhipment port and emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at non-EU neighbouring transhipment port. To ensure a smooth inclusion of the sector in the EU ETS, the surrendering of allowances by shipping companies should be gradually increased with respect to verified emissions reported for the period 2023 to 2025. To protect the environmental integrity of the system, to the extent that fewer allowances are surrendered in respect of verified emissions for maritime transport during those years, once the difference between verified emissions and allowances surrendered has been established each year, a corresponding a number of allowances should be cancelled. As from 2026, shipping companies should surrender the number of allowances corresponding to all of their verified emissions reported in the preceding year. However, measures should be taken to ensure that the extension of the EU ETS to maritime transport affects Member States in a fair and not disproportionate manner, taking into account their specific circumstances, such as those related to their geographical situation, climate and weather. __________________ 49 Paris Agreement, Article 4(4).
Amendment 78 #
2021/0211(COD)
Proposal for a directive
Recital 18
Recital 18
(18) The provisions of Directive 2003/87/EC as regards maritime transport activities should be kept under review in light of future international developments and efforts undertaken to achieve the objectives of the Paris Agreement, including the second global stocktake in 2028, and subsequent global stocktakes every five years thereafter, intended to inform successive nationally determined contributions. In particular, the Commission should report any time before the second global stocktake in 2028 - and therefore no later than by 30 September 2028 -regularly to the European Parliament and to the Council on progress in the IMO negotiations concerning a global market- based measure. In its report, the Commission should analyse the International Maritime Organization instruments and, assess, as relevant, how to implement those instruments in Union law through a revision of Directive 2003/87/EC. In its report, the Commission should include proposals as appropriate.
Amendment 82 #
2021/0211(COD)
Proposal for a directive
Recital 19
Recital 19
(19) The Commission should regularly exchange with all related port authorities, shipping companies and all related stakeholders and should review the functioning of Directive 2003/87/EC in relation to maritime transport activities in the light of experience of its application, including in relation to possible evasive practices, and should then propose measures to ensure its effectiveness.
Amendment 88 #
2021/0211(COD)
Proposal for a directive
Recital 21
Recital 21
(21) In order to reduce the administrative burden on shipping companies, one Member State should be responsible for each shipping company. The Commission should publish an initial list of shipping companies that performed a maritime activity falling within the scope of the EU ETS, which specifies the administering authority in respect of each shipping company. The list should be updated regularly and at least every two years to reattribute shipping companies to another administering authority as relevant. For shipping companies registered in a Member State, the administering authority should be that Member State. For shipping companies registered in a third country, the administering authority should be the Member State in which the shipping company had the greatest estimated number of port calls from voyages falling within the scope of Directive 2003/87/EC in the last two monitoring years. For shipping companies registered in a third country and which did not perform any voyage falling within the scope of Directive 2003/87/EC in the last two monitoring years, the administering authority should be the Member State from where the shipping company started its first voyage falling within the scope of that Directive. The Commission should publish and update on a biennialyearly basis a list of shipping companies falling within the scope of Directive 2003/87/EC specifying the administering authority for each shipping company. In order to ensure equal treatment of shipping companies, Member States should follow harmonised rules for the administration of shipping companies for which they have responsibility, in accordance with detailed rules to be established by the Commission.
Amendment 90 #
2021/0211(COD)
Proposal for a directive
Recital 24
Recital 24
(24) Based on experience from similar tasks related to environmental protection, the European Maritime Safety Agency (EMSA) or another relevant organisation should, as appropriate and in accordance with its mandate, assist the Commission and the administering authorities in respect of the implementation of Directive 2003/87/EC. Owing to its experience with the implementation of Regulation (EU) 2015/757 and its IT tools, EMSA cshould assist the administering authorities notably as regards the monitoring, reporting and verification of emissions generated by maritime activities under the scope of this Directive by facilitating the exchange of information or developing guidelines and criteria.
Amendment 92 #
2021/0211(COD)
Proposal for a directive
Recital 25 a (new)
Recital 25 a (new)
(25 a) To ensure that there is a level playing field for ships that navigate in ice conditions and other ships a specific method should be applied to take into account additional emissions related to navigation in ice conditions and additional emissions of ice-classed ships when sailing in open water, while ensuring that emissions trading through the ETS continues to drive down emissions in the maritime sector. To that end, relevant provisions on the transfer, surrender and cancellation of allowances under Directive 2003/87/EC should be amended accordingly.
Amendment 98 #
2021/0211(COD)
Proposal for a directive
Recital 32
Recital 32
(32) A comprehensive approach to innovation is essential for achieving the European Green Deal objectives. At EU level, the necessary research and innovation efforts are supported, among others, through Horizon Europe which include significant funding and new instruments for the sectors coming under the ETS. Member States should ensure that the national transposition provisions do not hamper innovations and are technologically neutral, while the Commission should ensure the availability and efficiency of the necessary technical and advisory assistance.
Amendment 104 #
2021/0211(COD)
Proposal for a directive
Recital 33
Recital 33
(33) The scope of the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC should be extended to support innovation in low-carbon technologies and processes that concern the consumption of fuels in the sectors of buildings and road transport. In addition, the Innovation Fund should serve to support investments to decarbonise the maritime transport sector, including investments in sustainable alternative fuels and the related infrastructure, such as hydrogen and ammonia that are produced from renewables, in shore-side electricity supply, as well as zero-emission propulsion technologies like wind technologies. Considering that revenues generated from penalties raised in Regulation xxxx/xxxx [FuelEU Maritime]52 are allocated to the Innovation Fund as external assigned revenue in accordance with Article 21(5) of the Financial Regulation, the Commission should ensure that due consideration is given to support for innovative projects aimed at accelerating the development and deployment of renewable and low carbon fuels in the maritime sector, as specified in Article 21(1) of Regulation xxxx/xxxx [FuelEU Maritime]. To ensure sufficient funding is available for innovation within this extended scope, the Innovation Fund should be supplemented with 50 million allowances, stemming partly from the allowances that could otherwise be auctioned, and partly from the allowances that could otherwise be allocated for free, in accordance with the current proportion of funding provided from each source to the Innovation Fund. __________________ 52[add ref to the FuelEU Maritime Regulation].
Amendment 233 #
2021/0211(COD)
Proposal for a directive
Recital 67
Recital 67
(67) It is necessary to amend Regulation (EU) 2015/757 to take into account the inclusion of the maritime transport sector in the EU ETS. Regulation (EU) 2015/757 should be amended to oblige companies to report aggregated emissions data at company level and to submit for approval their verified monitoring plans and aggregated emissions data at company level to the responsible administering authority, including information on port calls in neighbouring non-EU ports. In addition, the Commission should be empowered to adopt delegated acts to amend the methods for monitoring CO2 emissions and the rules on monitoring, as well as any other relevant information set out in Regulation (EU) 2015/757, to ensure the effective functioning of the EU ETS at administrative level and to supplement Regulation (EU) 2015/757 with the rules for the approval of monitoring plans and changes thereof by administering authorities, with the rules for the monitoring, reporting and submission of the aggregated emissions data at company level and with the rules for the verification of the aggregated emissions data at company level and for the issuance of a verification report in respect of the aggregated emissions data at company level. The data monitored, reported and verified under Regulation (EU) 2015/757 might also be used for the purpose of compliance with other Union law requiring the monitoring, reporting and verification of the same ship information.
Amendment 248 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Article 1 – paragraph 1 – point 2 – point d
Directive 2003/87/EC
Article 3 – point v
Article 3 – point v
(v) ‘shipping company’ means the shipowner or any other organisation or person, such as the manager or the bareboat charterer, that has assumed the responsibility for the operation of the ship from the shipowner and that, on assuming such responsibility, has agreed to take over all the duties and responsibilities imposed by the International Management Code for the Safe Operation of Ships and for Pollution Prevention, set out in Annex I to Regulation (EC) No 336/2006 of the European Parliament and of the Council(*); when the ultimate responsibility for the operation of the ship and the decisions affecting the CO2 emissions of the ship is assumed, by means of a contractual arrangement, by a different entity, this entity shall be directly responsible under this contractual agreement for assuming all the duties, responsibilities and compliance costs under this Directive. Operation of the ship for the purposes of this Article shall mean determining the cargo carried, the route or the speed of the ship.
Amendment 277 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1
Article 3g – paragraph 1
1. The allocation of allowances and the application of surrender requirements in respect of maritime transport activities shall apply in respect of fifty percent (50 %) of the emissions fromthe following pattern: a) ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State or ships performing voyages departing from a port unoutsider the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State, with a stop on a neighbouring transhipment port outside the jurisdiction of a Member State, fifty: i) shall apply one hundred percent (50 100%) of the emissions from ships performing voyage departing from aor the segment of the voyage between the port outsiunder the jurisdiction of a Member State and arriving at athe neighbouring transhipment port unoutsider the jurisdiction of a Member State, one hundred percent (100 %) of emissions from and; ii) shall apply fifty percent (50%) for the rest of the voyage; b) ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State andwith a stop on a neighbouring transhipment port outside the jurisdiction of a Member State, shall apply one hundred percent (100 %) of emissions fromor the whole voyage; c) ships at berth in a port under the jurisdiction of a Member State shall apply one hundred percent (100%) of emissions.
Amendment 304 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 2
Article 3ga – paragraph 2
To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport for the years 2023, 2024 and 2025, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10. Member States shall provide at least 30% of the allowances free of charge in the new Emissions Trading System for shipping companies trading on deep-sea routes for those vessels carrying out at least 40% of transhipment operations in a call in a EU port, provided that ships operating in those routes do not develop alternative evasive routes and can demonstrate a high efficiency in accordance with a measurable environmental performance parameter. Those routes shall be incorporated in a list and reconsidered on an annual basis by the Commission.
Amendment 320 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 1
Article 3ge – paragraph 1
1. The Commission shall consider possible amendments in relation to the adoption by the International Maritime Organization of a global market-based measure to reduce greenhouse gas emissions from maritime transport in order to ensure a global approach. In the event of the adoption of such a measure, and in any event before the 2028 global stocktake and no later than 30 September 2028, the Commission shall present a report to the European Parliament and to the Council in which it shall examine any such measure. Where appropriate, the Commission may follow to the report with a legislative proposal to the European Parliament and to the Council to amend this Directive as appropriate in order to align EU legislation with measures taken at international level.
Amendment 324 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 1a (new)
Article 3ge – paragraph 1a (new)
1a. By 2023, the Commission shall carry on a full and comprehensive impact assessment, based on real data and in close cooperation with the stakeholders, of the potential impacts and risk of these provisions on carbon leakage, evasion, delocation of calls and port business to ports outside the EU, connectivity of ports in Europe, competitiviness of the EU maritime sector resulting from the Fit for 55-packageand and where relevant on the modal shift. The Commission shall address the negative impacts identified by this assessment through revisions and amendments to Chapter II entitled “Aviation and Maritime Transport” and other provisionsrelevant to the maritime EU ETS. Alignment with a market-based measure developed in the IMO should be closely examined as a means to address potentialnegative impacts.
Amendment 329 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2
Article 3ge – paragraph 2
2. The Commission shall monitor and evaluate the implementation of this Chapter and possible trends as regards companies seeking to avoid, such as significant decrease of transhipment calls or traffic in EU ports, as regards companies seeking to avoid ports under the jurisdiction of a EU Member State being bound by the requirements of this Directive 1 year after its entry into force. If appropriate, the Commission shall propose measures to prevent such avoidance and review the provisions of this Directive in relation to maritime transport activities.;
Amendment 360 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10a – paragraph 8 – subparagraph 3
Article 10a – paragraph 8 – subparagraph 3
The Innovation Fund shall cover the sectors listed in Annex I and Annex III, including environmentally safe carbon capture and utilisation (“CCU”) that contributes substantially to mitigating climate change, as well as products substituting carbon intensive ones produced in sectors listed in Annex I, and to help stimulate the construction and operation of projects aimed at the environmentally safe capture and geological storage (“CCS”) of CO2, as well as of innovative renewable energy and energy storage technologies; in geographically balanced locations. The Innovation Fund mayshall also support break- through innovative technologies and infrastructure to decarbonise the maritime sector, , where a substantial share of the EU ETS revenues generated by the maritime ETS shall be used to enable the decarbonisation of the sector and for the production of low- and zero-carbon fuels in aviation, rail and road transport. Special attention shall be given to projects in sectors covered by the [CBAM regulation] to support innovation in low carbon technologies, CCU, CCS, renewable energy and energy storage, in a way that contributes to mitigating climate change.
Amendment 370 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 14 – point a
Article 1 – paragraph 1 – point 14 – point a
Directive 2003/87/EC
Article 10d – paragraph 1 – subparagraph 2
Article 10d – paragraph 1 – subparagraph 2
The investments supported shall be consistent with the aims of this Directive, as well as the objectives of the Communication from the Commission of 11 December 2019 on The European Green Deal (*) and Regulation (EU) 2021/1119 of the European Parliament and of the Council (**) and the long-term objectives as expressed in the Paris Agreement. No support from the Modernisation Fund shall be provided to energy generation facilities that use fossil fuels.”;
Amendment 382 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – point c
Article 12 – paragraph 3 – point c
(c) each shipping company surrenders a number of allowances equal to its total emissions during the preceding calendar year, as verified in accordance with Article 3gc. Shipping companies may surrender fewer allowances on the basis of a ship’s ice class or navigation in ice or both in line with Annex Va.
Amendment 387 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 2
Article 12 – paragraph 3 – subparagraph 2
Member States, administering Member States and administering authorities in respect of a shipping company shall ensure that allowances surrendered in accordance with the first subparagraph are subsequently cancelled.; To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10
Amendment 393 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 16
Article 1 – paragraph 1 – point 16
Directive 2003/87/EC
Article 14 – paragraph 1 – subparagraph 1
Article 14 – paragraph 1 – subparagraph 1
Those implementing acts shall apply the sustainability and greenhouse gas emission saving criteria for the use of biomass established by Directive (EU) 2018/2001 of the European Parliament and of the Council(*), with any necessary adjustments for application under this Directive, for this biomass to be zero-rated. They shall specify how to account for storage of emissions from a mix of zero-rated sources and sources that are not zero-rated. They shall also specify how to account for emissions from renewable fuels of non- biological origin and recycled carbon fuels, ensuring that these emissions are accounted for and that double counting is avoided. They shall also specify how to account for the well-to-tank emissions of renewable and low-carbon fuels”;
Amendment 460 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph -1 a (new)
Article 3 – paragraph -1 a (new)
Regulation (EU) 2015/757
Article 3 – point b
Article 3 – point b
(-1 a) in Article 3, point (b) is replaced by the following: "(b) ‘port of call’ means the port where a ship stops to load or unload cargo or to embark or disembark passengers; consequently, for the purpose of this regulation, stops for the sole purposes of refuelling, obtaining supplies, relieving the crew, going into dry-dock or making repairs to the ship and/or its equipment, stops in port because the ship is in need of assistance or in distress, ship-to-ship transfers carried out outside ports, stops in a transhipment port of a non-EU neighbouring country and stops for the sole purpose of taking shelter from adverse weather or rendered necessary by search and rescue activities are excluded; (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02015R0757-20161216)Or. en
Amendment 461 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 1 a (new)
Article 3 – paragraph 1 – point 1 a (new)
Regulation (EU) 2015/757
Article 3 – points oa new, ob new, s new, t new, w new
Article 3 – points oa new, ob new, s new, t new, w new
(1a) in Article 3, the following points (oa), (ob), (s), (t) and (w) are added: (oa) 'navigating in ice conditions' means navigating of an ice-classed ship in a sea area within the ice edge. (ob) "ice edge" is defined by paragraph 4.4. of the WMO Sea-Ice Nomenclature, March 2014 as the demarcation at any given time between the open sea and sea ice of any kind, whether fast or drifting. (s) “neighbouring transhipment port” means a port located in a neighbouring country of the EU where the movement of one type of cargo to be transhipped exceeds 60 % of the total traffic of that port. It needs to be considered that cargo, container or goods are transhipped when they are unloaded from ship to the port for the sole purpose of loading them on another ship. Such ports shall be incorporated in a list and reconsidered on an annual basis by the Commission. (t) “deep sea routes” means those shipping routes connecting two or more continents and performed by regular services covering more than 3000km long where ships would carry out transhipment operations at any port in its route. Such routes shall be incorporated in a list and reconsidered on an annual basis by the Commission. (w) ”transhipment operation” means an operation in which any cargo, container or good is unloaded from a ship to the port for the sole purpose of loading it on another ship.
Amendment 462 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point -a (new)
Article 3 – paragraph 1 – point 4 – point -a (new)
Regulation (EU) 2015/757
Article 6 – paragraph 4
Article 6 – paragraph 4
Amendment 464 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 5 a (new)
Article 3 – paragraph 1 – point 5 a (new)
Regulation (EU) 2015/757
Article 9 – paragraph 1
Article 9 – paragraph 1
Amendment 468 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 6 a (new)
Article 3 – paragraph 1 – point 6 a (new)
Regulation (EU) 2015/757
Article 10 – paragraph 1 – points ga new and l new
Article 10 – paragraph 1 – points ga new and l new
(6 a) in Article 10, first paragraph, the following points(ga) and (l) are inserted: "(ga) aggregated distance travelled separately for voyages between ports under a Member State's jurisdiction, for voyages departing from a port under a Member State's jurisdiction and for voyages arriving to a port under a Member State's jurisdiction, if the shipping company aims to surrender fewer emission allowances on that basis under Directive 2003/87/EC." "(l) ice-class and aggregated CO2 emissions when navigating in ice conditions separately for voyages between ports under a Member State's jurisdiction, for voyages departing from a port under a Member State's jurisdiction and for voyages arriving to a port under a Member State's jurisdiction and aggregated distance travelled when navigating in ice conditions separately for voyages between ports under a Member State's jurisdiction, for voyages departing from a port under a Member State's jurisdiction and for voyages arriving to a port under a Member State's jurisdiction when navigating in ice conditions, if the shipping company aims to surrender fewer emission allowances on that basis under Directive 2003/87/EC.”
Amendment 488 #
2021/0211(COD)
Proposal for a directive
Annex – point 4 a (new)
Annex – point 4 a (new)
Directive Directive 2003/87/EC
Annex V a (new)
Annex V a (new)
Amendment 491 #
2021/0211(COD)
Proposal for a directive
Annex I – paragraph 1 – point c – point vii
Annex I – paragraph 1 – point c – point vii
Directive 2003/87/EC
Annex I – table – ultimate row – column 1
Annex I – table – ultimate row – column 1
Maritime transport Maritime transport activities of ships covered by Regulation (EU) 2015/757 of the European Parliament and of the Council performing voyages with the purpose of transporting passengers or cargo for commercial purposes This activity shall not include: a) voyages performed in the framework of a public service contract or subject to public service obligations in accordance to Council Regulation (EEC) No 3577/92; b) voyages performed on routes to and/or from outermost regions, as specified in Article 299(2) of the Treaty; c) voyages performed on routes within islands which form part of the same insular region or area; d) voyages which, but for this point, would fall within this activity, performed by a ship with total annual emissions lower than 10 000 tonnes per year;
Amendment 84 #
2021/0207(COD)
Proposal for a directive
Recital 25
Recital 25
(25) Special consideration should be given to promoting accessibility for the outermost regions of the Union. Therefore, a derogation from the EU ETS should be provided for emissions from flights between an aerodrome located in an outermost region of a Member State and an aerodrome located in the same Member StateEEA outside that outermost region, and flights departing from an aerodrome located in an outermost region which arrive at an aerodrome located in Switzerland or in the United Kingdom. Furthermore, a level playing field of the single aviation market must be ensured considering the current state of the aviation sector and the connectivity gap across the Union due to the COVID19 pandemic. Therefore, an effective mechanism to address the disadvantage and impact of this measure on peripheral and insular Member States and EU regions that rely mostly or exclusively on aviation should be proposed by the European Commission in order to safeguard the level playing field of airlines operating within peripherical and insular regions as well as ensuring connectivity.
Amendment 109 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 7
Article 3 c – paragraph 7
7. By way of derogation from Articles 12(2a), 14(3) and Article 16, Member States shall consider the requirements set out in those provisions to be satisfied and shall take no action against aircraft operators in respect of emissions taking place until 20305 from flights between an aerodrome located in an outermost region of a Member State and an aerodrome located in the same Member StEEA outside thate outside that outermost region.;ermost region, and flights departing from an aerodrome located in an outermost region which arrive at an aerodrome located in Switzerland or in the United Kingdom.
Amendment 40 #
2021/0200(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) While emissions trading will also apply to greenhouse gas emissions from road and maritime transport as well as buildings, the scope of Regulation (EU) 2018/842 will be maintained. Regulation (EU) 2018/842 will thereforeRegulation (EU) 2018/842 will continue applying to the greenhouse gas emissions from domestic navigation, but not to those from international navigation. Greenhouse gas emissions of a Member State within the scope of Regulation (EU) 2018/842 to be taken into account for compliance checks will continue to be determined upon completion of inventory reviews in accordance with Regulation (EU) 2018/1999 of the European Parliament and the Council34 . __________________ 34Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).
Amendment 41 #
2021/0200(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7 a) The EU transport sector is essential for the Union’s economic and social development and for ensuring the territorial accessibility and connectivity of all regions of the EU; the Union has to make sustainable transport a reality while ensuring the functioning of the internal market and the EU competitiveness worldwide and avoiding disruptions; efforts must be focused especial on the transport sector when achieving the climate targets set for 2030 by Member states established by this Regulation; therefore, Member States shall make use of all available EU founds to accompany the transport industry in its decarbonisation while taking into account that direct electrification in several modes of transport is not technologically possible or competitive.
Amendment 55 #
2021/0200(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) The COVID-19 pandemic has impacted the Union’s economy and its level of emissions to a degree that cannot yet be fully quantified. On the other hand, the Union is deploying its largest stimulus package ever, also having a potential impact on the level of emissions. Due to those uncertainties, it is appropriate to review the emissions data in 2025 and, if necessary, readjust the annual emission allocations in case the previous years’ allocations were too strict.
Amendment 61 #
2021/0200(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) It is therefore appropriate to update in 2025 the annual emission allocations for the years 2026 to 2030 in case the previous allocations are found to be too strict. This should be based on a comprehensive review of the national inventory data carried out by the Commission in order to determine the average of the greenhouse gas emissions of each Member State during the years 2021, 2022 and 2023.
Amendment 68 #
2021/0200(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) In addition to that flexibility, a limited quantity of net removals and net emissions from land use, land-use change and forestry (‘LULUCF’) may be taken into account for Member States’ compliance under Regulation (EU) 2018/842 (‘the LULUCF flexibility’). In order to ensure that sufficient mitigation efforts are deployed until 2030, it is appropriate to limit the use of the LULUCF flexibility by separating the use of such flexibility into two separate time periods, each capped by a limit corresponding to halffirst one capped at 75% of the maximum amount of total net removals set out in Annex III to Regulation (EU) 2018/842. It is also appropriate to bring the title of Annex III in line with the amendment to Regulation (EU) 2018/841 carried out by Commission Delegated Regulation (EU) 2021/268 of 28 October 202037 . As a consequence, there is no longer a need for Regulation (EU) 2018/842 to provide for a legal basis allowing the Commission to adopt delegated acts to amend the title of its Annex III. Article 7(2) of Regulation (EU) 2018/842 should therefore be deleted and the second one at half. __________________ 37 Commission Delegated Regulation (EU) 2021/268 of 28 October 2020 amending Annex IV to Regulation (EU) 2018/841 of the European Parliament and of the Council as regards the forest reference levels to be applied by the Member States for the period 2021-2025 (OJ L 60, 22.2.2021, p. 21).
Amendment 102 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EU) 2018/842
Article 4 – paragraph 3 – subparagraph 4
Article 4 – paragraph 3 – subparagraph 4
For the years 2026 to 2030, it shall determine the annual emission allocations based on the value for the 2005 greenhouse gas emissions of each Member State indicated pursuant to the second subparagraph and on a comprehensive review of the most recent national inventory data for the years 2021, 2022 and 2023 submitted by the Member States pursuant to Article 26 of Regulation (EU) 2018/1999, in case the previous years’ allocations were too strict.
Amendment 105 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 a (new)
Article 1 – paragraph 1 – point 3 a (new)
Regulation (EU) 2018/842
Article 4 – paragraph 5 a (new)
Article 4 – paragraph 5 a (new)
(3 a) "In article 4, the following paragraph is added: "5a. When reporting on its annual assessment under Article 29 of Regulation (EU)2018/1999, the Commission shall set out the emissions covered by Regulation (EU) 2018/842 and in particular state the annual emission allocations and the annual emissions of the transport sector. The report should also take into account national circumstances, and list national measures taken in view of reducing emissions highlighting the EU added value."
Amendment 113 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 b (new)
Article 1 – paragraph 1 – point 3 b (new)
Regulation (EU) 2018/842
Article 5 – paragraph 1
Article 5 – paragraph 1
(3 b) In Article 5, paragraph 1 is replaced by the following: "1. In respect of the years 2021 to 20259, a Member State may borrow a quantity of up to 10 % from its annual emission allocation for the following year. Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A32018R0842)
Amendment 114 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 c (new)
Article 1 – paragraph 1 – point 3 c (new)
Regulation (EU) 2018/842
Article 5 – paragraph 2
Article 5 – paragraph 2
Amendment 147 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7 a (new)
Article 1 – paragraph 1 – point 7 a (new)
Regulation (EU) 2018/842
Article 15 – paragraph 1
Article 15 – paragraph 1
(7 a) In Article 15, paragraph 1 is amended as follows: "1. This Regulation shall be kept under review taking into account, inter alia, evolving national circumstances, the manner in which all sectors of the economy contribute to the reduction of greenhouse gas emissions, with a special attention to the evolution of the transport sector, international developments and efforts undertaken to achieve the long- term objectives of the Paris Agreement. Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A32018R0842)
Amendment 30 #
2021/0197(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050, which require consistency between all of them in order to avoid regulatory fragmentation as well as conflicting measures between the emissions Regulation (AFIR, Cars CO2, the regulation on batteries, RED II, LULUCF, etc.) and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.
Amendment 42 #
2021/0197(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) Achieving the objectives of this Regulation will have important consequences at industrial, social and transport level, thus programmes to ensure continuous training for new jobs that are accessible to all need to be envisaged.
Amendment 43 #
2021/0197(COD)
(7b) This regulation forms part of the efforts to meet the Union's wider objective to reduce emissions from passenger cars and light commercial vehicles. With the increasing use of zero- and low-emission vehicles, emission sources will move upstream in the automotive chain. By focusing exclusively on vehicle exhaust emissions, this legislation will therefore become progressively less effective in reducing emissions at EU level. In these circumstances, the Commission needs to come up with, by 31 December 2023 at the latest, a harmonised methodology for reporting the carbon balance of the life cycle of such vehicles (‘manufacture – use – scrapping’) and the energy consumed (‘extraction/production – transportation – consumption’ or ‘Well- to-Tank’) in order to obtain an overall view of their environmental impacts and thus ensure consistency of the means brought to bear in pursuit of the Union’s climate objectives. This regulation should be reviewed in 2027 to incorporate this extended carbon accounting as a new indicator for the reduction of emissions from the sector which is better able to reflect the true carbon balance of passenger cars and light commercial vehicles.
Amendment 44 #
2021/0197(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging. These measures will have cross-sector consequences, so it will be necessary to work together with the industry and the transport sector and to accompany it with social measures in order to achieve an accepted and orderly transition that will allow us to maintain the competitiveness of the sector, the maintenance of jobs with an effort to incorporate women into the sector. _________________ 25Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).
Amendment 51 #
2021/0197(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero-emission and low-emission vehicles being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. The automotive industry remains one of the pillars of the EU economy, contributing 7% of European GDP, providing 4.6 million jobs and remaining at the cutting edge of technological innovation with EUR 60 billion invested each year in research and development. The industry needs to be supported in its environmental and digital transition, as European manufacturers are now facing a triple bind, with tightened environmental regulations, increasing investment needs in innovation and heightened international competition. Within the global context, also the EU automotive chain must continue to be a leading actor in the on- going transition towards zero-emission mobility. The strengthened CO2 emission reduction standards aremust remain technology neutral in reaching the fleet- wide targets that they set. Different technologies are andmain and need to remain available to reach the zero-emission fleet wide target. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, can continue to play a role in the transition pathway. running on advanced biofuels or synthetic fuels as defined in Directive (EU) 2018/200111a, that is currently under review, can continue to play a role in the transition pathway. _________________ 1aDirective (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82)
Amendment 55 #
2021/0197(COD)
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) While battery-powered electric vehicles have great potential to decarbonise the fleet and should be encouraged, they do not justify abandoning the principle of technological neutrality, and should rather be used in concert with other efficient technologies. It is important to stress that no technology is ‘zero emission’ or without an environmental impact, including this type of vehicle (given the battery’s carbon footprint, the higher weight of vehicles, the origin of the electricity, the extraction of raw materials). In this respect, the risk of supply tensions should be assessed and addressed in order to meet the European demand in a context of increased international pressure to extract the resources needed to manufacture batteries, with projections for battery production increasing twentyfold by 2050. Moreover, the impacts on electricity networks (in terms of decarbonisation, availability, performance and standardisation) or on the rollout of recharging infrastructures (network size correlated with autonomy, high private and public investment requirements) must be considered.
Amendment 57 #
2021/0197(COD)
Proposal for a regulation
Recital 9 b (new)
Recital 9 b (new)
(9b) The principle of technological neutrality is fundamental to ensure there is a plurality of solutions, to preserve innovation and development, including in disruptive technologies, and to allow market flexibility and a diverse range of social behaviours. It is thus important that we do not limit road transport to a single technology but rather encourage innovation and complementarities between efficient alternative technologies, such as the combined use of hybrid vehicles and low-carbon fuels. Furthermore, a ‘one size fits all’ approach at European level would be compromised by the wide economic, social, geographical and infrastructural diversity within and between Member States, whereas a mix of complementary technologies allows each region to implement the solutions it deems most appropriate to reduce its emissions
Amendment 58 #
2021/0197(COD)
Proposal for a regulation
Recital 9 c (new)
Recital 9 c (new)
(9c) To ensure all solutions including renewable fuels will help decarbonise the transport sector now and beyond 2035, there is a need to move beyond the pure Tank-to-Wheel approach in measuring emissions and to consider emissions on a Well-to-Wheel or life cycle assessment basis
Amendment 61 #
2021/0197(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Those targets should be set at a level that willrespects the principle of technological neutrality while delivering a strong signal to accelerate the uptake of zero-emission and low-emission vehicles on the Union market and to stimulate innovation in zero- emission technologies in a cost- efficient way.
Amendment 65 #
2021/0197(COD)
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10a) The average age of passenger cars and light-duty vehicles has increased in Europe due to COVID and the uncertainty generated by the transition to the technology of the future, leading to an increase in CO2 emissions and a progressive increase in the accident rate which doubles for older cars. In the most recent tests for the European New Car Assessment Programme (Euro NCAP), for passengers in cars rated with five stars, the risk of fatal injury and the risk of serious injury is 68% and 23% lower, respectively, than for passengers in cars rated with two stars. In this sense, for achieving the climate objectives for the year 2030 and 2050 as well as the objectives of the European Union Policy Framework for Road Safety for 2021 . 2030 whose long-term strategic objective of approaching zero deaths and zero serious injuries on EU roads by 2050 ("Vision Zero"), and its medium-term objective of reducing the number of deaths and serious injuries by 50% by 2030 will require replacing old cars with newer, more technologically advanced ones stimulation of demand if case of necessity with renewal schemes that could be partly financed by the European budget and encouragement of the use of high performance tyres should be considered.
Amendment 66 #
2021/0197(COD)
Proposal for a regulation
Recital 10 b (new)
Recital 10 b (new)
(10b) The use of high performance tyres should be further encouraged as they reduce energy consumption and emissions (including rolling noise) while maintaining vehicle safety.
Amendment 70 #
2021/0197(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale- up of the manufacturing of zero-emission and low-emission vehicles and associated technologies, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities. Where appropriate, fFinancial support should be consideredtherefore be stepped up at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility, the Automotive Sector Support Fund and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.
Amendment 71 #
2021/0197(COD)
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11a) one of the structural effects of the transition to zero-emission vehicles will be significant job losses in the automotive sector, from manufacturers and their suppliers to ancillary maintenance and repair services. In order to manage the social consequences of the transition, a specific fund to support the sector should be established to help with the requalification, training and retraining of automotive workers, particularly for small and medium-sized enterprises in the sector throughout the value chain. Special attention should be given to women with a view to increasing their participation in the professions in the sector. This fund should be financed by the general budget of the Union and from income from excess emissions premiums
Amendment 73 #
2021/0197(COD)
Proposal for a regulation
Recital 11 b (new)
Recital 11 b (new)
(11b) It will not be possible to achieve the long-term goal of entirely decarbonising European mobility without technological innovation and technical progress. With that in mind, and in the face of increased international competition, it is essential that the Union and Member States continue their efforts to explore and develop initiatives that promote the synergies possible in the sector, taking as a model the EU Batteries Alliance, and support public and private investment in European automotive research and innovation in order to maintain European technological leadership in that sector, to develop industrial excellence in the technologies of the future on European soil and to ensure the long-term sustainability of its industrial base, keeping it efficient and competitive on the world market
Amendment 76 #
2021/0197(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability of zero emission vehicles should also be addressed in the pathway. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of zero- emission and low-emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll- out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re- skilling of workers and reconversion of activities. The progress report will also build on the two-year progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of advanced biofuels and electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report. _________________ 26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021
Amendment 80 #
2021/0197(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) It is also essential to ensure the future viability of the European manufacturing industry and to strengthen of the Union's strategic autonomy that the Commission works together with Member States and industrial stakeholders to secure the supply chain in the strategic materials
Amendment 85 #
2021/0197(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) Those EU fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in Directive 2014/94/EU of the European Parliament and of the Council27 as well as through ambitious targets for the deployment of private charging points in buildings Directive 2010/31/EU of the European Parliament and of the Council27a. _________________ 27 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307 28.10.2014, p. 1). 27aDirective 2010/31/EU of the European Parliament and of the Council of 19 May 2010 on the energy performance of buildings (OJ L 153, 18.6.2010, p. 13)
Amendment 87 #
2021/0197(COD)
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13a) The rollout of sufficient charging and refuelling infrastructure for alternative fuels is an essential prerequisite for the development of the market for zero- and low-emission vehicles and, therefore, for the success of this Regulation; thus, any increase in this regulation’s emission-reduction targets, including on interim objectives, should go hand-in-hand with an increase in rollout targets set as part of the revision of the Directive on the deployment of alternative fuels infrastructure; in this connection, it is vital that investment in its deployment should be continued and increased. The Member States should be provided with sufficient support and help to achieve this objective due to their significant investment needs in a decade in which their tax losses and transfers of tax revenues towards alternative fuels will increase. In this context, it is important to underline that the issue of refuelling is intrinsically linked to the very autonomy of vehicles, that, the more the latter increases, the less frequent refuelling will need to be – and that the Commission should therefore take account of technological developments, in particular with regard to the autonomy of batteries, which affect the deployment of infrastructure
Amendment 90 #
2021/0197(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission and low- emission vehicles in a cost-efficient manner, and i. It is therefore appropriate to maintain the approach of decreasing target levels in five-year steps. In order to ensure the effectiveness of the measures adopted in this Regulation taking into account the evolution of the sector and the behaviour of the public, a review of this Regulation shall be carried out in 2027.
Amendment 117 #
2021/0197(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 20267. For this review, all aspects considered in the two yearly reporting should be considered.
Amendment 123 #
2021/0197(COD)
Proposal for a regulation
Recital 24
Recital 24
(24) The possibility to assign the revenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(5) of Regulation (EU) 2019/631, with the conclusion that this would significantly increase the administrative burden, while not directly benefit the automotive sector in its transition. Revenue from the excess emission premiums is therefore to continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) of Regulation (EU) 2019/631should be targeted in order to contribute to the transition of the sector.
Amendment 126 #
2021/0197(COD)
Proposal for a regulation
Recital 25 a (new)
Recital 25 a (new)
(25a) In determining the average specific emissions of CO2 for all the new passenger cars and new light commercial vehicles registered in the Union for which manufacturers are responsible, all passenger cars and light commercial vehicles should be taken into account irrespective of their mass or other characteristics, as the case may be. Notwithstanding the aforementioned, recognizing the low life-cycle emissions of biomethane and its potential to provide cost-effective CO2 emission reductions, certain number of clearly defined mono fuel new passenger cars and vans would be excluded in determining the average specific emissions of CO2 for all the new cars and vans in a transition period. Although Regulation (EC) No 715/2007 does not cover passenger cars and light commercial vehicles with a reference mass exceeding 2 610 kg and to which type-approval is not extended in accordance with Article 2(2) of that Regulation, the emissions for these vehicles should be measured in accordance with the same measurement procedures as specified pursuant to Regulation (EC) No 715/2007, notably the procedures set out in Commission Regulation (EC) No 692/2008 (14) and in Regulation (EU) 2017/1151,and the correlation procedures adopted on the basis of Regulations (EC) No443/2009 and (EU) No 510/2011, in particular Implementing Regulations (EU)2017/1152 and (EU) 2017/1153. The resulting CO2 emission values should be entered in the certificate of conformity of the vehicle in order to enable their inclusion in the monitoring scheme;
Amendment 175 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 a (new)
Article 1 – paragraph 1 – point 1 a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 3 a new
Article 1 – paragraph 3 a new
(1a) -a) the following paragraph is inserted: ‘This Regulation shall be reviewed by 31 December 2027 and supplemented by additional measures to include, in addition to exhaust emissions, the overall carbon balance of the vehicle and fuel used, based on the methodologies set out in Article 7(10) and Article 12(3a), with a view to ensuring that emissions from the sector are in line with the Union's target of carbon neutrality.’
Amendment 177 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point a a (new)
Article 1 – paragraph 1 – point 3 – point a a (new)
Regulation (EU) 2019/631
Article 3 – paragraph 1 – point a – point aa (new)
Article 3 – paragraph 1 – point a – point aa (new)
(aa) a new definition is introduced: ‘n (a) ‘plug-in hybrid electric vehicle’ (PHEV): a vehicle powered by a combination of an electric motor with a rechargeable battery and an internal combustion engine, which may operate together or separately.’
Amendment 178 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point a b (new)
Article 1 – paragraph 1 – point 3 – point a b (new)
Regulation (EU) 2019/631
Article 3 – paragraph 1 –point a – point ab (new)
Article 3 – paragraph 1 –point a – point ab (new)
(ab) a new definition is introduced: "n (b) "gas fuelled vehicle' means a vehicle which satisfies the criteria for mono fuel gas vehicle as defined in Article 2 of Regulation (EU) 2017/1151, excluding vehicles that run on LPG or hydrogen"
Amendment 181 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 a (new)
Article 1 – paragraph 1 – point 3 a (new)
Regulation (EU) 2019/631
Article 3 – paragraph 1 – point m
Article 3 – paragraph 1 – point m
In paragraph 1, point (m) is replaced by the following: (m) ‘zero- and low-emission vehicle’ means a passenger car or a light commercial vehicle with tailpipe emissions from zero up to 50 g CO2/km, as determincalculated ion accordance with Regulation (EU) 2017/1151; well-to-wheel approach;" Or. en (Document 32019R0631)
Amendment 187 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/631
Article 4 – paragraph 3
Article 4 – paragraph 3
Amendment 191 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)
Article 1 – paragraph 1 – point 5 a (new)
Regulation (EU) 2019/631
Article 7 – paragraph 10
Article 7 – paragraph 10
(5a) (aa) paragraph 10 is replaced by the following: ‘10. The Commission shall draw up, no later than 2023 evaluate the possibility of developing31 December 2023, a common Union methodology for the assessment and the consistent data reporting of the full life- cycle CO2 emissions of passenger cars and light commercial vehicles that are placed on the EUnion market. The Commission shall transmit to the European Parliament and to the Council that evaluationmethodology, including, where appropriate, proposals for follow-up measures, such as legislative proposals. Or. en(Regulation (EU) 2019/631)
Amendment 194 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)
Article 1 – paragraph 1 – point 5 b (new)
Regulation (EU) 2019/631
Article 7 – paragraph 10 a new
Article 7 – paragraph 10 a new
(5b) (ab) the following paragraph is inserted: ‘10a. From 1 January 2024 onwards, manufacturers may, on a voluntary basis, submit the life cycle CO2 emissions data for passenger cars and light commercial vehicles on the EU market referred to in paragraph 10 to the competent authorities referred to in paragraph 6 and to the Member States, which shall then submit them to the Commission in accordance with paragraph 2. From 1 January 2028 onwards, this data shall be incorporated into the information listed in Part A of Annexes II and III;’
Amendment 196 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 c (new)
Article 1 – paragraph 1 – point 5 c (new)
Regulation (EU) 2019/631
Article 8 – paragraph 5 a new
Article 8 – paragraph 5 a new
(5c) The Commission in cooperation with Member States will develop programmes to incentivise the replacement of older vehicles with new technologies and low emission vehicles by stimulating demand through renewal schemes that will be partly financed by the European budget and by encouraging the use of high performance tyres.
Amendment 197 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 d (new)
Article 1 – paragraph 1 – point 5 d (new)
Regulation (EU) 2019/631
Article 8 – paragraph 4
Article 8 – paragraph 4
"(5a) Article 8(4) is replaced by the following ‘4. The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Union allocated to a support fund dedicated to the automotive sector, including car manufacturers, their component suppliers and ancillary maintenance and repair services. The purpose of the fund shall be to retrain workers, particularly for small and medium-sized enterprises and boosting the incorporation of women in the sector with a view to ensuring a just transition towards a carbon-neutral economy." Or. en (Document 32019R0631)
Amendment 198 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 e (new)
Article 1 – paragraph 1 – point 5 e (new)
Regulation (EU) 2019/631
Article 8 a ( new)
Article 8 a ( new)
(5e) 5b. The following Article is inserted: ‘Article 8 a Establishment of a support fund 1. This regulation establishes the Automotive Sector Support Fund (ASSF) to lend support to that sector, which is facing serious socio-economic challenges deriving from the transition process towards a climate-neutral EU economy by 2050. The measures and investments supported by ASSF shall benefit workers in the automotive sector, which includes car manufacturers, their component suppliers and ancillary maintenance and repair sectors. 2. The ASSF shall support the Investment for jobs and growth goal in all Member States. It shall lend support to the Member States for the purposes of funding measures and investments to address the economic and social consequences of the transition, in particular the expected retraining and job losses in the automotive sector, including in small and medium-sized enterprises. 3. The resources allocated to the ASSF as part of efforts to meet the goal of ‘Investment for jobs and growth’ shall come from the Union budget and income from the excess emissions premium, as defined in Article 8 of this Regulation. 4. In accordance with paragraph 1, the ASSF shall exclusively support the following activities: (a) worker retraining; (b) jobseeker assistance for job searches and active inclusion; (c) investment in converting Europe’s industrial fabric’
Amendment 206 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)
Article 1 – paragraph 1 – point 6 a (new)
Regulation (EU) 2019/631
Article 12 – paragraph 3 a (new)
Article 12 – paragraph 3 a (new)
(6a) 6a. in Article 12, the following paragraph is inserted: ‘3a. ‘The Commission shall draw up, no later than 31 December 2023, a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of fuels and energy consumed by vehicles on the EU market.’
Amendment 208 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 b (new)
Article 1 – paragraph 1 – point 6 b (new)
Regulation (EU) 2019/631
Article 11 a new
Article 11 a new
(6b) The following Article is inserted: "Article 11a Use of synthetic and alternative fuels 1. Upon application by a manufacturer, CO2 savings achieved through the use of synthetic and advanced alternative fuels (hereinafter “alternative fuels”) shall be considered to reduce the average specific emissions of CO2 of a manufacturer in accordance with paragraphs 2 and 3 of this Article. 2. In alternative of being included in a manufacturer’s average specific CO2 emissions as referred to in paragraph 1 of this Article, CO2 savings achieved through the use of alternative fuels may be allocated to individual vehicles which are technically capable of using the credited alternative fuel in accordance with Regulation (EC) 715/2007. 3. Each Member State shall record for each calendar year the quantities of alternative fuels placed on the market by a manufacturer, or the quantities of alternative fuels allocated to a manufacturer, and shall provide appropriate certification of these quantities and the resulting CO2 savings by correspondingly applying the certification and documentation procedure laid down in Directive (EU) 2018/2001. The Member States shall ensure that credits are issued only for quantities that meet the requirements of Directive (EU) 2018/2001 and where it is ensured that no simultaneous allocation takes place against the reduction targets set out in Article 25(1) of Directive (EU) 2018/2001. The credits must indicate the issuing Member State, their period of validity, and the quantity and type of alternative fuel for which they were issued. The credits must be tradable. With a view to minimising the risk of single quantities being claimed more than once in the Union, Member States and the Commission shall strengthen cooperation among national systems, including, where appropriate, the exchange of data. Where the competent authority of one Member State suspects or detects a fraud, it shall, where appropriate, inform the other Member States. 4. The amount of the savings referred to in paragraphs 1 and 2 shall be calculated in accordance with Annex I, Part C.’
Amendment 218 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14 a – paragraph 1
Article 14 a – paragraph 1
By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall assess and ascertain whether this regulation needs to be modified to take a more holistic and comprehensive approach to emissions, on the basis of the methodologies set out in Articles 7(10) and 12(3a). The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means.
Amendment 225 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14a – paragraph 2
Article 14a – paragraph 2
In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes the deployment of zero- and low-emission vehicles, the transition from a purely exhaust-emissions-based to a holistic life- cycle-analysis-based approach to emissions, the threshold of grams of CO2 used for defining what constitutes a low- emission vehicle and, if necessary, the revision thereof, progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation, the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility, impact on consumers, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;
Amendment 231 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point a
Article 1 – paragraph 1 – point 10 – point a
Regulation (EU) 2019/631
Article 15 – paragraph 1 – subparagraph 1
Article 15 – paragraph 1 – subparagraph 1
1. The Commission shall, in 20287, review the effectiveness and impact of this Regulation, building on the two yearly reporting, and submit a report to the European Parliament and to the Council with the result of the review.
Amendment 235 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point a
Article 1 – paragraph 1 – point 10 – point a
Regulation (EU) 2019/631
Article 15 – paragraph 1 – subparagraph 2
Article 15 – paragraph 1 – subparagraph 2
The report shall, where appropriate, be accompanied by a proposal for amending this Regulation.
Amendment 393 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 3 (new)
Annex I – paragraph 1 – point 3 (new)
Regulation (EU) 2019/631
Annex I – Part C – point (new)
Annex I – Part C – point (new)
In Annex 1 , the following, new Part C is added: “PART C Calculation of the CO2 savings achieved through the use of alternative fuels pursuant to Art. 11a The total (origin) of all CO2 savings credits (credit total) in g in year t pursuant to Art. 11a shall be calculated using the formula: credittotal,t = ∑𝒌(𝒇𝒖𝒆𝒍𝒌,𝒕 × 𝑪𝑶𝟐𝒓𝒆𝒇 × 𝑪𝑶𝟐𝒔𝒂𝒗𝒊𝒏𝒈𝒌) + bankingt-1 The total (usage) of all CO2 savings credits is also calculated using the formula: credittotal,t = creditfleet,t + ∑𝒋𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 + bankingt The CO2 reduction amount in g credited in year t to the specific average emissions in accordance with Article 11a(1) (reduction amount fleet) shall be calculated using the formula: credittotal,t = creditfleet,t + ∑𝒋𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 + bankingt The CO2 reduction amount credited in year t to an individual vehicle “j” in accordance with Article 11a(2) (reduction amountvehicle,j,t) shall be calculated using the formula: 𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 reduction amountvehicle,j,t = 𝒎𝒊𝒍𝒆𝒂𝒈𝒆 Where: ∑𝒌(.) Total of all alternative fuels placed on the market across all fuel types ∑𝒋(.) Total of all CO2 reductions credited to individual vehicles pursuant to Article 11a(2) fuelk,t Contributed or allocated quantity in MJ of an alternative fuel k placed on the market in year t CO2ref CO2 emission comparator for fossil fuels in g/MJ pursuant to Directive (EU) 2018/2001 CO2savingk Greenhouse gas emissions saving of each alternative fuel pursuant Directive (EU) 2018/2001 in comparison to fossil fuels in % bankingt Alternative fuels credits not used and transferred by a manufacturer in year t creditfleet,t Total emission reduction credits in g CO2 credited in year t pursuant to Article 11a(1) creditvehicle,j,t Emission reductions in g CO2 credited to vehicle j in year t pursuant to Article 11a(2) mileage Average expected lifetime distance driven in km of a manufacturer’s newly registered vehicle. According to historical values 180,000 km can be used. This is in line with the Report for the European Commission by Ricardo-AEA (Ref: Ares (2014)2298698) the average diesel car lifetime mileage is approximately 208,000 km while petrol lifetime mileages fluctuate between 160,000 and 170,000 km. Diesel cars accounted for approx. 35% of new passenger cars in 2018. vehiclest Number of vehicles registered by a manufacturer in year t “
Amendment 247 #
2020/2111(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Is concerned about the lack of transparency related to the Chinese reaction to the global outbreak, involving the withholding of information, censorship, the suppression of whistle-blowers and human rights activists, and the projection of power in the region; is concerned about the increased efforts by the Chinese state to influence the European public domain by swaying public opinion and pressuring governments;
Amendment 278 #
2020/2111(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. UrgesDemands that the Chinese regime to fully cooperates with an independent investigation into the origins of COVID- 19, and calls on the Member States to present a united front towards a rising China, which is leading a crackdown on the pro-democracy movement in Hong Kong and has threatened to annex Taiwan; calls on the Member States to advocate Taiwan’s membership of the WHO;
Amendment 316 #
2020/2111(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Expresses concern over the structural attempts of the Russian Federation to undermine EU unity by the intensification of disinformation campaigns and cyberattacks;
Amendment 407 #
2020/2111(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Believes that the end of the unanimity rule on certain foreign policy areas would help the EU to conduct a foreign policy that is more effective and more proactive;
Amendment 471 #
2020/2111(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Stresses that its biggest globallarge consumer market of almost 500 million people gives the EU leverage on the world stage, and believes that a geopolitical Commission should use this leverage when other countries are not prepared to comply with the rule of law or international treaties;
Amendment 520 #
2020/2111(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Underlines the strategic importance of EU engagement and support in the Arctic region, and in its neighbourhood, both in the East and in the South; stresses that the EU must give Western Balkan countries that are not yet part of the EU a fair chance to join the EU, and that the EU must continue its efforts to invest in the region;
Amendment 28 #
2020/2071(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Calls on the Member States to enhance their cooperation in order to improve the medical supply and distribution chain through better visibility and efficient monitoring, particularly on cross-especially on "green lane" border croutessings, and to establish corridors where medical supplies have priority of deliverycalls on Member States to implement the Green Lanes under the Guidelines for border management measures to protect health and ensure the availability of goods and essential services without unnecessary restrictions across borders;
Amendment 34 #
2020/2071(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Highlights that the air freight is a crucial part of the pharmaceutical supply chain; and therefore calls on the Commission and the Member States to create dedicated hubs in the Union to build receiving points of air freight of medicines, active pharmaceutical ingredients and medical equipment insufficient capacity in order to cover needs of the supply chain as well as creating open routes between the Union and third countries for these essential goods; calls on the Member States to encourage cargo and express airlines to apply reasonable shipping rates for medical and emergency supplies;
Amendment 42 #
2020/2071(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls on the Member States to adopt strategic plans to upgrade their existing infrastructure for an efficient supply of medicines; deems it necessary to remove bottlenecks, boost intermodality (while favouring the shift to rail), finance the main hubs (ports, airports and intermodal platforms), and enhance the delivery of various types of goods, including dangerous goods crucial for the production of the chemical and pharmaceutical industry, in close cooperation with the Commission and with all interested stakeholders involved, to take coordinated measures and to adopt strategic plans to upgrade their existing infrastructure for an efficient supply of medicines; including by foreseeing the creation of European common strategic reserves, building on rescEU stockpile's initiative; deems it necessary to remove bottlenecks, boost intermodality, finance the main hubs, and enhance the delivery of various types of goods, including dangerous goods crucial for the production of the chemical and pharmaceutical industry; calls on the Member States to ensure that medical facilities and medical staff in place are reinforced, in order tobe able to carry out the increasing traffic volumes while restrictions are lifted;
Amendment 49 #
2020/2071(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Welcomes the contribution of the armed forces of Member States to the supply chain of medicines and protective equipment during the COVID-19 outbreak; therefore, calls on the Commission and the Member States, in close cooperation with the European Medicines Agency, to enhance the cooperation for the use of national military resources, where available and necessary, to assist the supply chain of medicines and protective equipments among Member States, as part of PESCO cooperation framework;
Amendment 54 #
2020/2071(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Highlights the importance of IT systems in facilitating the exchange of information between the various actors involved in the transport logistics chain, including the customs authorities, with a view to optimising the distribution of medicines in the Member States and planning supply times more efficiently; calls on the Commission to carefully evaluate the benefits as well as the risks that artificial intelligence may bring for the fast and reliable delivery of medical supplies;
Amendment 56 #
2020/2071(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Notes the importance of guaranteeing high safety standards for both transport infrastructure, for transport workers and employees, making it possible to manage significant volumes in the supply chain without disruptions or posing risks to healthf the supply chains and without prejudice for the competent authorities to take proportionate and adapted measures to minimise the risks of contagion; furthermore, notes the importance of the careful management of the ambient and cold-chain warehouse capacity in inbound and outbound transport infrastructure and, if necessary, the introduction of emergency or self- certification of additional capacity of pharmaceutical products;
Amendment 64 #
2020/2071(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Stresses the importance of catering to specific transport needs at local and regional levels, particularly in rural, mountain, sparsely populated and insular areas that are more difficult to access and involve higher delivery costs; notes that there are new automated delivery tools, such as via drones, available on the market that could help operators to access these areas; e importance of their inclusion to the digital transition and also the need to accelerating the uptake of new solutions adapted to the needs of these areas, allowing connectivity, accessibility and affordability; stresses that the access to medicines in these areas should not in any case be hampered;
Amendment 74 #
2020/2071(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Notes that the COVID-19 outbreak has laid bare the weaknessighlighted the importance of cooperation and solidarity between Member States ofin the Europeanfield of medical production systemand supply, highlighting the importance of delivering medicines swiftly in urgent and exceptional circumstances that could arise in the future.
Amendment 1 #
2020/2058(INI)
Draft opinion
Recital A
Recital A
A. whereas in the field of transport, more than EUR 700 billion in investment is needed for the Trans-European Transport Network alone between now and 2030 and additional investments are required for the deployment of innovative strategies, charging infrastructure and alternative fuels; whereas the modernisation of the EU transport system implies also significant investments into the upgrading and retrofitting of existing transport infrastructure;
Amendment 6 #
2020/2058(INI)
Draft opinion
Recital A a (new)
Recital A a (new)
A a. whereas the EU needs to enable its transport industry to maintain its competitiveness and capacity to invest in Europe and make the transition to sustainable mobility a reality, thereby creating jobs and know-how in the EU;
Amendment 14 #
2020/2058(INI)
Draft opinion
Recital A b (new)
Recital A b (new)
A b. whereas sustainable mobility in all modes of transport and an up-to-date multimodal infrastructure including the trans-European transport network (TEN- T) are crucial to reach a climate-neutral economy;
Amendment 16 #
2020/2058(INI)
Draft opinion
Recital A c (new)
Recital A c (new)
A c. whereas one in 10 Europeans work in the wider transport sector, and whereas investing in transport infrastructure will lead to the creation of new jobs as it is estimated that every billion euros invested in the TEN-T core network will create up to 20 000 new jobs;
Amendment 19 #
2020/2058(INI)
Draft opinion
Recital A d (new)
Recital A d (new)
A d. whereas an up-to-date multimodal infrastructure, including the trans- European transport network, is essential for the connection and competitiveness of the EU and an enabler of sustainable and smart mobility;
Amendment 21 #
2020/2058(INI)
Draft opinion
Recital A e (new)
Recital A e (new)
A e. whereas micro, small and medium- sized enterprises (SMEs) in the transport and tourism sectors are being affected severely by the COVID-19 outbreak due to the enforcement of mobility restrictions; whereas the current crisis has demonstrated the transport and logistics sector and its transport workers to be the back bone of the European economy as the uninterrupted freight transport has been essential for the functioning of supply chains;
Amendment 91 #
2020/2058(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. calls on the Commission to include in the Just Transition Mechanism appropriate means to support the reconversion of industries whose finished products are incompatible with the target of a carbon-neutral Union;
Amendment 94 #
2020/2058(INI)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. urges the Commission to provide clarity for investors by setting out the resources for each instrument of the SIEP for the entire MFF period and by establishing the EU-wide sustainability taxonomy by the end of 2020; acknowledges however that investments in transitional forms of fuels that do not significantly harm the environment (such as (bio-)liquefied natural gas) as an investment that contributes to the goal of climate-neutral mobility. This corresponds to funding for a just transition across all EU regions;
Amendment 96 #
2020/2058(INI)
6 c. stresses that flexible state aid rules are needed for the transition towards a climate-neutral transport and logistics sector (e.g. for green hydrogen projects), without disproportionately distorting the level playing field within Europe; urges the Commission to provide clarity on state support for sustainable transport projects;
Amendment 99 #
2020/2058(INI)
Draft opinion
Paragraph 6 d (new)
Paragraph 6 d (new)
6 d. urges the Commission to accelerate and prioritize investments for infrastructural projects that are being executed: such as clean hydrogen, innovation in high-speed rail transport and inland waterway shipping, while mainstreaming mitigation and adaptation measures;
Amendment 101 #
2020/2058(INI)
Draft opinion
Paragraph 6 e (new)
Paragraph 6 e (new)
6 e. Highlights that the transport and logistics sector is comprised largely out of micro-enterprises and SMEs; therefore urges the Commission to give special attention to these types of enterprises, e.g. by providing better access to funding and retraining of employees;
Amendment 1 #
2020/2023(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Stresses that the envisaged partnership should provide continued connectivity for all modes of transport subject to reciprocity and should ensure a level playing field, in particular with regard to social, employment, safety, security, passengers’rights and environmental standards;
Amendment 8 #
2020/2023(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Recalls the importance of the Commission being the sole EU negotiator during the negotiations and that Member States shall not undertake any bilateral negotiations; urges, however, the Commission to fully protect and defend the interest and sovereignty of Members States as well as their territorial integrity;
Amendment 19 #
2020/2023(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Considers that the envisaged partnership should include an ambitious Comprehensive Air Transport Agreement which ensures the EU’s strategic interests, including market access and aviation investment as well as operational and commercial flexibility provisions (e.g.code sharing);
Amendment 20 #
2020/2023(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Stresses that any Air Transport Agreement and the resulting EU regulation must be adopted without prejudice to the legal position of the Kingdom of Spain with regard to the sovereignty over the territory in which the airport of Gibraltar is situated; and reiterates that the territorial scope of this regulation and any reference to the United Kingdom therein must not include Gibraltar;
Amendment 23 #
2020/2023(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Considers that the envisaged partnership should include a level playing field in the areas of, in particular, state aid, passengers’ rights, social rights, safety, security and environmental protection;
Amendment 28 #
2020/2023(INI)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Believes that any possible progressive liberalisation of ownership and control of European airlines should remain under the scrutiny of the European Parliament;
Amendment 41 #
2020/2023(INI)
Draft opinion
Paragraph 13
Paragraph 13
13. Considers that the envisaged partnership should include a level playing field in the areas of, in particular, cabotage, work and rest time, posting of drivers, tachographs, weights and dimensions and combined transport;
Amendment 42 #
2020/2023(INI)
Draft opinion
Paragraph 13
Paragraph 13
13. Considers that the envisaged partnership should include a level playing field in the areas of, in particular, cabotage, work and rest time, posting of drivers, tachographs, weights and dimensions and combined transport;
Amendment 45 #
2020/2023(INI)
Draft opinion
Paragraph 13 a (new)
Paragraph 13 a (new)
Amendment 48 #
2020/2023(INI)
Draft opinion
Paragraph 15
Paragraph 15
15. Stresses that the envisaged partnership should include the specific situation of the Channel tunnel, especially with regard to the aspects of safety regime and authorisation and passengers’rights;
Amendment 50 #
2020/2023(INI)
Draft opinion
Paragraph 16
Paragraph 16
16. Stresses that the envisaged partnership should ensure free and equal market access for the international maritime transport sector with an appropriate level playing field., including but not limited to the offshore sector and domestic trade, without reservations and with an appropriate level playing field in the fiscal, safety, security, environmental and social areas; urges moreover that the fluidity of EU-UK maritime trade should be a priority as well as the regulatory alignment and reciprocal recognition of standards, inspections and controls to ensure the movement of goods, logistics and supply chains and ensure close cooperation between the EU and the UK with regard to the global policy framework of the IMO, the OECD, the ILO and the WTO;
Amendment 58 #
2020/2023(INI)
Draft opinion
Paragraph 16 a (new)
Paragraph 16 a (new)
16 a. Considers that if the EU decides to open access to intra-EU cabotage, short sea shipping between two UK ports should be allowed
Amendment 60 #
2020/2023(INI)
Draft opinion
Paragraph 16 b (new)
Paragraph 16 b (new)
16 b. Stresses that the envisaged partnership should ensure the the fluidity of cross border trade and the free movement of seafarers, on- and offshore staff and passengers.
Amendment 105 #
2020/2023(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Recalls the negotiating directives, which set out that Gibraltar will not be included in the territorial scope of the agreement to be concluded between the EU and the UK, and that any separate agreement will require the prior agreement of the Kingdom of Spain;
Amendment 34 #
2020/2018(INL)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
Amendment 38 #
2020/2018(INL)
Draft opinion
Paragraph 3
Paragraph 3
3. StresseRecalls the importance of establishing a European Authority tasked with overseeing the online platform market, with offices for Transport and Tourism.nsuring an effective implementation and enforcement of the rules affecting the online platform market by existing EU institutions, agencies and bodies; stresses the importance and the particularities of the Transport and Tourism online platform market, which require a sector-specific approach and special attention in that matter;
Amendment 44 #
2020/2018(INL)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls on the Commission to enhance the relationship between stakeholders and local authorities in the Short-Term Rental market and mobility services.; believes that the Digital Services Act should aim at ensuring legal certainty and clarity by creating a governance framework formalising the cooperation between short-term rental and mobility platforms and national, regional and local authorities;
Amendment 54 #
2020/2018(INL)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Welcomes the Commission's agreement1a with certain platforms of the short-term rental sector on data sharing reached in March 2020 ; believes that this agreement will enable local authorities to better understand the development of collaborative economy and will allow for a reliable and continuous data sharing, therefore supporting an evidence-based policy making; calls on the Commission to undertake further steps by initiating a more comprehensive data sharing framework for short-term rental online platforms, following consultations of all relevant stakeholders, and to establish an obligation for systemic platforms to share their data accordingly1b, with Eurostat and the national statistics office of the country where the service providers operate; _________________ 1a"Commission reaches agreement with collaborative economy platforms to publish key data on tourism accommodation"; https://ec.europa.eu/commission/presscor ner/detail/en/IP_20_194. 1bIn full compliance with Regulation (EU) 2016/679 of the European Parliament and of the Council of 27 April 2016 on the protection of natural persons with regard to the processing of personal data and on the free movement of such data.
Amendment 63 #
2020/2018(INL)
Draft opinion
Paragraph 6
Paragraph 6
6. Stresses the need to build on the P2B Regulation to limit the dominance of market giants in the Transport and Tourism sector; stresses the urgency for the Commission to establish well defined criteria regarding “size” ofclear criteria and to provide for a definition of “systemic platforms.”;
Amendment 85 #
2020/2018(INL)
Draft opinion
Paragraph 9
Paragraph 9
9. Highlights the need for online platforms in Transport and Tourism to promote sustainability, also in line with the European Green Deal.Stresses the role that digitalisation can play in enhancing the sustainability of the transport and tourism sectors, especially by favouring a more efficient use of resources and under-used spaces and by supporting areas that do not traditionally benefit from tourism; highlights the need for online platforms in Transport and Tourism to promote sustainability, also in line with the European Green Deal; recalls that well informed users are the main driver of sustainable transport and tourism; invites the European Commission to set guidelines for the Transport and Tourism online platforms, providing tools and information on how to better inform their customers and users on the environmental impact of their services;
Amendment 89 #
2020/2018(INL)
Draft opinion
Paragraph 9 a (new)
Paragraph 9 a (new)
9 a. Highlights the role that innovative digital platforms can play in relaunching the European transport and tourism economy and driving sustainability in this sector by shifting users habits; recalls the importance of accessibility, interoperability and exchange of up-to- date and real time travel and traffic data to foster the online offer and demand of all modes of transport, including urban transport, in line with the ITS Directive2a; calls on the European Commission to lift all unnecessary barriers preventing the emergence of an online multimodal market for urban, regional and long- distance transport services. _________________ 2aDirective 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport Text with EEA relevance.
Amendment 7 #
2020/1998(BUD)
Draft opinion
Recital B
Recital B
B. Whereas transport will be key to achieving climate neutrality by 2050 and any significant contribution from the transport sector to this goal will require enormousconsiderable and sector-specific financial investments;
Amendment 10 #
2020/1998(BUD)
Draft opinion
Recital C a (new)
Recital C a (new)
C a. Whereas transport sector is estimated to experience one of the largest losses in real gross value added in 2020 (approx. 20%); whereas tourism ecosystem is estimated to experience the largest losses in equity losses in 2020 (approx. 171bn, 26.4%of the total ecosystems losses) and represents 22% of the investment needs;
Amendment 14 #
2020/1998(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. [02 03 01] Reiterates the crucial role of the Connecting Europe Facility (CEF) in fostering the development of a high-performance trans-European network (TEN-T) that is sustainable and interconnected across the areas of transport, energy and digital services infrastructure and in achieving the goals of the Green Deal; Considers unacceptable the drastic reductions in commitments for the Energy and Digital branches of the CEF and the global reduction of the CEF budget resulting from these cutes; Considers that the increase in the CEF transport budget is the step in the right direction but insufficient in view of the needs of the sector; Therefore requests a budget in line with the European Parliament position on MFF1 ; recalls that the CEF’s short-, mid- and long- term planning of spending should take into consideration a result-oriented approach and seek for an EU added value; _________________ 117,746 bn euros for 2021-2027 in 2018 prices (an average of 2,542 billion euros per year).
Amendment 20 #
2020/1998(BUD)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Considers that transport projects financed by the European Regional Development Fund(ERDF) and by the Cohesion Fund (CF) must give priority to the development and completion of the TEN-T core and comprehensive networks;
Amendment 21 #
2020/1998(BUD)
Draft opinion
Paragraph 4
Paragraph 4
4. [new] Regrets the absence ofCommission’s unwillingness to present a specific allocation and specific programme for sustainable tourism at European level, including the allocation of a budget of EUR 300 million as repeatedly and regularly requested by the European Parliament; Requests that this allocation should be added in order to take into consideration a sector that has strong links to transport, has been severely hit by the COVID-19 crisis and is very important for the Union economyEU economy, competitiveness, employment and social development;
Amendment 28 #
2020/1998(BUD)
Draft opinion
Paragraph 6
Paragraph 6
6. Notes with satisfaction the important surge in investment due to the EUR 9,645 billion contribution from the Next Generation EU to InvestEU in 2021; recalls that InvestEU Fund should support investments contributing to greater economic,territorial and social cohesion in the Union and that, in order to maximise the impact and the added value of EU financing support, it is appropriate to maximise synergies across relevant Union programmes in areas such as transport, energy, tourism and digitalisation;
Amendment 34 #
2020/1998(BUD)
Draft opinion
Paragraph 7
Paragraph 7
7. Reiterates the importance of a simpler, more efficient own resources system able to bring a substantial reduction in the proportion of GNI-based contributions and to guarantee the adequate and result-oriented funding of Union spending;
Amendment 37 #
2020/0374(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) Core platform services, at the same time, feature a number of characteristics that can be exploited by their providers. These characteristics of core platform services include among others extreme scale economies, which often result from nearly zero marginal costs to add business users, active users or end users. Other characteristics of core platform services are very strong network effects, an ability to connect many business users with many active users and end users through the multi-sidedness of these services, a significant degree of dependence of both business users and end users, lock-in effects, a lack of multi- homing for the same purpose by end users, vertical integration, and data driven- advantages. All these characteristics combined with unfair conduct by providers of these services can have the effect of substantially undermining the contestability of the core platform services, as well as impacting the fairness of the commercial relationship between providers of such services and their business users and end users, leading to rapid and potentially far-reaching decreases in business users’ and end users’ choice in practice, and therefore can confer to the provider of those services the position of a so-called gatekeeper.
Amendment 39 #
2020/0374(COD)
Proposal for a regulation
Recital 2 b (new)
Recital 2 b (new)
(2 b) Considers that in defining gatekeepers and core platform services it is important to distinguish between two types of end user, the active end user and the passive end user. An active end user would in principle share their personal data with the gatekeeper or platform in the form of a profile or storing personal data with the gatekeeper in a similar way. Believes, therefore, that it is important to distinguish this type of user from an end user who browses a platform or page but does not share any personal data directly with the gatekeeper or platform.
Amendment 40 #
2020/0374(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) A small number of large providers of core platform services have emerged with considerable economic power. Typically, they feature an ability to connect many business users with many active users and end users through their services which, in turn, allows them to leverage their advantages, such as their access to large amounts of data, from one area of their activity to new ones. Some of these providers exercise control over whole platform ecosystems in the digital economy and are structurally extremely difficult to challenge or contest by existing or new market operators, irrespective of how innovative and efficient these may be. Contestability is particularly reduced due to the existence of very high barriers to entry or exit, including high investment costs, which cannot, or not easily, be recuperated in case of exit, and absence of (or reduced access to) some key inputs in the digital economy, such as data. As a result, the likelihood increases that the underlying markets do not function well – or will soon fail to function well.
Amendment 41 #
2020/0374(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The combination of those features of gatekeepers is likely to lead in many cases to serious imbalances in bargaining power and, consequently, to unfair practices and conditions for business users as well as active and end users of core platform services provided by gatekeepers, to the detriment of prices, quality, choice and innovation therein.
Amendment 42 #
2020/0374(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) Gatekeepers have a significant impact on the internal market, providing gateways for a large number of business users, to reach active and end users, everywhere in the Union and on different markets. The adverse impact of unfair practices on the internal market and particularly weak contestability of core platform services, including their negative societal and economic implications, have led national legislators and sectoral regulators to act. A number of national regulatory solutions have already been adopted or proposed to address unfair practices and the contestability of digital services or at least with regard to some of them. This has created a risk of divergent regulatory solutions and thereby fragmentation of the internal market, thus raising the risk of increased compliance costs due to different sets of national regulatory requirements.
Amendment 44 #
2020/0374(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) By approximating diverging national laws, obstacles to the freedom to provide and receive services, including retail services, within the internal market should be eliminated. A targeted set of harmonised mandatory rules should therefore be established at Union level to ensure contestable and fair digital markets featuring the presence of gatekeepers within the internal market, and in order to create and maintain a safer environment and legal certainty for the users and public authorities.
Amendment 46 #
2020/0374(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) Weak contestability and unfair practices in the digital sector are more frequent and pronounced for certain digital services than for others. This is the case in particular for widespread and commonly used digital services that mostly directly intermediate between business users and end users and where features such as extreme scale economies, very strong network effects, an ability to connect many business users with many end users through the multi-sidedness of these services, lock-in effects, a lack of multi- homing or vertical integration are the most prevalent. Often, there is only one or very few large providers of those digital services. These providers of core platform services have emerged most frequently as gatekeepers for business users and end users with far-reaching impacts, gaining the ability to easily set commercial conditions and terms in a unilateral and detrimental manner for their business users and end users. Accordingly, it is necessary to focus only on those digital services that are most broadly used by business users and active or end users and where, based on current market conditions, concerns about weak contestability and unfair practices by gatekeepers are more apparent and pressing from an internal market perspective. In this regard, stresses the importance and the particularities of the transport and tourism online platform market, which require a sector-specific approach and special attention in this regard. Highlights the importance of collaborative economy platforms in the transport and tourism sectors, on which services are provided by both individuals and professionals and stresses the importance of avoiding imposing disproportionate information requirements and administrative burdens on peer-to-peer providers of services.
Amendment 58 #
2020/0374(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) This should allow the Commission to intervene in time and effectively, while fully respecting the proportionality of the considered measures. It should also reassure actual or potential market participants about the fairness and contestability of the services concerned. In this regard, calls on the Commission to undertake further steps by initiating a more comprehensive data sharing framework for online platforms dedicated to short-term rentals, following consultations with all relevant stakeholders, and to establish an obligation for platforms to hare their data accordingly, in full compliance with Regulation (EU) 2016/679, with Eurostat and the national statistics office of the country where the service providers operate.
Amendment 78 #
2020/0374(COD)
Proposal for a regulation
Recital 75
Recital 75
(75) In the context of proceedings carried out under this Regulation, the undertakings concerned should be accorded the right to be heard by the Commission and the decisions taken should be widely publicised. While ensuring the rights to good administration and the rights of defence of the undertakings concerned, in particular, the right of access to the file and the right to be heard, it is essential that confidential informationand sensitive commercial information, which could affect the privacy of trade secrets, be protected. Furthermore, while respecting the confidentiality of the information, the Commission should ensure that any information relied on for the purpose of the decision is disclosed to an extent that allows the addressee of the decision to understand the facts and considerations that led up to the decision. Finally, under certain conditions certain business records, such as communication between lawyers and their clients, may be considered confidential if the relevant conditions are met.
Amendment 82 #
2020/0374(COD)
Proposal for a regulation
Recital 78
Recital 78
(78) The Commission should periodically evaluate this Regulation and closely monitor its effects on the contestability and fairness of commercial relationships in the online platform economy, in particular with a view to determining the need for amendments in light of relevant technological or commercial developments. This evaluation should include the regular review of the list of core platform services and the obligations addressed to gatekeepers as well as enforcement of these, in view of ensuring that digital markets across the Union are contestable and fair. In order to obtain a broad view of developments in the sector, the evaluation should take into account the experiences of Member States and relevant stakeholders. The Commission may in this regard also consider the opinions and reports presented to it by the Observatory on the Online Platform Economy that was first established by Commission Decision C(2018)2393 of 26 April 2018, by Eurostat, and by the national statistics offices of the countries where the service providers operate. Following the evaluation, the Commission should take appropriate measures. The Commission should to maintain a high level of protection and respect for the common EU rights and values, particularly equality and non-discrimination, as an objective when conducting the assessments and reviews of the practices and obligations provided in this Regulation.
Amendment 87 #
2020/0374(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 16 a (new)
Article 2 – paragraph 1 – point 16 a (new)
(16 a) 'Active user' means any natural or legal person using core platform services, and having saved personal data in the form of a profile of that user or similar, on a platform on a long-term basis;
Amendment 89 #
2020/0374(COD)
(b) it operates a core platform service which serves as an important gateway for business users to reach both active and end users; and
Amendment 13 #
2020/0361(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) Responsible, transparent and diligent behaviour by providers of intermediary services is essential for a safe, predictable and trusted online environment, for ensuring legal certainty and for allowing Union citizens and other persons to exercise their fundamental rights guaranteed in the Charter of Fundamental Rights of the European Union (‘Charter’), in particular the freedom of expression and information and the freedom to conduct a business, and the right to non- discrimination.
Amendment 14 #
2020/0361(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) Therefore, in order to safeguard and improve the functioning of the internal market, a targeted set of uniform, effective and proportionate mandatory rules should be established at Union level. This Regulation provides the conditions for innovative digital services to emerge and to scale up in the internal market. The approximation of national regulatory measures at Union level concerning the requirements for providers of intermediary services is necessary in order to avoid and put an end to fragmentation of the internal market and to ensure legal certaintycreate and maintain a safer environment and legal certainty for platforms, users and public authorities, thus reducing uncertainty for developers and fostering interoperability. By using requirements that are technology neutral, innovation should not be hampered but instead be stimulated.
Amendment 15 #
2020/0361(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) This Regulation should apply to providers of certain information society services as defined in Directive (EU) 2015/1535 of the European Parliament and of the Council26 , that is, any service normally provided for remuneration, at a distance, by electronic means and at the individual request of a recipient. Specifically, this Regulation should apply to providers of intermediary services, and in particular intermediary services consisting of services known as ‘mere conduit’, ‘caching’ and ‘hosting’ services, given that the exponential growth of the use made of those services, mainly for legitimate and socially beneficial purposes of all kinds, has also increased their role in the intermediation and spread of unlawful or otherwise harmful information and activities. In this regard, stresses the importance and the particularities of the transport and tourism online platform market, which require a sector-specific approach and special attention in this regard. _________________ 26Directive (EU) 2015/1535 of the European Parliament and of the Council of 9 September 2015 laying down a procedure for the provision of information in the field of technical regulations and of rules on Information Society services (OJ L 241, 17.9.2015, p. 1).
Amendment 17 #
2020/0361(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) In order to ensure the effectiveness of the rules laid down in this Regulation and a level playing field within the internal market, those rules should apply to providers of intermediary services irrespective of their place of establishment or residence, in so far as they provide services in the Union, as evidenced by a substantial connection to the Union. Considering that the digital economy, particularly platforms, can have a significant impact on long-established regulated business models in many strategic sectors such as transportation and hospitality, the Commission should foster a level-playing field between online platforms and traditional enterprises operating in the transport and tourism sectors.
Amendment 28 #
2020/0361(COD)
Proposal for a regulation
Recital 43
Recital 43
(43) To avoid disproportionate burdens, the additional obligations imposed on online platforms under this Regulation should not apply to micro or small enterprises as defined in Recommendation 2003/361/EC of the Commission,41 unless their reach and impact is such that they meet the criteria to qualify as very large online platforms under this Regulation. This Regulation should highlights the importance of collaborative economy platforms in the Transport and Tourism sectors, on which services are provided by both individuals and professionals and avoid imposing disproportionate information obligations and unnecessary administrative burden on peer-to-peer providers of services. The consolidation rules laid down in that Recommendation help ensure that any circumvention of those additional obligations is prevented. The exemption of micro- and small enterprises from those additional obligations should not be understood as affecting their ability to set up, on a voluntary basis, a system that complies with one or more of those obligations. _________________ 41 Commission Recommendation 2003/361/EC of 6 May 2003 concerning the definition of micro, small and medium- sized enterprises (OJ L 124, 20.5.2003, p. 36).
Amendment 68 #
2020/0361(COD)
Proposal for a regulation
Recital 106 a (new)
Recital 106 a (new)
(106 a)In order to enhance the relationship between stakeholders and local authorities in the Short-Term Rental market and mobility services; this Regulation should aim to ensure legal certainty and clarity in this market by creating a governance framework formalising the cooperation between short-term rental and mobility platforms and national, regional and local authorities, aiming especially to share best practices and thus facilitating their daily business;
Amendment 69 #
2020/0361(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point b
Article 1 – paragraph 1 – point b
(b) rules on specific due diligence obligations tailored to certain specific categories of providers of intermediary services, taking into account the sector- specific business model;
Amendment 84 #
2020/0361(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point n
Article 2 – paragraph 1 – point n
(n) ‘advertisement’ means information designed to promote the message of a legal or natural person, irrespective of whether to achieve commercial or non-commercial purposes, and displayed by an online platform on its online interface against remuneration specifically for promoting that information and that is not contingent on the completion of a given transaction;
Amendment 229 #
2020/0361(COD)
Proposal for a regulation
Article 38 – paragraph 3 – subparagraph 1
Article 38 – paragraph 3 – subparagraph 1
Member States shall make publicly available, and communicate to the Commission and the Board, the name of their competent authority designated as Digital Services Coordinator and information on how it can be contacted. The Commission should provide guidance to Member States on how national, local and regional authorities should relate and remain in contact with their Digital Services Coordinators.
Amendment 231 #
2020/0361(COD)
Proposal for a regulation
Article 39 – paragraph 1
Article 39 – paragraph 1
1. Member States shall ensure that their Digital Services Coordinators perform their tasks under this Regulation in an impartial, transparent and timely manner. Member States shall ensure that their Digital Services Coordinators have adequatedispose of all necessary technical, financial and human resources to carry out their tasks, which should include access to training and regular contact with the service provider with the aim to understand the sector-specific business model.
Amendment 9 #
2020/0359(COD)
Proposal for a directive
Recital 3
Recital 3
(3) Network and information systems have developed into a central feature of everyday life with the speedy digital transformation and interconnectedness of society, including in cross-border exchanges. That development has led to an expansion of the cybersecurity threat landscape, bringing about new challenges, which require adapted, coordinated and innovative responses in all Member States. The number, magnitude, sophistication, frequency and impact of cybersecurity incidents are increasing, and present a major threat to the functioning of network and information systems. As a result, cyber incidents can impede the pursuit of economic activities in the internal market, generate financial losses, undermine user confidence and cause major damage to the Union economy and society. Cybersecurity preparedness and effectiveness are therefore now more essential than ever to the proper functioning of the internal market. Moreover, cybersecurity is a key enabler for many critical sectors, such as transport, to successfully embrace the digital transformation and to fully grasp the economic, social and sustainable benefits of digitalisation.
Amendment 18 #
2020/0359(COD)
Proposal for a directive
Recital 12
Recital 12
(12) Sector-specific legislation and instruments can contribute to ensuring high levels of cybersecurity, while taking full account of the specificities and complexities of those sectors. Where a sector–specific Union legal act requires essential or important entities to adopt cybersecurity risk management measures or to notify incidents or significant cyber threats of at least an equivalent effect to the obligations laid down in this Directive, those sector-specific provisions, including on supervision and enforcement, should apply. In order to avoid overregulation, legal uncertainty and unnecessary administrative burden, in the interpretation and application of this Directive the Commission should ensure coherence between this Directive and the applicable sector-specific legislation. To this end, the Commission should identify duplications/overlapping in the respective legislation, regulatory requirements or procedures, with a view to remove them. In that regard, the Commission action should specifically aim at preventing the proliferation/overlapping/duplication of systems of notification in sectors where EU sector-specific legislation is already applied, such as the transport sector. The Commission may issue guidelines in relation to the implementation of the lex specialis. This Directive does not preclude the adoption of additional sector- specific Union acts addressing cybersecurity risk management measures and incident notifications. This Directive is without prejudice to the existing implementing powers that have been conferred to the Commission in a number of sectors, including transport and energy.
Amendment 20 #
2020/0359(COD)
Proposal for a directive
Recital 17
Recital 17
(17) Given the emergence of innovative technologies, such as artificial intelligence, and new business models, new cloud computing deployment and service models are expected to appear on the market in response to evolving customer needs. In that context, cloud computing services may be delivered in a highly distributed form, even closer to where data are being generated or collected, thus moving from the traditional model to a highly distributed one (‘edge computing’).
Amendment 25 #
2020/0359(COD)
Proposal for a directive
Recital 33
Recital 33
(33) When developing guidance documents, the Cooperation Group should consistently: map national solutions and experiences, assess the impact of Cooperation Group deliverables on national approaches, discuss implementation challenges and formulate specific recommendations to be addressed through better implementation of existing rules. The Cooperation Group should also map the national solutions in order to promote compatibility of cybersecurity solutions applied to each specific sector across Europe. This is particular relevant for the sectors which have an international and cross-border nature such as transport.
Amendment 32 #
2020/0359(COD)
(47) The supply chain risk assessments, in light of the features of the sector concerned, should take into account both technical and, where relevant, non- technical factors including those defined in Recommendation (EU) 2019/534, in the EU wide coordinated risk assessment of 5G networks security and in the EU Toolbox on 5G cybersecurity agreed by the Cooperation Group. To identify the supply chains that should be subject to a coordinated risk assessment, the following criteria should be taken into account: (i) the extent to which essential and important entities use and rely on specific critical ICT services, systems or products; (ii) the relevance of specific critical ICT services, systems or products for performing critical or sensitive functions, including the processing of personal data; (iii) the availability of alternative ICT services, systems or products; (iv) the resilience of the overall supply chain of ICT services, systems or products against disruptive events (iva) the extent to which specific critical ICT services, systems or products directly used by consumers are resilient and compliant with a customer friendly approach; and (v) for emerging ICT services, systems or products, their potential future significance for the entities’ activities.
Amendment 41 #
2020/0359(COD)
Proposal for a directive
Article 12 – paragraph 4 – point b a (new)
Article 12 – paragraph 4 – point b a (new)
(b a) mapping the national solutions in order to promote compatibility ofcybersecurity solutions applied to each specific sector across Europe;
Amendment 43 #
2020/0359(COD)
Proposal for a directive
Article 16 – paragraph 1 – point iii a (new)
Article 16 – paragraph 1 – point iii a (new)
Amendment 44 #
2020/0359(COD)
Proposal for a directive
Article 18 – paragraph 2 – point b a (new)
Article 18 – paragraph 2 – point b a (new)
(b a) adoption of programmes for increasing employees competences and practical experience meeting the high cybersecurity standards;
Amendment 57 #
2020/0359(COD)
Proposal for a directive
Article 21 – paragraph 1
Article 21 – paragraph 1
1. In order to demonstrate compliance with certain requirements of Article 18, Member States may requirshall encourage essential and important entities to certify certain ICT products, ICT services and ICT processes, either developed by the essential or important entity or procured from third parties, under specific European cybersecurity certification schemes adopted pursuant to Article 49 of Regulation (EU) 2019/881. The products, services and processes subject to certification may be developed by an essential or important entity or procured from third parti or under similar internationally recognised certification schemes.
Amendment 61 #
2020/0359(COD)
Proposal for a directive
Article 21 – paragraph 2
Article 21 – paragraph 2
Amendment 77 #
2020/0353(COD)
Proposal for a regulation
Citation 5 a (new)
Citation 5 a (new)
Having regard to the report of the Joint Research Centre (JRC)23a, _________________ 23a Huisman, J., Bobba, S.,“Available for Collection” study on alternative collection targets for waste portable and light means of transport batteries, EUR 30746 EN, Publications Office of the European Union, Luxembourg, 2021, ISBN 978-92- 76-39084-8, doi:10.2760/64633, JRC125615.
Amendment 79 #
2020/0353(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) Batteries are thus an important source of energy and one of the key enablers for sustainable development, green mobility, clean energy and climate neutrality. It is expected that the demand for batteries will grow rapidly in the coming years, notably for electric road transport vehicles using batteries for traction, making this market an increasingly strategic one at European and the global level. Significant scientific and technical progress in the field of battery technology will continue. In view of the strategic importance of batteries and the battery value chain, and to provide legal and investment certainty to all operators involved and to avoid discrimination, barriers to trade and distortions on the market for batteries, it is necessary to set out rules on sustainability parameters, performance, safety, collection, recycling and second life of batteries as well as on information about batteries. It is necessary to create a harmonised regulatory framework for dealing with the entire life cycle of batteries that are placed on the market in the Union. and ensure that all batteries entering the internal market from non-EU countries also meet the high standards set by this Regulation.
Amendment 128 #
2020/0353(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 7 – indent 4
Article 2 – paragraph 1 – point 7 – indent 4
— is neither an electric vehicle battery nor a light means of transport battery nor an automotive battery;
Amendment 130 #
2020/0353(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 7 – indent 4 a (new)
Article 2 – paragraph 1 – point 7 – indent 4 a (new)
- including toys equipped with a battery as specified in the Toy Safety Directive 2009/48/EC (TSD);
Amendment 135 #
2020/0353(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 9
Article 2 – paragraph 1 – point 9
(9) ‘light means of transport’ means wheeled vehicles that have an electric motor of less than 750 watts, on which travel battery’ means any battery in wheeled vehicles that can be powered by the electric motor alone or by a combination of motor and human power, including vehiclers are seated when the vehicle is moving and that can be powered by the electric motor alone or by a combination of motor and human powerexempted from type-approval legislation or vehicles of type-approved categories provided for in Regulation (EU) No 168/2013 and with a weight below 25 kg;
Amendment 139 #
2020/0353(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 11
Article 2 – paragraph 1 – point 11
(11) ‘industrial battery’ means any battery designed for industrial uses and any other battery excluding portable batteries, electric vehicle batteries, light means of transport batteries and automotive batteries;
Amendment 141 #
2020/0353(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 12
Article 2 – paragraph 1 – point 12
(12) ‘electric vehicle battery’ means any battery specifically designed to provide traction to hybrid and electric vehicles for road transportof category L as provided for in Regulation (EU) No 168/2013 and with a weight above 25 kg, or to a vehicle of categories M, N or O as provided for in Regulation (EU) No 2018/858;
Amendment 144 #
2020/0353(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 22
Article 2 – paragraph 1 – point 22
(22) ‘battery management system’ means an electronic device that controls or manages the electric and thermal functions of the battery, that manages and stores the data on the parameters for determining the safety, the state of health and expected lifetime of batteries laid down in Annex VII and that communicates with the vehicle or appliance in which the battery is incorporated;
Amendment 147 #
2020/0353(COD)
Proposal for a regulation
Article 2 – paragraph 4 a (new)
Article 2 – paragraph 4 a (new)
The Commission shall set up a regularly updated electronic database for the various batteries belonging to the categories laid down in points (7), (9), (10), (11) and (12) of this Article to support clear and coherent implementation of the Regulation.
Amendment 339 #
2020/0353(COD)
Proposal for a regulation
Article 48 – paragraph 4 – point a a (new)
Article 48 – paragraph 4 – point a a (new)
(a a) for light means of transport batteries: 50 %1a by 31 December 2023. _________________ 1a 'Available for Collection' methodology
Amendment 341 #
2020/0353(COD)
Proposal for a regulation
Article 48 – paragraph 4 – point b a (new)
Article 48 – paragraph 4 – point b a (new)
(b a) for light means of transport batteries: 70 %1a by 31 December 2025. _________________ 1a 'Available for Collection' methodology
Amendment 343 #
2020/0353(COD)
Proposal for a regulation
Article 48 – paragraph 4 – point c a (new)
Article 48 – paragraph 4 – point c a (new)
(c a) for light means of transport batteries: 75 %1a by 31 December 2030. _________________ 1a 'Available for Collection' methodology
Amendment 348 #
2020/0353(COD)
3. Distributors shall hand over waste batteries that they have taken back to the producers or producer responsibility organisations who are responsible for the collection of those batteries in accordance with Articles 48 and 49 respectively , or if nationally decided, to an waste management operator with a view to their treatment and recycling in accordance with Article 56.
Amendment 349 #
2020/0353(COD)
Proposal for a regulation
Article 52 – paragraph 1
Article 52 – paragraph 1
Operators of waste treatment facilities subject to Directives 2000/53/EC and 2012/19/EU shall hand over waste batteries resulting from the treatment of end-of-life vehicles and waste electrical and electronic equipment to the producers of the relevant batteries or, where appointed in accordance with Article 47(2) of this Regulation, producer responsibility organisations acting on their behalf or if nationally decided, to waste management operators with a view to their treatment and recycling in accordance with the requirements of Article 56 of this Regulation. The operators of waste treatment facilities shall keep records of those transactions.
Amendment 350 #
2020/0353(COD)
Proposal for a regulation
Article 53 – paragraph 2
Article 53 – paragraph 2
2. Public waste management authorities shall hand over collected waste batteries to the producers or, where appointed in accordance with Article 47(2), to producer responsibility organisations acting on their behalf, or if nationally decided, to waste management operators with a view to treatment and recycling of those waste batteries in accordance with the requirements of Article 56 or carry out their treatment and recycling themselves in accordance with the requirements of Article 56.
Amendment 351 #
2020/0353(COD)
Proposal for a regulation
Article 54 – paragraph 1
Article 54 – paragraph 1
Voluntary waste portable battery collection points shall hand over waste portable batteries to- the producers of portable batteries or third parties acting on their behalf, including producer responsibility organisations, or if nationally decided, to waste management operators with a view to their treatment and recycling in accordance with the requirements of Article 56.
Amendment 354 #
2020/0353(COD)
Proposal for a regulation
Article 55 – paragraph 1 – point a a (new)
Article 55 – paragraph 1 – point a a (new)
(a a) for light means of transport batteries: 50 %1a by 31 December 2023. _________________ 1a 'Available for Collection' methodology
Amendment 356 #
2020/0353(COD)
Proposal for a regulation
Article 55 – paragraph 1 – point b a (new)
Article 55 – paragraph 1 – point b a (new)
Amendment 358 #
2020/0353(COD)
Proposal for a regulation
Article 55 – paragraph 1 – point c a (new)
Article 55 – paragraph 1 – point c a (new)
(c a) for light means of transport batteries: 75 %1a by 31 December 2030. _________________ 1a 'Available for Collection' methodology
Amendment 377 #
2020/0353(COD)
Proposal for a regulation
Article 70 – paragraph 1
Article 70 – paragraph 1
1. Contracting authorities, as defined in Article 2(1) of Directive 2014/24/EU or Article 3(1) of Directive 2014/25/EU, or contracting entities, as defined in Article 4(1) of Directive 2014/25/EU shall, when procuring batteries or products containing batteries in situations covered by those Directives, make sure that producers of batteries have registered to fulfil their extended producer responsibility for batteries and take account of the environmental impacts of batteries over their life cycle with a view to ensure that such impacts of the batteries procured are kept to a minimum.
Amendment 396 #
2020/0353(COD)
Proposal for a regulation
Annex VI – Part A – paragraph 1 – point 2 a (new)
Annex VI – Part A – paragraph 1 – point 2 a (new)
2 a. the weight of the battery;
Amendment 35 #
2020/0264(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) In line with the principles set out above, the Regulatory Board for Performance Review should actbe fully independently and should not seek or follow instructions or accept recommendations from a government of a Member State, from the Commission, from the Agency or any other public or private entity.
Amendment 38 #
2020/0264(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) The Management Board of the Agency should have the necessary powers in particular toRegulatory Board of Performance Review should appoint the Director for Performance Review.
Amendment 40 #
2020/0264(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) The Director for Performance Review should in particular be the legal representative of the Agency in matters of performance review and be in charge of the day-to-day administration in respect of this matter, as well as of various preparatory tasks. The Director for Performance Review should also draft and submit the section on performance review of the programming document, the annual work programme and the annual activity report of the Agency. The Regulatory Board for Performance Review as an fully independent body should be involved in those activities as necessary.
Amendment 48 #
2020/0264(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) It is appropriate that designated air traffic service providers contribute to the setting uprunning of the operation of the Agency acting as PRB and its continuous functioning. Designated air traffic service providers hold natural monopolies in respect of the services concerned, and those services are remunerated by airspace users. Because of this specific feature, it is necessary that the performance and charging schemes be applied to them, so as to optimise the provision of the services concerned on a number of points. The principal role of the Agency acting as PRB consists in the application of those schemes, and the funds necessary for its setting up can therefore be considered as necessary for reasons linked to the peculiar features and the peculiar position of the providers of the services concerned.
Amendment 55 #
2020/0264(COD)
Proposal for a regulation
Recital 16
Recital 16
Amendment 63 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Regulation (EU) 2018/1139
Article 3 – paragraph 1 – point 10 b (new)
Article 3 – paragraph 1 – point 10 b (new)
(5 a) "designated air traffic service provider" means designated air traffic service as defined in Article 2 (10b new) of [Amended SES2+];
Amendment 70 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point a – point ii
Article 1 – paragraph 1 – point 4 – point a – point ii
Regulation (EU) 2018/1139
Article 98 – paragraph 2 – point l
Article 98 – paragraph 2 – point l
(l) take decisions on the establishment of the internal structures of the Agency at directors’ level and, where necessary, their modifications, subject, in the case of internal structures concerning performance review, to a corresponding request by the Director for Performance Review and a positive opinion of the Regulatory Board for Performance Review with the exception of the structure of the agency acting as PRB. Any such decisions shall not affectguarantee the separation between the Regulatory Board for Performance Review, the Director for Performance Review, the Advisory Board for Performance Review, the Appeal Board for Performance Review and the staff working exclusively for the Agency acting as PRB on the one hand, and the other bodies and function holders of the Agency on the other hand;;
Amendment 72 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point b
Article 1 – paragraph 1 – point 4 – point b
Regulation (EU) 2018/1139
Article 98 – paragraph 2a
Article 98 – paragraph 2a
Amendment 82 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a
Article 1 – paragraph 1 – point 6 – point a
Regulation (EU) 2018/1139
Article 101 – paragraph 3
Article 101 – paragraph 3
3. The Executive Director of the Agency shall take part in the deliberations, without the right to vote. Upon invitation of the Director for Performance Review, the Executive Director of the Agency may be invited to take part in the deliberations on matters related to the the function of the Agency acting as PRB, without the right to vote.;
Amendment 83 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point b
Article 1 – paragraph 1 – point 6 – point b
Regulation (EU) 2018/1139
Article 101 – paragraph 3 a
Article 101 – paragraph 3 a
3a. The Director for Performance Review shall take part in the deliberations on areas directly or indirectly related to the function of the Agency acting as PRB, without the right to vote.; Upon invitation of the Executive Director of the Agency, the Director for Performance Review may be invited to take part in the deliberations on matters related to the function of the Agency, without the right to vote.
Amendment 87 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
Regulation (EU) 2018/1139
Article 101 – paragraph 4
Article 101 – paragraph 4
4. In order for them to be adopted, decisions on budgetary, human resources or administrative matters, in particular matters referred to in Article 98(2), points (d), (f), (h), (m), (n), (o) and (q), Article 98(2a), points (a), (b), (c), (e) and (f)), and Article 98(7) require a positive vote from the representative of Commission in the Management Board.;
Amendment 97 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 a – paragraph 1 – point c
Section II a – Article 114 a – paragraph 1 – point c
(c) provide an opinion to the Management Board on the candidate to be appointed asappoint the Director for Performance Review in accordance with point (a) of Article 98(2a) and Article 114g(2), and where applicable his or her removal from office in accordance with Article 114g(6);
Amendment 99 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 b – paragraph 1 – point d a (new)
Section II a – Article 114 b – paragraph 1 – point d a (new)
(d a) decide, after obtaining the agreement of the Commission, and as regards the revenue and expenditure in respect of performance review, whether to accept any legacies donations or grants from other Union sources or any voluntary contribution from the Member States or from the national supervisory authorities referred to in Article 3 of [Amended SES2+];
Amendment 102 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 b – paragraph 1 – point f (new)
Section II a – Article 114 b – paragraph 1 – point f (new)
(f) provide an opinion to the Management Boardelaborate with the Management Board and obtain its approval on the procedures for issuing opinions, recommendations and decisions by the Agency acting as PRB in accordance with point (f) of Article 98(2a119a (4);
Amendment 105 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 b – paragraph 1 – point g
Section II a – Article 114 b – paragraph 1 – point g
(g) provide an opinion toon the basis of a proposal by the Director for Performance Review on its proposal for, adopt and regularly update the communication and dissemination plans on performance review referred to in Article 119a(5), in accordance with point (g) of Article 98(2a);.
Amendment 106 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 b – paragraph 1 – point h
Section II a – Article 114 b – paragraph 1 – point h
(h) provide an opinion toon the basis of a proposal by the Director for Performance Review on the establishment or modification ofy the internal structures concerning performance review;
Amendment 109 #
2020/0264(COD)
(i) provide an opinion to the Management Board as regards potential actions to be taken pursuant to point (e) of Article 98(2a)exercise disciplinary authority over the Director for Performance Review;
Amendment 110 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 b – paragraph 1 – point i a (new)
Section II a – Article 114 b – paragraph 1 – point i a (new)
(i a) on the basis of a proposal by the Director for Performance Review, establish mechanisms and procedures for consultation of stakeholders referred to in Article 38 of [Amended SES2+] and Article 119a of this Regulation;
Amendment 114 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 b – paragraph 1 – point l
Section II a – Article 114 b – paragraph 1 – point l
(l) provide an opinion to the Management BoardCommission on the candidates to be appointed as members of the Appeal Board for Performance Review in accordance with article 114l. That opinion shall not be binding.
Amendment 116 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 c – paragraph 2
Section II a – Article 114 c – paragraph 2
2. The members of the Regulatory Board for Performance Review and their alternates shall be formally appointed by the Management Board, on a proposal from the Commission, after consultation of Eurocontrol, following a public call for expression of interest. The members of the Regulatory Board for Performance Review shall be appointed on the basis of merit as well as skills and experience relevant to the air traffic management or economic regulation of network industries. In order for it to be adopted, the decision on the appointment of the members of the Regulatory Board for Performance Review requires a positive vote from the Commission representative in the Management Board.
Amendment 119 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 c – paragraph 3
Section II a – Article 114 c – paragraph 3
3. When carrying out the tasks conferred upon it by this Regulation, the Regulatory Board for Performance Review shall actbe independently and shall not seek or follow instructions from any government of a Member State, from the Commission, or from the Agency or any another public or private entity.
Amendment 123 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 g – paragraph 2
Section II a – Article 114 g – paragraph 2
2. The Director for Performance Review shall be appointed by the Management Board following a favourable opinion of the Regulatory Board for Performance Review, on the basis of merit as well as skills and experience relevant to the air traffic management or economic regulation of network industries, from a list of at least three candidates proposed by the Commission and following an open and transparent selection procedure. In order for it to be adopted, the decision on the appointment of the Director for Performance Review requires a positive vote from the representative of the Commission in the Management Board. For the purpose of concluding the contract with the Director for Performance Review, the Agency shall be represented by the Chairperson of the Management Board.
Amendment 128 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 g – paragraph 4
Section II a – Article 114 g – paragraph 4
4. The Management BoardRegulatory Board for Performance Review, acting on a proposal from the Commission and giving the utmost consideration to the assessment referred to in paragraph 3 and following a favourable opinion of the Regulatory Board for Performance Review, may extend the term of office of the Director for Performance Review once by no more than five years. A Director for Performance Review whose term of office has been extended shall not participate in another selection procedure for the same post at the end of the extended period.
Amendment 131 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 g – paragraph 6
Section II a – Article 114 g – paragraph 6
6. The Director for Performance Review may be removed from office only upon a decision of the Management BoardRegulatory Board for Performance Review, acting on a proposal from the Commission, after having obtained a favourable opinion of the Regulatory Board for Performance Review.
Amendment 133 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 g – paragraph 7
Section II a – Article 114 g – paragraph 7
7. The Management BoardRegulatory Board for Performance Review shall reach decisions on appointment, extension of the term of office or removal from office of the Director for Performance Review on the basis of a two-thirds majority of its members with voting rights. The Director for Performance Review shall not hold any professional position or responsibility with any air navigation service provider after his or her term as Director for Performance Review, for at least a period of two years.
Amendment 136 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 h – paragraph 1
Section II a – Article 114 h – paragraph 1
1. The Director for Performance Review shall be accountable to the Management BoardRegulatory Board for Performance Review with respect to administrative, budgetary and managerial matters, but shall remain fully independent concerning his or her tasks under paragraph 3, point (d). Without prejudice to the respective roles of the Management Board and the Regulatory Board for Performance Review in relation to the tasks of the Director for Performance Review, the Director for Performance Review shall neither seek nor follow any instruction from any government, from the Union institutions, or from any other public or private entity or person.
Amendment 142 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 h – paragraph 3 – point k
Section II a – Article 114 h – paragraph 3 – point k
(k) preparing a proposal for mechanisms and procedures for consultation of stakeholders referred to in Article 38 of [amended SES2+], to be submitted to the Management Board for adoption following a favourable opinion of the Regulatory Board for Performance Review; for adoption.
Amendment 144 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 h – paragraph 3 – point l
Section II a – Article 114 h – paragraph 3 – point l
(l) following a favourable opinion ofrequesting the Regulatory Board for Performance Review, requesting the Management Board to establish or modify the internal structures concerning performance review;
Amendment 145 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 h – paragraph 3 – point m
Section II a – Article 114 h – paragraph 3 – point m
(m) preparing the draft communication and dissemination plans concerning performance review referred to in Article 119a(5), to be submitted to the Management Board for adoption following the favourable opinion of the Regulatory Board for Performance Review.
Amendment 147 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 h – paragraph 4 – subparagraph 1
Section II a – Article 114 h – paragraph 4 – subparagraph 1
4. For the purposes of paragraph 3, point (d), opinions, recommendations and decisions of the Agency acting as PRB referred to in [Amended SES2+] and in Article 129a of this Regulation shall be adopted only after having obtained the favourable opinion of the Regulatory Board for Performance Review.
Amendment 155 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 l – paragraph 2
Section II a – Article 114 l – paragraph 2
2. The members of the Appeal Board for Performance Review shall be formally appointed by the Management Board, on a proposal from the Commission, following a public call for expression of interest, after consulting the Regulatory Board for Performance Review.
Amendment 157 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 l – paragraph 5
Section II a – Article 114 l – paragraph 5
5. The members of the Appeal Board for Performance Review shall be independent in making their decisions. They shall not be bound by any instructions. They shall not perform any other duties in the Agency, in its Management Board, in the Regulatory Board for Performance Review or in the Advisory Board for Performance Review. A member of the Appeal Board for Performance Review shall not be removed during his or her term of office, unless he or she has been found guilty of serious misconduct, and the Commission, after receiving the opinion of the Management Board, has taken a decision to that effect.
Amendment 158 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 s – paragraph 1
Section II a – Article 114 s – paragraph 1
Where the Appeal Board for Performance Review finds that the appeal is not admissible or that the grounds for appeal are not founded, it shall reject the appeal. Where the Appeal Board for Performance Review finds that the appeal is admissible and that the grounds for appeal are founded, it shall remit the case to the Agency. The Agency acting as PRB. The Agency acting as PRB shall take a new reasoned decision taking into account the decision by the Appeal Board for Performance Review.
Amendment 172 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 12
Article 1 – paragraph 1 – point 12
Regulation (EU) 2018/1139
Article 119 a – paragraph 4 – introductory part
Article 119 a – paragraph 4 – introductory part
4. The Agency acting as PRB shall adopt and publish adequate and proportionate procedures for issuing opinions, recommendations and decisions by the Agency acting as PRB, in accordance with the procedure set out in Article 98(2a),114b(1) point (f). Those procedures shall:
Amendment 177 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 12
Article 1 – paragraph 1 – point 12
Regulation (EU) 2018/1139
Article 119 a – paragraph 5
Article 119 a – paragraph 5
5. The Agency acting as PRB may engage in communication activities on its own initiative within its field of competence on performance review, and in doing so shall be represented by the Director for Performance Review. The allocation of resources to communication activities shall not be detrimental to the effective exercise of the tasks and powers referred to in [Amended SES2+]. Communication activities shall be carried out in accordance with relevant communication and dissemination plans adopted by the Management BoardRegulatory Board for Performance Review in accordance with point (g) of Article 98(2a114b (1).;
Amendment 182 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Regulation (EU) 2018/1139
Article 120 a – paragraph 3 – point a a (new)
Article 120 a – paragraph 3 – point a a (new)
(a a) a financial contribution from the Union for setting up of the Agency acting as PRB for all the expenditures necessary to initiate the supervision by the Agency acting as PRB.
Amendment 185 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Regulation (EU) 2018/1139
Article 120 a – paragraph 3 – point b
Article 120 a – paragraph 3 – point b
Amendment 189 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Regulation (EU) 2018/1139
Article 120 a – paragraph 8
Article 120 a – paragraph 8
Amendment 205 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 18 Regulation (EU) 2018/1139
Article 1 – paragraph 1 – point 18 Regulation (EU) 2018/1139
4. The Commission shall adopt implementing acts laying down detailed rules relatdelegated acts in accordance with Article 128 concerning tohe fees and charges levied by the Agency for its function as PRB, specifying in particular the amount of the fees and charges and the way in which they are paid. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 127(3).
Amendment 207 #
2020/0264(COD)
Amendment 208 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EU) 2018/1139
Article 126 b – paragraph 1 – subparagraph 1
Article 126 b – paragraph 1 – subparagraph 1
Amendment 210 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EU) 2018/1139
Article 126 b – paragraph 1 – subparagraph 2
Article 126 b – paragraph 1 – subparagraph 2
Amendment 211 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 18 a (new)
Article 1 – paragraph 1 – point 18 a (new)
Regulation (EU) 2018/1139
Article 128
Article 128
Amendment 214 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 20
Article 1 – paragraph 1 – point 20
2. Subject to the conclusion of an agreement to that effect between the Union and third countries as referred to in paragraph 21, the Agency acting as PRB may also exercise its tasks under [Amended SES2+] with regard to third countries, provided that those third countries have adopted and apply the relevant rules in accordance with paragraph 21 and have mandated the Agency acting as PRB to coordinate the activities of their national supervisory authorities with those of the national supervisory authorities of Member States.
Amendment 217 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 20
Article 1 – paragraph 1 – point 20
Regulation (EU) 2018/1139
Article 129 a – paragraph 3
Article 129 a – paragraph 3
3. The agreements referred to in paragraph 21 shall specify the nature, scope and procedural aspects of the involvement of those countries in the work of the Agency acting as PRB and shall include provisions relating to financial contributions and to staff. Those agreements may provide for the establishment of working arrangements.;
Amendment 68 #
2020/0036(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) The Commission has, in its Communication of 11 December 2019 entitled ‘The European Green Deal’19 , set out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where there are no net emissions of greenhouse gases in 2050 and where economic growth is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well- being of citizens from environment-related risks and impacts. At the same time, this transition must be just, realistic and inclusive, leaving no one behind. _________________ 19 Commission Communication - The European Green Deal, COM(2019) 640 final of 11 December 2019.
Amendment 78 #
2020/0036(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) A fixed and stable long-term objective is crucial to contribute to economic and societal transformation, jobs, growth, and the achievement of the United Nations Sustainable Development Goals, as well as to move in a fair and cost- effective manner towards the temperature goal of the 2015 Paris Agreement on climate change following the 21st Conference of the Parties to the United Nations Framework Convention on Climate Change (the ‘Paris Agreement’).
Amendment 91 #
2020/0036(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) Achieving climate neutrality should require a contribution from all economic sectors, while taking into account their features and the best available technology. In light of the importance of energy production and consumption on greenhouse gas emissions, the transition to a sustainable, affordable and secure energy system relying on a well-functioning internal energy market is essential. The digital transformation, technological innovation, and research and development are also importantindispensable drivers for achieving the climate-neutrality objective.
Amendment 119 #
2020/0036(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) The Union should aim to achieve a balance between anthropogenic economy- wide emissions and removals, through natural and technological solutions, of greenhouse gases domestically within the Union by 2050. The Union-wide 2050 climate-neutrality objective should be pursued by all Member States collectively and individually, and the Member States, the European Parliament, the Council and the Commission should take the necessary measures to enable its achievement. Measures at Union level will constitute an important part of the measures needed to achieve the objective.
Amendment 127 #
2020/0036(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Adaptation is a key component of the long-term global response to climate change. Therefore, Member States and the Union should enhance their adaptive capacity, strengthen resilience and reduce vulnerability to climate change, as provided for in Article 7 of the Paris Agreement, as well as maximise the co- benefits with other environmental policies and legislation. Member States should adopt comprehensive national adaptation strategies and plans. Climate change events, like rising water levels, extreme weather conditions and rising temperatures, can result in infrastructure damages, operational disruptions, pressures on supply chain capacity and efficiency, and negative implication for European mobility. Therefore, the Commission should consider proposing a legislative framework to increase the risk- management, resilience and climate adaptation of transport infrastructure.
Amendment 140 #
2020/0036(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) In taking the relevant measures at Union and national level to achieve the climate-neutrality objective, Member States and the European Parliament, the Council and the Commission should take into account the contribution of the transition to climate neutrality to the well- being of citizens, the prosperity of society and the competitiveness of the economy; energy and food security, mobility and affordability; fairness and solidarity across and within Member States considering their economic capability, national circumstances and the need for convergence over time; the need to make the transition just, realistic and socially fair; best available scientific evidence, in particular the findings reported by the IPCC; the need to integrate climate change related risks into investment and planning decisions; cost-effectiveness and technological neutrality in achieving greenhouse gas emissions reductions and removals and increasing resilience; progression over time in environmental integrity and level of ambition.
Amendment 145 #
2020/0036(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) The Commission, in its Communication ‘The European Green Deal’, announced its intention to assess and make proposals for increasing the Union’s greenhouse gas emission reduction target for 2030 to ensure its consistency with the climate-neutrality objective for 2050. In that Communication, the Commission underlined that all Union policies should contribute to the climate-neutrality objective and that all sectors should play their part. By September 2020, the Commission should, based on a comprehensive impact assessment and taking into account its analysis of the integrated national energy and climate plans submitted to the Commission in accordance with Regulation (EU) 2018/1999 of the European Parliament and of the Council36 , review the Union’s 2030 target for climate and explore options for a new 2030 target of 50 to 55 % emission reductions compared with 1990 levels. Where it considers necessary to amend the Union’s 2030 target, it should make proposals to the European Parliament and to the Council to amend this Regulation as appropriate. In addition, the Commission should, by 30 June 2021, assess how the Union legislation implementing that target would need to be amended in order to achieve emission reductions of 50 to 55 % compared to 1990. However, given the strong lock-in effect due to the long term amortising needed for investments in certain sectors, such as for transport infrastructure, the Commission should ensure that investments already programmed are preserved, at least until the offer has matched the demand. _________________ 36Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).
Amendment 182 #
2020/0036(COD)
Proposal for a regulation
Recital 21
Recital 21
(21) In order to provide predictability and confidence for all economic actors, including businesses, workers, investors and consumers, tTo ensure that the transition towards climate neutrality is irreversible and realistic, to ensure gradual reduction over time and to assist in the assessment of the consistency of measures and progress with the climate-neutrality objective, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to set out a trajectory for achieving net zero greenhouse gas emissions in the Union by 2050it is crucial to provide predictability, stability and confidence for all economic actors, including businesses, workers, investors and consumers. It is of particular importance that the Commission carries out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making37 . In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. _________________ 37 OJ L 123, 12.5.2016, p. 1.
Amendment 208 #
2020/0036(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
This Regulation establishes a framework for the irreversible, realistic and gradual reduction of greenhouse gas emissions and enhancement of removals by natural or other sinks in the Union.
Amendment 215 #
2020/0036(COD)
Proposal for a regulation
Article 1 – paragraph 2
Article 1 – paragraph 2
This Regulation sets out a binding objective of climate neutrality in the Union and for individual Member States by 2050 in pursuit of the long-term temperature goal set out in Article 2 of the Paris Agreement, and provides a framework for achieving progress in pursuit of the global adaptation goal established in Article 7 of the Paris Agreement.
Amendment 224 #
2020/0036(COD)
Proposal for a regulation
Article 2 – paragraph 1
Article 2 – paragraph 1
1. Union-wide emissions and removals of greenhouse gases regulated in Union law and national law shall be balanced at the latest by 2050, thus reducing emissions to net zero by that date.
Amendment 234 #
2020/0036(COD)
Proposal for a regulation
Article 2 – paragraph 2
Article 2 – paragraph 2
2. The relevant Union institutions and the Member States shall take the necessary measures at Union and national level respectively, to enable the collective and national achievement of the climate- neutrality objective set out in paragraph 1, taking into account the need to phase out the use of fossil fuels and the importance of promoting fairness and solidarity among Member States.
Amendment 261 #
2020/0036(COD)
Proposal for a regulation
Article 2 – paragraph 4
Article 2 – paragraph 4
4. By 30 June 2021, the Commission shall assess how the Union legislation implementing the Union’s 2030 target would need to be amended in order to enable the achievement of 50 to 55 % emission reductions compared to 1990 and to achieve the climate-neutrality-objective set out in Article 2(1), and consider taking the necessary measures, including the adoption of legislative proposals, in accordance with the Treaties. In that context the Commission shall ensure that investments already programmed by the National energy and climate plans (NECPs) before the entry into force of this Regulation, are preserved, at least until the offer has been matched by the demand.
Amendment 281 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
1. The Commission is empowered to adopt delegated acts in accordance with Article 9 to supplement this Regulation by setting outBy 30 June 2021, the Commission shall assess the possibility to define a trajectory at Union level to achieve the climate-neutrality objective set out in Article 2(1) until 2050. At the latest within six months after each global stocktake referred to in Article 14 of the Paris AgreeBased on this assessment, the Commission shall review the trajectoryput forward, if appropriate, a legislative proposal.
Amendment 290 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 3 – introductory part
Article 3 – paragraph 3 – introductory part
3. When settproposing a trajectory in accordance with paragraph 1, the Commission shall consider the following:
Amendment 307 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point c
Article 3 – paragraph 3 – point c
(c) best available technology, in light of their life of cycle analysis, and innovation;
Amendment 309 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point c a (new)
Article 3 – paragraph 3 – point c a (new)
(c a) the features of the different economic sectors;
Amendment 318 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point g
Article 3 – paragraph 3 – point g
(g) investment needs and opportunities, avoiding stranded assets phenomenon while assuring predictability for the sectors concerned, especially regarding transport infrastructures;
Amendment 325 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point h
Article 3 – paragraph 3 – point h
(h) the need to ensure a just, realistic and socially fair transition, for people and territories;
Amendment 354 #
2020/0036(COD)
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
2 a. The Commission shall consider proposing a legislative framework to increase the risk-management, resilience and climate adaptation of transport infrastructure.
Amendment 359 #
2020/0036(COD)
Proposal for a regulation
Article 5 – paragraph 1 – subparagraph 1 – point a
Article 5 – paragraph 1 – subparagraph 1 – point a
(a) the collective and individual progress made by all Member States towards the achievement of the climate- neutrality objective set out in Article 2(1) as expressed by the trajectory referred to in Article 3(1);
Amendment 360 #
2020/0036(COD)
Proposal for a regulation
Article 5 – paragraph 1 – subparagraph 1 – point b
Article 5 – paragraph 1 – subparagraph 1 – point b
(b) the collective and individual progress made by all Member States on adaptation as referred to in Article 4.
Amendment 407 #
2020/0036(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
The Commission shall engage with all parts of society to enable and empower them to take action towards a climate- neutral and climate-resilient society. The Commission shall facilitate an inclusive and accessible process at all levels, including at national, regional and local level and with economic and social partners, citizens and civil society, for the exchange of best practice and to identify actions to contribute to the achievement of the objectives of this Regulation. In addition, the Commission may also draw on the multilevel climate and energy dialogues as set up by Member States in accordance with Article 11 of Regulation (EU) 2018/1999.
Amendment 410 #
2020/0036(COD)
Proposal for a regulation
Article 9
Article 9
Amendment 74 #
2019/2213(BUD)
Draft opinion
Paragraph 10
Paragraph 10
10. Supports an increase in the allocation for sustainable infrastructure of the InvestEU Fund to EUR 14 billion (2018 prices) for 2021-2027 with an appropriate allocation in the 2021 budget; recalls that InvestEU Fund should support investments contributing to greater economic, territorial and social cohesion in the Union and that, in order to maximise the impact and the added value of EU financing support, it is appropriate to maximise “synergies across relevant Union programmes in areas such as transport, energy and digitalisation”;
Amendment 77 #
2019/2213(BUD)
Draft opinion
Paragraph 11
Paragraph 11
11. Considers that transport projects financed by the European Regional Development Fund (ERDF) and by the Cohesion Fund (CF) must give priority to the development and completion of the TEN-T corride and comprehensive networks;
Amendment 1 #
2019/2209(INI)
Motion for a resolution
Citation 3
Citation 3
– having regard to the Joint Declarations of the Eastern Partnership Summits of 2009 in Prague, 2011 in Warsaw, 2013 in Vilnius, 2015 in Riga and 2017 in Brussels,
Amendment 3 #
2019/2209(INI)
Motion for a resolution
Citation 4
Citation 4
– having regard to the Association Agreement between the European Union and the European Atomic Energy Community and their Member States, of the one part, and Georgia, of the other part1 , to the Association Agreement between the European Union and the European Atomic Energy Community and their Member States, of the one part, and the Republic of Moldova, of the other part2 , and to the Association Agreement between the European Union and its Member States, of the one part, and Ukraine, of the other part3 , including Deep And Comprehensive Free Trade Areas (DCFTAs), and the Comprehensive and Enhanced Partnership Agreement between the European Union and the European Atomic Energy Community and their Member States, of the one part, and the Republic of Armenia, __________________ 1 OJ L 261, 30.8.2014, p. 4. 2 OJ L 260, 30.8.2014, p. 4. 3 OJ L 161, 29.5.2014, p. 3.
Amendment 7 #
2019/2209(INI)
Motion for a resolution
Citation 4 b (new)
Citation 4 b (new)
- having regard to the Partnership Priorities between the EU and Azerbaijan endorsed by the Cooperation Council on 28 September 2018,
Amendment 34 #
2019/2209(INI)
Motion for a resolution
Recital B
Recital B
B. whereas cooperation between the EU and all EaP countries can be achieved and maintained only in so far as those core values and principles are respected, and fight against corruption, organized crime and money laundering are guaranteed;
Amendment 44 #
2019/2209(INI)
Motion for a resolution
Recital C
Recital C
C. whereas certain EaP countries chose to pursue a closer political, human and economic integration with the EU, based on a principle of differentiation and in accordance with performance results and aspirations, by concluding ambitious Association Agreements (AAs) with DCFTAs, as well as visa-free regimes;
Amendment 52 #
2019/2209(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas the main goal of the AAs/DCFTAs is to create the necessary conditions to accelerate political association and further economic integration between the European Union and interested partner countries;
Amendment 70 #
2019/2209(INI)
Motion for a resolution
Recital E
Recital E
E. whereas the independence, sovereignty and territorial integrity of the EU’s Eastern European Partners are still imperilled by unresolved regional conflicts, as the Russian Federation continues to undermine the sovereignty and territorial integrity of some Eastern European Partner countries, through its hybrid warfare, illegal occupation and annexation policy, cyber-attacks and disinformation, among other;
Amendment 99 #
2019/2209(INI)
Motion for a resolution
Recital F a (new)
Recital F a (new)
Fa. whereas the Armenian society has high expectations for the future cooperation with the EU, as well as in the Armenian government’s commitment to implementing the Comprehensive and Enhanced Partnership Agreement (CEPA) with the EU. Whereas the EU should recognise Armenia’s needs for higher capacity for reforms implementation, and that among the priority areas needing support feature legal and judicial, and public administration reforms. Whereas the EU should acknowledge that particular necessity lies with the strengthening of democracy and of the multipolar political system and that the country’s economic prospects are limited due to its geographic isolation and dependence on Russia as a trade partner and as a work destination. Whereas the promotion of entrepreneurship and innovation combined with enhancement of the regulatory environment for businesses, as supported by CEPA, are among the solutions;
Amendment 102 #
2019/2209(INI)
Motion for a resolution
Recital F b (new)
Recital F b (new)
Fb. whereas the progress achieved in advancing the negotiation of the Comprehensive Agreement between Azerbaijan and the EU, and the importance of Azerbaijan as a strategic partner in energy should be recognized, it should be stressed that political will for its finalizations and an overall commitment to the European values and agenda is required on the part of Azerbaijan. Whereas the 2020 Parliamentary election in Azerbaijan cannot be considered as a progress on to path towards an inclusive and transparent election system and the country’s civil society remains restricted, unlawful politically motivated imprisonments of political opposition, journalists and human rights defenders, among other, continues. Whereas the new partnership priorities should include financial and technical assistance from the EU side for the sustainable diversification of the Azerbaijani economy, WTO membership, an improvement of the business and investment environments, and a boost to energy connectivity, and should be implemented with a close attention to the situation of human rights and fundamental freedoms;
Amendment 105 #
2019/2209(INI)
Motion for a resolution
Recital F c (new)
Recital F c (new)
Fc. whereas the 2019 Parliamentary election in Belarus worsened the internal political situation, leaving the Parliament without members representing independent social and political forces. Whereas it is regretful that the environment for the civil society remains adverse in Belarus, as there have been no systematic changes in the area of civil and political rights. Whereas it is worrying that despite a widespread public opposition, the Belarusian government continues engaging into negotiations with the Russian Federation over deepening of integration within the Union State. Whereas the construction of the Belarusian Astravets NPP, which is being built by Russian companies without full adherence to environmental and nuclear safety standards, and is a threat to neighbouring countries and the European continent as a whole, should be opposed. Whereas the Belarusian economy is dependent on Russian subsidies and stagnates without major reforms;
Amendment 108 #
2019/2209(INI)
Motion for a resolution
Recital F d (new)
Recital F d (new)
Fd. whereas Georgia’s commitment to reforms might be challenged by increased political polarization and lack of effective political dialogue. Whereas it is worrying that the selective justice remains a problem, also negatively affecting business environment. Whereas Georgia does not take a full advantage of trade opportunities, particularly of DCFTA, predominantly exports agricultural commodities and raw materials. Whereas freedom and plurality of media is in danger. Whereas the high unemployment, wide regional disparities, poverty and inequalities in the healthcare system are among top concerns for Georgian population. Whereas attacks by state institutions and the country’s leadership against the civil society need to be prevented with efforts to rebuild mutual trust;
Amendment 109 #
2019/2209(INI)
Motion for a resolution
Recital F e (new)
Recital F e (new)
Fe. whereas an increased economic interlinkage between the Republic of Moldova and the EU, however, macro- economic stability remains a challenge. Whereas after the 2019 Parliamentary elections several shortcomings have been observed and after the formation of the already dismissed ACUM-Socialist coalition government, the EU resumed budget support assistance to Moldova by keeping strict conditionality. Whereas it is important to address the main challenges such as the preservation of political stability, the adherence to democratic standards, the need to ensure media plurality and to tackle emigration. Whereas major reforms are needed in the judicial system, in the economic and banking sector, notably in the fight against high-level corruption and in the prosecution of the banking fraud, in a regional development compliant with agricultural and environmental commitments, and in the education system;
Amendment 110 #
2019/2209(INI)
Motion for a resolution
Recital F f (new)
Recital F f (new)
Ff. whereas the sustained democratic transition of power in Ukraine through the Presidential and Parliamentary elections in 2019 and the continuation of the wide-ranging reforms by the new Ukrainian leadership are welcome. Whereas much progress was achieved in sectoral economic reforms and despite on- going war macro-financial stability was maintained. Whereas the enforcement of the rule of law and fight against corruption remain key preconditions to improving the business climate and attracting FDI. Whereas the judicial sector reform has to ensure a transparent, competitive and merit based appointment of judges, as well as of institutions tasked to investigate high-level corruption cases have to be granted full independence and means to execute their mission. Whereas Ukraine took significant steps to build trust and move closer towards the implementation of the Minsk agreements, a gesture to be yet matched by Russia. Whereas it is urgent to improve the humanitarian situation in Eastern Ukraine, including of internally displaced people (IDPs), which requires undivided attention by Ukrainian authorities and an increased international support;
Amendment 111 #
2019/2209(INI)
Motion for a resolution
Recital F g (new)
Recital F g (new)
Fg. whereas the European Parliament is committed to adopting annual resolutions on the implementation of AAs/DCFTAs by the associated countries and at least biannual recommendations on the relations with the remaining EaP countries and the EaP policy as a whole;
Amendment 112 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point a
Paragraph 1 – point a
(a) acknowledge that the Eastern European Partners increasingly assumed more responsibility and ownership of the EaP initiative; acknowledge and strive for a continuous transformational impact of EaP policy in order to bring about political, social, economic and legal change in the three associated partner countries and other EaP countries;
Amendment 138 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point b
Paragraph 1 – point b
(b) acknowledge that those countries thate EaP policy can facilitate a process of gradual integration to the EU; that those countries, which are undertaking comprehensive reforms and taking action to meet the criteria of Article 49 of the TEU may be eligible for EU membership, through a process of gradual integrationand comprehensive integration, compliance and full respect of membership criteria, as well as taking into account the EU’s future reforms process;
Amendment 153 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point c
Paragraph 1 – point c
(c) embrace an enhanced and future- oriented vision for the next decade of the EaP with the aim of offering the Eastern European Partners a new strategic direction and benchmarks for differentiated integration with the EU, ensuring lasting and irreversible achievements and deepening EU-EaP cooperation and integration, which is in the EU’s own security and economic interest;
Amendment 165 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point c a (new)
Paragraph 1 – point c a (new)
(ca) acknowledge that the AAs/DCFTAs agreements that have been signed with Georgia, the Republic of Moldova and Ukraine are the evidence of a differentiated approach and should lead to further enhanced bilateral relations formats and roadmaps based on the principle of “more for more”;
Amendment 166 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point c b (new)
Paragraph 1 – point c b (new)
(cb) express a reinforced commitment of the EU towards the citizens of the EaP countries to ensure that the benefits of the EaP policy have a horizontal effect and are directly felt by all the society;
Amendment 167 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point d
Paragraph 1 – point d
(d) maintain the inclusive nature of the EaP by acting as a driver towards improved democratic accountability and the implementation of core liability mechanisms notably in the judiciary, a strengthened rule of law, a transparent and corruption-free public sector, better economic governance, reinforced citizens’ rights and environmental sustainability;
Amendment 177 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point e
Paragraph 1 – point e
(e) embark on a process to create a common economic space, including services, that facilitates deeper political and economic integration with the EU and deeper economic cooperation among the EaP countries themselves using the path trodden with the Western Balkan countries;
Amendment 199 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point g
Paragraph 1 – point g
(g) provide greater financial assistance, including in the context of the external financial instruments that are currently under legislative negotiation; such assistance should be tailored to the specific needs of the individual partners and used to implement activities under the EaP programme; recognize the need for an additional political, administrative and financial support framework for the three associated countries within the overall Eastern Partnership that would address their specific structural reforms, modernisation and institution building needs;
Amendment 207 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point g a (new)
Paragraph 1 – point g a (new)
(ga) execute more often impact assessments of the EU support programs in order to increase their efficiency and to apply timely adjustments; maintain strict conditionality of the EU financial assistance with means to suspend or redirect it to projects that have a direct impact on the people;
Amendment 222 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point h a (new)
Paragraph 1 – point h a (new)
(ha) acknowledge that the Eastern partnership runs both ways as the experience from the EaP countries can be shared for the mutual benefit of the EU and its Member States and the EaP countries;
Amendment 224 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – subheading 1
Paragraph 1 – subheading 1
Status quo for 2020, structured dialogue, State building and democratic accountability
Amendment 230 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point i
Paragraph 1 – point i
(i) acknowledge the associated partnership status of advanced EaP countries, notably the signatories of AAs with DCFTAs, in order to accommodate the mutual need forand establish more venues for political dialogue, with them to advance further economic coopeintegration and legislative harmonisation;
Amendment 235 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point j
Paragraph 1 – point j
(j) engage further in State building and in strengthening institutions, by making instruments similar to the Support Group for Ukraine available to the associated partners first and foremost; strong, independent and efficient institutions at a central and local level are key to democratic accounextend existing and new EU tools in the area of rule of law and good governance to monitor and assess progress by the associated partners, in particular the EU Justice Scoreboard and the Rule of Law Mechanism; provide effective guidance and benchmarks for reforms, including by adopting roadmaps to specify political association commitments; develop detability, deoligarchisation, and the fight against corruption and State capture; ed working documents with a clear methodology and a comparative perspective as drawn from the practice of the Visa-Liberalisation Action Plan and accession process to supplement the current Progress Reports and Association Agendas;
Amendment 251 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point j a (new)
Paragraph 1 – point j a (new)
(ja) ensure the continuation of the annual Association Implementation Reports by the Commission and the EEAS on the progress made by the three associated partners and apply a unified evaluation methodology, especially when analysing reforms in the same areas and sectors; develop regular, at least biannual, reports on relations with non-associated EaP countries;
Amendment 256 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point j b (new)
Paragraph 1 – point j b (new)
(jb) acknowledge that strong, independent and efficient institutions at a central and local level are key to democratic accountability, deoligarchisation, and the fight against corruption and State capture;
Amendment 257 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point j c (new)
Paragraph 1 – point j c (new)
(jc) advance on a broader spectrum legal and economic reforms with the experience transfer from the EU Member States through Twinning projects, particularly by extending the program to local and regional governments;
Amendment 262 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point k
Paragraph 1 – point k
(k) acknowledge and encourage initiatives by the governments of associated countries to boost their mutual cooperation and encourage its expansion to multi-sectoral level; a similar approach should be applied to cooperation amongst all the Eastern European Partners on various issues;
Amendment 272 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point l
Paragraph 1 – point l
(l) encourage full compliance of election processes, namely in the area of adoption of legislative amendments to electoral laws and party financing, with international standards, the recommendations of the Organisation for Security and Cooperation in Europe (OSCE) and the opinions of the Venice Commission; support strengthening of electoral legislative framework through inclusive political dialogues;
Amendment 278 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point l a (new)
Paragraph 1 – point l a (new)
(la) react faster to the deterioration of the rule of law and democratic accountability in the partner countries and apply smart conditionality to prevent the partner governments from further backsliding;
Amendment 283 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point l b (new)
Paragraph 1 – point l b (new)
(lb) seek a renewed commitment by the Eastern European Partners to enact comprehensive reforms of the judicial and public administration aimed at ensuring the independence and competence of judges and civil servants;
Amendment 285 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point l c (new)
Paragraph 1 – point l c (new)
(lc) adopt an EU human rights violations sanctions mechanism or an EU “Magnitsky Act” to punish individuals or entities found in breach of human rights or essential freedoms as well as involved in high-level corruption cases;
Amendment 289 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – subheading 2
Paragraph 1 – subheading 2
Amendment 300 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point m a (new)
Paragraph 1 – point m a (new)
(ma) note the importance of deepening economic cooperation and market integration with the Eastern European Partners through a gradual opening of the EU single market, including the full implementation of DCFTAs, and compliance with legal, economic and technical standards, and by establishing a common economic space;
Amendment 302 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point n
Paragraph 1 – point n
(n) aim to secure the cooperation and participgradually differentiated sectoral integration of eligible and willing EaP countries in the Energy Union, the Transport Community and the Digital Single Market, and greater coopmong other; encourage and enable the EaP countries to use the Euro as an internation on customs, among otheral transfer currency; develop a common roaming space between the EaP countries and the EU Member States; build trust services, including cyber capacities to protect critical infrastructure and personal data, and achieve greater cooperation on customs;
Amendment 306 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point n a (new)
Paragraph 1 – point n a (new)
(na) introduce instruments such as legal screening and sectoral roadmaps, to determine the EaP countries’ readiness to comply with the EU acquis and to vest their applicability to differentiated sectoral integration;
Amendment 309 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point n b (new)
Paragraph 1 – point n b (new)
(nb) ensure that existing and new nuclear installations in the EaP countries comply with the highest environmental and nuclear safety standards, according to the international conventions;
Amendment 312 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point o
Paragraph 1 – point o
(o) ensure the EaP countries’ further engagement in the fight against climate change, including participation in the new European Green Deal, through the EU investment support, including EBRD and EIB, conditional upon a sound assessment of the environmental impact and of the effects on local communities;
Amendment 318 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point p
Paragraph 1 – point p
(p) adopt a comprehensive infrastructure-building plan and support implementation of the priority projects as identified in the Indicative TEN-T Investment Action Plan with the aim of improving connectivity between the EU and its Eastern European Partners, and among the EaP countries themselves and ensuring environmental sustainability during the implementation process; encourage regulatory convergence in the transport sector; take active measures to improve absorption capacities of the EaP countries;
Amendment 325 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point p a (new)
Paragraph 1 – point p a (new)
(pa) provide continuous support to the upgrading of the EaP countries’ solid waste management system to the EU standards by setting up recycling targets and recycling systems to meet the targets, address the negative impact on the environment and public health of the outdated, as well as unauthorized, solid waste facilities; identify financial instruments to support the financing of waste management projects by the EU and national/local funds;
Amendment 327 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point p b (new)
Paragraph 1 – point p b (new)
(pb) encourage the EaP countries to complete the reforms in the energy sector in compliance with the European Union law, including that concerning environmental and safety policy;
Amendment 328 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point p c (new)
Paragraph 1 – point p c (new)
(pc) recognize the success of Ukraine in the unbundling of the gas transmission system, and support energy independence and supply diversification efforts in other EaP countries;
Amendment 343 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point q a (new)
Paragraph 1 – point q a (new)
(qa) apply the experience of the Western Balkans Investment Framework to attract and coordinate financial and technical assistance, and to increase efficiency of infrastructure projects;
Amendment 346 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point q b (new)
Paragraph 1 – point q b (new)
(qb) make the promotion of FDIs from the EU a key aspect of the EaP policy and develop an action plan for this purpose, further improving the business environment and guaranteeing legal certainty;
Amendment 350 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point q c (new)
Paragraph 1 – point q c (new)
(qc) reinforce the support for SMEs by strengthening and widening the scope, geographical coverage and relevance for the recipients’ needs of programs such as EU4Business and by developing new initiatives designed to attract venture capital into the region and providing continuous support for the development of export oriented industries;
Amendment 353 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point q d (new)
Paragraph 1 – point q d (new)
(qd) provide a continuous support for educational reforms in the willing EaP countries, which are a key for the EaP future, aiming to address shortages between the education systems reform and labour market demand, and promote vocational training, among other;
Amendment 363 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point r
Paragraph 1 – point r
(r) address the EU’s qualified labour shortages by increasing labour mobility from the EaP countries, including supporting circular migration schemes, and providing social guarantees;
Amendment 367 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point r a (new)
Paragraph 1 – point r a (new)
(ra) cope with the serious effects of depopulation and migration in EaP countries by involving the European Eastern Partners into the European Agenda on Migration;
Amendment 369 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point r b (new)
Paragraph 1 – point r b (new)
(rb) launch country-based action plans to combat unemployment and to tackle social and regional inequality; invest into youth, foster entrepreneurship and create new programs and incentives for young professionals to return to the EaP labour market;
Amendment 370 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point r c (new)
Paragraph 1 – point r c (new)
(rc) develop an action plan to fight undeclared work, support the creation of fully fledged trade unions and to call for basic ILO conventions to be transposed into national law and implemented;
Amendment 372 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point s
Paragraph 1 – point s
(s) expand funding for and the participation of the EaP countries in educational, professional skills-boosting and exchange programmes such as Erasmus+ and Horizon 2020; strengthen capacity of EaP countries to participate in the Horizon 2020 and its succeeding program;
Amendment 378 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point t
Paragraph 1 – point t
(t) strengthen academic and education cooperation among the EU and EaP countries, including intra-EaP academic cooperation, by launching an EaP university in Kyiv focused on good governance and public administration in the EaP countries and providing a venue for a joint training of the EaP countries’ public officials;
Amendment 385 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point t a (new)
Paragraph 1 – point t a (new)
(ta) launch a pilot project aimed at establishing the Eastern Partnership Open Science & Innovation Center, a network of thematic centres of competence in each EaP country to provide R&I support and services;
Amendment 390 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point u
Paragraph 1 – point u
(u) ensure that all EU support programmes include a gender-equality dimension and target the most disadvantaged and vulnerable groups of society to boost regional, rural and social development;
Amendment 436 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point w
Paragraph 1 – point w
(w) acknowledge the unique experience and expertise of EaP countries; recognise the contribution of the associated partners to common security and defence policy (CSDP) missions and battlegroups; deepen cooperation in EU-related defence policies, including participation in PESCO;
Amendment 443 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point w a (new)
Paragraph 1 – point w a (new)
(wa) take a more active role by increasing the EU’s involvement and presence in conflict resolution and peace promoting formats such as the OSCE Minsk Group, the Normandy Format and the 5 + 2 Talks; continue promoting an environment conductive to the settlement of conflicts and supporting activities that promote confidence and people to people contacts across the conflict divided communities;
Amendment 450 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point w b (new)
Paragraph 1 – point w b (new)
(wb) take actions to ensure effective activities and the execution of a full mandate for the following existing EU missions in the EaP region, including coordination of their activities: the EU Monitoring Mission in Georgia, the EU Advisory Mission in Ukraine, and the EU Border Assistance Mission to Moldova and Ukraine, and of the EU Special Representative for the South Caucasus and the crisis in Georgia; appoint an EU Special Envoy for Crimea and the Donbas region;
Amendment 457 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point w c (new)
Paragraph 1 – point w c (new)
(wc) take into consideration the calls by the Ukrainian Government for an extended international peacekeeping force along the Ukraine-Russia border and in the Luhansk and Donetsk districts; once the situation permits and as part of the full implementation of the Minsk Agreement, an EU-led CSDP mission should be offered for deployment to the parties in the conflict, to assist in tasks such as demining, assisting with preparations for local elections and securing free access for humanitarian aid organisations;
Amendment 461 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point w d (new)
Paragraph 1 – point w d (new)
(wd) promote integrated border management and cooperation between the EU and associated countries, and advance law enforcement cooperation;
Amendment 462 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point w e (new)
Paragraph 1 – point w e (new)
(we) continue the cooperation and the support to EaP countries’ increased resilience against hybrid threats, including propaganda, disinformation, cyber-crimes, as well as corruption, terrorism and organised crime in general;
Amendment 463 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point w f (new)
Paragraph 1 – point w f (new)
(wf) promote R&D and industrial cooperation in the development of armaments and military technologies and capabilities among the EU Member States and the EaP countries;
Amendment 474 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point x a (new)
Paragraph 1 – point x a (new)
(xa) foster cooperation among the EaP countries’ civil societies by establishing a regional centre to increase competences, exchange best practices and working approaches, as part of the new project of the EaP University in Kyiv;
Amendment 477 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point x b (new)
Paragraph 1 – point x b (new)
(xb) scale up the EU efforts to strengthen engagement with the local civil society actors and organizations;
Amendment 478 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point x c (new)
Paragraph 1 – point x c (new)
(xc) support a more meaningful and effective involvement of civil society organizations in policy making process in the EaP countries;
Amendment 479 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point x d (new)
Paragraph 1 – point x d (new)
(xd) strengthen the civil society’s ability to act as a watchdog for reform, cutting red tape and securing its presence in trilateral meetings, including in all Human Rights Dialogues, not only preparatory meetings, and in Association and Cooperation Council meetings;
Amendment 480 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point y
Paragraph 1 – point y
(y) scale up the EU’s support and initiatives to strengthen and enable the local authorities and their associations to implement national reforms at a local level; promote the role of local authorities as policy and decision-makers and encourage regular exchanges between central and local government on reform agendas with the participation of civil society;
Amendment 485 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point y a (new)
Paragraph 1 – point y a (new)
(ya) extend the representation in the EaP policy formulation and implementation of the Conference of Regional and Local Authorities for the Eastern Partnership (CORLEAP) and increase its capacities to support local and regional authorities in substantial actions, such as demand oriented coaching and trainings;
Amendment 493 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point y b (new)
Paragraph 1 – point y b (new)
(yb) develop country roadmaps and indicators for engagement with local and regional governments, following the examples of similar engagement with the civil society;
Amendment 496 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – subheading 6
Paragraph 1 – subheading 6
Better policy management and communication
Amendment 508 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point z
Paragraph 1 – point z
(z) increase the visibility of the support provided by the EU in the recipient EaP countries with open dialogue with citizens and boost EU citizens’ awareness about the EaP;
Amendment 511 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point z a (new)
Paragraph 1 – point z a (new)
(za) prioritise local projects raising awareness about the EU in small towns and regions and going beyond already EU-minded cohorts; inform citizens about the opportunities stemming from closer political and economic cooperation with the EU, particularly from AA/DCFTA implementation, linking them to the positive impact on labour markets;
Amendment 524 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point z b (new)
Paragraph 1 – point z b (new)
(zb) further strengthen and capitalise upon the Young Ambassadors programme and the Eastern Partnership Civil Society fellowships, establishing an active alumni network on the basis of existing successful models;
Amendment 527 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point z c (new)
Paragraph 1 – point z c (new)
(zc) improve information sharing among the EU institutions, namely the European Commission and the EEAS, and preserve institutional memory, particularly about provided support and implemented technical assistance projects in order to build on their results when launching new projects and programmes;
Amendment 530 #
2019/2209(INI)
Motion for a resolution
Paragraph 1 – point z d (new)
Paragraph 1 – point z d (new)
(zd) strengthen the EU Delegations in the EaP countries, enable them to guide and assist the EaP countries to complete the undertaken reforms; develop more horizontal links and foster cooperation among the EU Delegations, encourage regular exchanges of information, expertise and other successful working approaches;
Amendment 5 #
2019/2186(INI)
Draft opinion
Recital A
Recital A
A. whereas the platform economy has become an integral and rapidly growing part of the European transport sectorand tourism sectors, providing for new business models, talent and work opportunities;
Amendment 23 #
2019/2186(INI)
Draft opinion
Recital B
Recital B
B. whereas precarious self- employment in the platform sector is increasing, particularly for low-skilled platform-determined on-location work1 , including driving and delivery; _________________ 1Eurofound (2018), Employment and working conditions of selected types of platform work, Publications Office of the European Union, Luxembourg.in the context of the COVID-19 pandemic, creating opportunities for new business models, leading to increased driving and delivery services; in this regards, underlines the benefits and the advantages of the platform economy especially in times of crisis, creating job opportunities and increasing the growth rate of this kind of business models;
Amendment 59 #
2019/2186(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. StExpresses that the unfairconcerns about the potential cases of competitive advantages of certain operators of the platform economy over the traditional economy, based on social dumping and tax avoidance and evasion, are unacceptabletherefore, stresses the need to foster a level playing field between online platforms and traditional business models, operating in the transport and tourism sectors;
Amendment 62 #
2019/2186(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Stresses that the Mobility as a Service (MaaS), the Logistics as a Service (LaaS) and the collaborative mobility facilitated by the emergence of platforms with new digital and innovative solutions would benefit considerably multimodality; in this regard, stresses the benefits of platform economy in reducing congestion in urban and sub-urban areas; saving time and efforts for consumers and enhancing the competitiveness of the related businesses;
Amendment 68 #
2019/2186(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls on the Commission to come up with a strategy to align the working conditions of platform workers with those of regular employees while maintaining their autonomy and flexibility and providing legal certainty, with full respect for the diversity of national labour market models and, the autonomy of social partners, and the opportunities provided by the collaborative mobility services and platforms;
Amendment 87 #
2019/2186(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls on the Commission and Member States to consider the need for nationala clear definitions of self-employed workers, with a rebuttable legal presumption that places the burden of proof and harmonised understanding of platform economy and platform work; in this regards, a level playing field among platforms to prove that their workers are not in fact employeeshould be ensured, allowing for the development of new and innovative business models;
Amendment 95 #
2019/2186(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls on the Commission to support Member States in finding policy solutions to determine the status of work for platform workers; remains scepti as well as to provide funding and incentives for digital careers; in this regard, calls ofn the addition of a third categoryCommission and the Member States to reconsider education in the digital age, focusing policies and incentives in view of preparing for future jobs and adapting to the changing labour market;
Amendment 109 #
2019/2186(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Emphasises the need for transparency and non-discrimination in transport and tourism platforms, specifically regarding algorithms that affect service, allocation of tasks, pricing, and advertising and digital trust building mechanisms such as ratings and reviews;
Amendment 119 #
2019/2186(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Emphasises the importance to workers of portability of data between platforms, in line with Regulation (EU) 2016/679;
Amendment 122 #
2019/2186(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. WelcomesCalls on the Commission’s intention to modify EU competition rules to consider a possible revision of EU competition rules, following an extensive consultation and cooperation with social and business partners in order to ensure that platform workers and the bogus self- employed gain access to collective bargainingenhance social dialogue;
Amendment 133 #
2019/2186(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. ECalls on the Commission and the Member States to support and encourages platform companies to develop training pathways in order to broaden their workers’ professional options.
Amendment 1 #
2019/2055(DEC)
Draft opinion
Paragraph 1
Paragraph 1
1. Welcomes the finding of the Court of Auditors (‘the Court’) that the consolidated accounts of the European Union for the year 2018 are reliable and that the transactions underlying the accounts of the Union for the 2018 financial year are generally legal and regular in all material aspects, except for high-risk expenditure (mainly spending on a reimbursement basis, which is subject to complex rules), which has an estimated error level of 4,5%; notes that the overall estimated level of error of 2,6% is still above the ECA’s materiality threshold (2%); this compares to 2,4% in 2017 and 3,1% in 2016;
Amendment 4 #
2019/2055(DEC)
Draft opinion
Paragraph 3
Paragraph 3
3. Welcomes the completion of the 2017 CEF Transport blending call in 2018 with an innovative approach making available a total indicative budget of EUR 1,35 billion of EU grants to be combined with funding from the European Fund for Strategic Investments (EFSI), the European Investment Bank, national promotional banks or private investors; notes that the second deadline for submission of proposals in April 2018, focusing on innovation and new technologies projects, notably in the field of alternative fuels, in support of the Commission’s Clean Mobility policy, resulted in 35 projects being selected with a total of EUR 404,8 million in CEF funding; notes the need to improve the level of awareness of the CEF eligibility rules among the beneficiaries, in particular by drawing a clear distinction between implementation contracts and subcontracts; recalls that the amount of money spent under a financial instrument is not its only performance criteria and invites the Commission to deepen its assessment of the achievements completed under EU funded transport projects and to measure their added-value aspect and result-oriented spending;
Amendment 6 #
2019/2055(DEC)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Invites the European TEN-T Coordinators to conduct a thorough assessment of the projects completed and the improvements achieved along the TEN-T corridors under the current programming period, and to present it to Parliament and the Commission; furthermore asks the Commission to propose a new result-oriented mechanism including short, mid and long-term planning and technical assistance, to increase the added value of European Funds and to ensure that Member States will meet the 2030 and 2050 completion targets, respectively for the core and comprehensive networks;
Amendment 7 #
2019/2055(DEC)
Draft opinion
Paragraph 4
Paragraph 4
4. Welcomes the adoption of an amendment to the CEF Multi-annual Work Programme on 19 April 2018, making available a total indicative amount of EUR 450 million for the 2018 call for proposals under the General envelope of CEF Transport to support projects of common interest related to the cross-cutting objectives of transport digitalisation, road safety and multimodality; reminds the importance of coordination of work programmes, in order to exploit synergies between the sectors of transport, energy and telecom; welcomes the adoption of a financing decision establishing the CEF Annual Work Programme, allowing INEA to launch the 2019 CEF Transport call concerning financial assistance through grants for projects of common interest regarding cross-border sections, connections to and the development of maritime ports and mitigation of the impact of rail freight noise and vibrations, with the indicative amount of EUR 100 million made available; recalls that in order to achieve concrete benefits in the transport sector the budget needs to be managed soundly and spent on relevant and suitable investment projects which are then implemented on a timely basis;
Amendment 9 #
2019/2055(DEC)
Draft opinion
Paragraph 5
Paragraph 5
5. Notes that by the fifth year of the current programming period 2014-2020 only around 23% of the funds initially awarded had resulted in payments by January 2019, putting into question the full implementation of CEF; reiterates that there is a risk thatin order to avoid payment delays, decommitments and reflows will build up significantly by the end of the programming period and, leaving insufficient time to reroute funds to other projects, it is essential for INEA to monitor the technical and financial implementation of projects closely, so that effective corrective measures can be taken in time; reiterates the recommendations of the Court to the Commission and INEA to ensure greater coherence and transparency of the project selection procedures, to set better conditions for timely programme implementation and to redesign the performance framework to better monitor project results;
Amendment 11 #
2019/2055(DEC)
Draft opinion
Paragraph 6
Paragraph 6
6. RWelcomes the ECA Special report 30/2018 which concludes that the main modes of public transport are covered by EU regulations, making the EU framework for passenger rights unique globally; however, regrets the ECA conclusion that many passengers were not sufficiently aware of their rights and frequently could not benefit from them, due to problems with enforcement; therefore, reiterates the request of the Court to improve coherence, clarity and effectiveness of the EU passenger rights framework, take action to promote awareness campaigns and provide national enforcement bodies with further tools for enforcing passenger rights;
Amendment 14 #
2019/2055(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Reiterates its request that the Commission, in view of the multiple sources of funding, provides an easy access to projects, in form of a one-stop-shop to allow citizens to clearly follow the developments and funding of infrastructures co-financed by Union funds and by the EFSI; these one-stop-shops shall have extensive coordinating powers, with EU rules prevailing, with a multilingual dimension, facilitating the management of all environmental impact assessments; notes that in the fifth year of the 2014-2020 multi-annual financial framework the absorption of EFSI funds has continued to be slower than planned; stresses that the errors detected are at the level of the beneficiary, so more guidance is needed as regards cost eligibility; highlights the need for simplification of administrative procedures;
Amendment 15 #
2019/2055(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Notes that the number of financial instruments has increased considerably which allows for new blending opportunities in the transport sector, while at the same time creating a complex web of arrangements around the Union budget; is concerned that these instruments alongside the Union budget could risk undermining the level of accountability and transparency, as reporting, audit and public scrutiny are not aligned; calls upon the Commission to find how the Union budgetary system could be reformed, in particular as how best to ensure that overall funding arrangements are not more complex than necessary to meet Union policy objectives and guarantee accountability, transparency and auditability;
Amendment 18 #
2019/2055(DEC)
Draft opinion
Paragraph 11
Paragraph 11
11. WHighlights that the transport infrastructure policy offers a clear opportunity to increase synergies between defence and civil needs and TEN-T; welcomes the addition of a pillar of military mobility to TEN-T policy with the adoption of the Action Plan in March 2018 and the proposal by the Commission to include a new envelope dedicated to military mobility needs of EUR 6,5 billion under the CEF budget for 2021-2027; stresses the importance of analysis of gaps between the military and the TEN-T requirements for generating the pipeline for dual-use infrastructure projects that could be supported under the CEF 2021-2027 and strengthen TEN-T; reiterates that this development reflects the strategic role played by the TEN-T in integrating the Union’s infrastructure in order to achieve rapid and seamless mobility across the continent, as well as strengthening our capacity to respond to emergency situations such as humanitarian crises, natural disasters or civil emergencies, thus further developing the internal market;
Amendment 21 #
2019/2055(DEC)
Draft opinion
Paragraph 13
Paragraph 13
13. RBelieves that the tourism sector is extremely related to the transport sector; therefore, reiterates its request to add a budget line in future budgets of the Union dedicated to tourism in order to support actions for the development of a sustainable tourism sector; stresses its importance and economic impact on growth, competitiveness, employment and social development;
Amendment 22 #
2019/2055(DEC)
Draft opinion
Paragraph 13 a (new)
Paragraph 13 a (new)
13 a. Encourages the Commission to publish, in cooperation with the Member States, an annual overview of transport and tourism projects that have been co- financed through the European Regional Development Fund (ERDF) and Cohesion fund, as it is practised for the Connecting Europe Facility (CEF);
Amendment 2 #
2019/2028(BUD)
Draft opinion
Paragraph 1
Paragraph 1
1. Takes note of the draft budget proposed by the Commission in the field of transport; regrets the indiscriminate cuts demanded by the Council; insists on an ambitious budget for the EU transport sector, which takes into consideration emerging challenges and current political priorities related to the EU transport policy;
Amendment 5 #
2019/2028(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. Believes the time is ripe for a more fundamental reshaping of EU transport financing with a view to establishing a net zero-emission transport sector by 2050 and guarantee full alignment with the Paris Agreement; stresses thus that a high level of funding, result-oriented and efficient use of funds in the Horizon 2020 transport portfolio, programmes and joint undertakings delivering these objectives are of utmost importance; highlights the importance of projects and programmes in the fields of decarbonisation and digitalisation, requests an adequate funding and asks for their prioritisation; urges the Commission to promote digitalisation in logistics;
Amendment 12 #
2019/2028(BUD)
Draft opinion
Paragraph 3
Paragraph 3
3. Insists that the EU transport policy is essential for economic, social and environmental sustainability and therefore priority should be given to the quality and sustainability of projects rather than their quantity or size; stresses that the EU transport policy needs an adequate and sufficient funding in order to secure growth, jobs and competitiveness in Europe, more investments in research and innovation, social and territorial cohesion;
Amendment 21 #
2019/2028(BUD)
Draft opinion
Paragraph 4
Paragraph 4
4. Reiterates that the provisional agreement on the regulation setting up the Invest EU Programme1 contains a general provision - applicable to all transport related financing - ensuring that "ProjectOperations that are inconsistent with the achievement of the climate objectives shallould not be eligible for support" and that all projects "shall be screened"Investment projects receiving substantial Union support, notably in the area of infrastructure should be screened by the implementing partner to determine if they have an environmental, climate or social impact and if so, shallould be subject to climate, environmental and social sustainability proofing"sustainability proofing (...)"; recalls that Invest EU Fund should support investments contributing to greater economic, territorial and social cohesion in the Union and that, in order to maximise the impact and the added value of EU financing support, it is appropriate to maximise “synergies across relevant Union programmes in areas such as transport, energy and digitalisation”; _________________ 1 European Parliament legislative resolution of 18 April 2019 on the proposal for a regulation of the European Parliament and of the Council establishing the InvestEU Programme (COM(2018)0439 – C8-0257/2018 – 2018/0229(COD)).
Amendment 25 #
2019/2028(BUD)
Draft opinion
Paragraph 5
Paragraph 5
5. Stresses that beyond its key role in implementing the European Fund for Strategic Investments (EFSI) and InvestEU, it is vital that the revision of the European Investment Bank’s (EIB) transport policy due in 2020 paves the way for more fundamental overhaul of the Bank’s transport financing; calls on the EIB to report on all steps of its transport policy revision to Parliament in a timely manner;recalls that the EIB has provided approximately €140 billion in loans for transport projects in the 2007-2018 period, of which around 80% relate to road infrastructure [1]; calls on the EIB to report on all steps of its transport policy revision to Parliament in a timely manner; [1] European Court of Auditors - Audit preview“ Roads connecting European regions” p.9 - https://www.eca.europa.eu/Lists/ECADoc uments/AP19_08/AP_CONNECTING_R OADS_EN.pdf
Amendment 28 #
2019/2028(BUD)
Draft opinion
Paragraph 6
Paragraph 6
6. Believes that the Connecting Europe Facility (CEF) spending in the field of transport can be improved by increasing further the share of funding for zero emission transport modes; recalls that the CEF is an extremely important and vital financial instrument in the transport sector and the short and long term planning of spending should take into consideration a result-oriented approach and seek for and EU added value, especially regarding the development and completion of the TEN-T core and comprehensive networks; welcomes the approach of the Commission to co-finance the re-establishment of regional cross- border rail connections that were dismantled or abandoned and encourages the Members States, cross-border regions and the Commission to further intensify these bottom-up projects that contribute to reopening borders in the EU where they still exist; calls on the Commission to significantly increase the reserved amount within the CEF budget line for financing for the re-establishment of regional missing rail links that were dismantled or abandoned; calls on the Commission to take into account the still large divergences in terms of transport infrastructure across the EU; further electrification of railway infrastructure must be intensified and a quicker roll out of the European Rail Traffic Management System (ERTMS) is required; the CEF budget should also take account of rail freight noise abatement measures in order to ensure a sustainable and efficient freight transport system;
Amendment 39 #
2019/2028(BUD)
Draft opinion
Paragraph 7
Paragraph 7
7. Encourages the Commission to promote the revitalisation of comfortable European night trains as a possible and sustainable alternative to short-distance flights and long-distance car travelling;
Amendment 40 #
2019/2028(BUD)
Draft opinion
Paragraph 8
Paragraph 8
8. Calls on the Commission to combineexplore the options of possible combinations of the co-financing of the EuroVelo network with the comprehensive rail network;
Amendment 43 #
2019/2028(BUD)
Draft opinion
Paragraph 9
Paragraph 9
9. In light of the still very high number of deaths and injuries caused by traffic accidents, and the new Directive on road infrastructure safety management with its provision ensuring that “Member States shall ensure that the needs of vulnerable road users are taken into account”, insists that the Commission and Member States further prioritise the financing of the transport safety of passengers in different means of transport and that they focus on the safety of vulnerable road users, such as pedestrians, cyclists, and other micro- mobility users; calls on the Commission to provide the necessary technical and administrative assistance to Member States concerning the adequate maintenance measures of the existing roads in their respective comprehensive transport plans, in order to increase the quality and safety of roads;
Amendment 56 #
2019/2028(BUD)
Draft opinion
Paragraph 11
Paragraph 11
11. Calls for a more transparent funding landscape and more transparent project assessments, with particular attention paid to the participation of citizens, civil society and NGOs in transparent decision-making and monitoring the development of large projects that have a total investment volume of over EUR 1 billion;
Amendment 60 #
2019/2028(BUD)
Draft opinion
Paragraph 12
Paragraph 12
12. Recalls that public investment in infrastructure is particularly sensitive to corruption; sStresses the importance of guaranteeing a transparent and competitive tendering process for large-scale transport infrastructure projects financed by the EU; insists that contracting authorities and bidders for these large-scale projects must enter into Integrity Pacts under which third parties monitor their compliance with commitments to best practice and transparency; recalls that the Member States have the primary responsibility for setting up a management system, which aims to ensure the effective and efficient delivery of investment projects, and urges the Commission to ensure the necessary administrative and technical support in order to facilitate their implementation;
Amendment 65 #
2019/2028(BUD)
Draft opinion
Paragraph 13 a (new)
Paragraph 13 a (new)
13 a. Calls on the Commission to have a more result-oriented approach, seek for an EU added-value and focus more on the political objectives while defining the criteria for selection of pilot projects and preparatory actions and recalls the importance of their proper implementation;
Amendment 67 #
2019/2028(BUD)
Draft opinion
Paragraph 13 b (new)
Paragraph 13 b (new)
13 b. Regrets that the broadened tasks of the EU transport-related agencies - EASA, EMSA and ERA - have not been taken into consideration for Budget 2020 while the increased need of financial and human resources should be taken into account, in order to ensure the full deployment of their tasks;
Amendment 68 #
2019/2028(BUD)
Draft opinion
Paragraph 13 c (new)
Paragraph 13 c (new)
13 c. Believes that the tourism sector is extremely related to the transport sector, therefore a specific and dedicated funding under a separate budgetary line should be created; stresses its importance and economic impact on growth, competitiveness, employment and social development;
Amendment 30 #
2013/0186(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) To ensure the consistent and sound oversight of service provision across Europe, the national supervisory authorities should be guaranteed sufficientbudgetary and financial independence and sufficient resources. This should not prevent a national supervisory authority from being part of a regulatory authority competent for several regulated sectors if that regulatory authority fulfils the independence requirements, or from being joined in terms of its organisation with the national competition authority. .
Amendment 34 #
2013/0186(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) The financing of the national supervisory authorities should guarantee their independence, and should allow them to operate in accordance with the principles of fairness, transparency, non- discrimination and proportionality. Appropriate procedures and criteria for appointing staff should contribute to guaranteeing the independence of the national supervisory authorities, ensuring in particular that the appointment of persons in charge of strategic decisions is made by a public authority, which does not directly exert ownership rights over air navigation service providers.
Amendment 46 #
2013/0186(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) Air traffic service providers or airport operators should have the choice to procure communication, navigation and surveillance services (CNS), aeronautical information services (AIS), air traffic data services (ADS), meteorological services (MET) or terminal air traffic services under market conditions, without prejudice to safety requirements, whereunless they findprove that such procurement enablesgoes to the detriment of cost-efficiency gains. The possibility to resort to suchnational supervisory authorities concerned should assess and approve this proof. The procurement is expected to allow for more flexibility and to promote innovation in services, without affecting the specific needs of the military regarding confidentiality, interoperability, system resilience, data access, and ATM security.
Amendment 49 #
2013/0186(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) WheProcured terminal air traffic services are procured, they should not be subject to the charging scheme set out in this Regulation, nor to, Article 1(4) of Directive 2009/12/EC of the European Parliament and of the Council30 , linked to the applicability of that scheme. __________________ 30Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges (OJ L 70, 14.3.2009, p. 11).
Amendment 54 #
2013/0186(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) Where applicable, tThe procurement of air navigation services should be carried out in accordance with Directive 2014/24/EU of the European Parliament and of the Council31 and Directive 2014/25/EU of the European Parliament and of the Council32 . National supervisory authorities should ensure that procurement requirements for air navigation services are fulfilled. __________________ 31Directive 2014/24/EU of the European Parliament and of the Council of 26 February 2014 on public procurement and repealing Directive 2004/18/EC (OJ L 94, 28.3.2014, p. 65). 32 Directive 2014/25/EU of the European Parliament and of the Council of 26 February 2014 on procurement by entities operating in the water, energy, transport and postal services sectors and repealing Directive 2004/17/EC (OJ L 94, 28.3.2014, p. 243).
Amendment 56 #
2013/0186(COD)
Proposal for a regulation
Recital 21
Recital 21
(21) The entry of unmanned aircraft operations must lead to a safe and shared use of the European airspace amongst unmanned and traditional operations. The traffic management of unmanned aircraft in an integrated manner requires the availability of common information services in order to create a common understanding of airspace activity in a given piece of airspace. In order to contain the costs of such traffic management, prices for common information services should be based on cost and a reasonable mark-up for profit, and should be subject to approval by national supervisory authorities. To enable the provision of the service, the required data should be made available by air navigation service providers.
Amendment 58 #
2013/0186(COD)
Proposal for a regulation
Recital 21 a (new)
Recital 21 a (new)
(21a) The traffic management of unmanned aircrafts requires the availability of U-space services. Considering the vulnerability of the counterparty in the provision of U-space services, charging schemes should pay utmost attention to the safeguard of the affordability principle.
Amendment 59 #
2013/0186(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) The designated tendering procedure and the performance and charging schemes are intended to make air navigation services provided under conditions other than market conditiontraffic services more cost-efficient and to promote better service quality and should, to this end, include relevant and appropriate incentives. In view of this objective, the performance and charging schemes should not cover services supplied under market conditions.
Amendment 83 #
2013/0186(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) Mechanisms for modulation of charges to improve environmental performance and service quality, notably through increased use of sustainable alternative fuels, alternative clean propulsion technologies, more direct- routing, increased capacity and reduced delays, while maintaining an optimum safety level, should be set up at Union-wide level given the cross-border nature of aviation. National supervisory authorities should also have the possibility to establish mechanisms at local level regarding terminal services.
Amendment 108 #
2013/0186(COD)
Proposal for a regulation
Recital 39
Recital 39
(39) The concept of common projects should aim at implementing, in a timely, coordinated and synchronised manner, the essential operational changes identified in the European ATM Master Plan which have a network-wide impact. In particular the common projects should promote and accelerate the update of new digital technologies that are critical to the future scalability, resilience and sustainability of the ATM system in Europe. The Commission should be charged with carrying out a cost-benefit analysis in respect of the funding with a view to speedying up the deployment of the SESAR project.
Amendment 127 #
2013/0186(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 10 a (new)
Article 2 – paragraph 1 – point 10 a (new)
10a. ‘air traffic service contract’ means one or more legally binding acts, following a competitive tendering procedure, that confirm the agreement between Member States concerned and an air traffic service provider to entrust to provide air traffic services;
Amendment 128 #
2013/0186(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 10 b (new)
Article 2 – paragraph 1 – point 10 b (new)
10b. “designated air traffic service provider” means an air traffic service provider designated to provide air traffic services based on a competitive tendering procedure and hold an air traffic service contract;
Amendment 138 #
2013/0186(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 22 a (new)
Article 2 – paragraph 1 – point 22 a (new)
22a. “U-space airspace” means a UAS geographical zone designated by Member States, where UAS operations are only allowed to take place with the support of U-space services provided by an U-Space service provider;
Amendment 139 #
2013/0186(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 22 b (new)
Article 2 – paragraph 1 – point 22 b (new)
22b. “U-space service” means a service relying on a high level of digitalisation and automation of functions designed to support safe, efficient and secure access to U-space airspace for a large numbers of UAS;
Amendment 140 #
2013/0186(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 22 c (new)
Article 2 – paragraph 1 – point 22 c (new)
22c. “U-space service provider” means any legal or natural person providing or intending to provide U-space services;
Amendment 142 #
2013/0186(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 26
Article 2 – paragraph 1 – point 26
26. ‘cooperative decision-making’ means a process in which decisions by the Network Manager are made based on interaction and consultation with Member States, operational stakeholders and other actors as appropriate;
Amendment 167 #
2013/0186(COD)
Proposal for a regulation
Article 3 – paragraph 3 – introductory part
Article 3 – paragraph 3 – introductory part
3. Without prejudice to paragraph 1, the national supervisory authorities shall be legally distinct and independent from a legal, budgetary and financial point of view from any other public or private entity in terms of their organisation, functioning, legal structure and decision-making.
Amendment 185 #
2013/0186(COD)
Proposal for a regulation
Article 3 – paragraph 5 – point b a (new)
Article 3 – paragraph 5 – point b a (new)
(ba) they shall not be seconded from air navigation service providers or companies under the control of an air navigation service provider.
Amendment 202 #
2013/0186(COD)
Proposal for a regulation
Article 3 – paragraph 6 – subparagraph 2
Article 3 – paragraph 6 – subparagraph 2
Persons in charge of strategic decisions, audits or other functions directly linked to performance targets or oversight of air navigation service providers, shall not hold any professional position or responsibility with any air navigation service provider after their term in the national supervisory authority, for at least a period of two year of more than six months, for: (i) at least 12 months for staff in managerial positions; (ii) at least six months for staff in non- managerial positions.
Amendment 210 #
2013/0186(COD)
Proposal for a regulation
Article 3 – paragraph 7
Article 3 – paragraph 7
7. Member States shall ensure that national supervisory authorities have the necessary financial resources and capabilities to carry out the tasks assigned to them under this Regulation in an efficient and timely manner. The national supervisory authorities shall manage their staff based on their own appropriations, to be set in proportion toaccordance with the tasks to be fulfilled by the authority in accordance with Article 4.
Amendment 213 #
2013/0186(COD)
Proposal for a regulation
Article 3 – paragraph 8 – subparagraph 1 a (new)
Article 3 – paragraph 8 – subparagraph 1 a (new)
The Member State may reobtain the responsibility of the tasks of the national supervisory authority which the Agency acting as Performance Review Body (PRB) was requested to carry out subject to: (i) the submission of proof that the national supervisory authority is capable of performing the reobtained tasks; (ii) the reallocation of tasks starting from the beginning of a given reference period.
Amendment 218 #
2013/0186(COD)
Proposal for a regulation
Article 3 – paragraph 10
Article 3 – paragraph 10
10. The Commission shall establish detailed rules laying down the modalities of recruitment criteria and selection procedures referred to in paragraph 5, points (a) and (b). Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 37(3).
Amendment 225 #
2013/0186(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) applyimplement the performance and charging schemes set out in in Articles 10 to 17 and 19 to 22 and the implementing acts referred to in Articles 18 and 23, within the limits of their tasks defined in those articles and acts, and oversee the application of the Regulation regarding the transparency of accounts of designated air traffic service providers in accordance with Article 25.
Amendment 233 #
2013/0186(COD)
Proposal for a regulation
Article 4 – paragraph 3 – subparagraph 1
Article 4 – paragraph 3 – subparagraph 1
It shall take all necessary enforcement measures which may, where appropriate, include the amendment, limitation, suspension or revocation of economic certificates issued by theming fines and periodic penalty payments for the purpose of its tasks in accordance with Article 6paragraph 1.
Amendment 238 #
2013/0186(COD)
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
3. National supervisory authorities shall facilitate the provision of cross-border services by air navigation service providers for the purpose of improving network performance. In the case of provision of air navigation services in an airspace falling under the responsibility of two or more Member States , the Member States concerned shall conclude an agreement on the supervision to be carried out by them under this Regulation, of the air navigation service providers concerned . The national supervisory authorities concerned mayshall establish a plan specifying the implementation of their co-operation with a view to giving effect to that agreement.
Amendment 240 #
2013/0186(COD)
Proposal for a regulation
Article 5 – paragraph 5
Article 5 – paragraph 5
5. Where permitted by national law and with a view to regional cooperation, national supervisory authorities mayshall also conclude agreements on the division of responsibilities regarding the supervisory tasks. They shall notify the Commission of these agreements.
Amendment 278 #
2013/0186(COD)
Proposal for a regulation
Article 6 – paragraph 1 – introductory part
Article 6 – paragraph 1 – introductory part
1. Air navigation service providers shall, in addition to the certificates they are required to hold pursuant to Article 41 of Regulation (EU) No 2018/1139, hold an economic certificate. This economic certificate shall be issued upon application, when the applicant has demonstrated sufficient financial robustness and has obtained appropriate liability and insurance cover.
Amendment 293 #
2013/0186(COD)
Proposal for a regulation
Article 6 – paragraph 5 – point b a (new)
Article 6 – paragraph 5 – point b a (new)
(ba) take enforcement measures which may, where appropriate, include fines and periodic penalty payments, the amendment, limitation, suspension or revocation of economic certificates.
Amendment 297 #
2013/0186(COD)
Proposal for a regulation
Article 6 – paragraph 6
Article 6 – paragraph 6
6. The Commission shall adopt, in accordance with the examination procedure referred to in Article 37(3), implementing rules regarding detailed requirements on financial robustness, in particular financial strength and financial resilience, as well as in respect of liability and insurance cover. In order to ensure the uniform implementation of and compliance with paragraphs (1), (4) and (5) of this Article, the Commission shall adopt implementing acts, in accordance with the examination procedure referred to in Article 37(3), laying down detailed provisions concerning the rules and procedures for certification and for conducting the investigations, inspections, audits and other monitoring activities necessary to ensure effective oversight and enforcement by the national supervisory authority of the entities subject to this Regulation.
Amendment 302 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 1 – introductory part
Article 7 – paragraph 1 – introductory part
1. Member States shall ensure the provision of air traffic services on an exclusive basis within specific airspace blocks in respect of the airspace under their responsibility. For this purpose, Member States shall individually or collectively, designate on the basis of a competitive tendering procedure in accordance with Article 35a (new) of this Regulation one or more air traffic service provider(s). The air traffic service providers shall fulfill the following conditions:
Amendment 307 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point b a (new)
Article 7 – paragraph 1 – point b a (new)
(ba) they shall fulfil the requirements on service quality in consistence with the Union wide performance targets;
Amendment 317 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 1 – subparagraph 1 a (new)
Article 7 – paragraph 1 – subparagraph 1 a (new)
The duration of an air traffic service contract shall not exceed the length of the reference period.
Amendment 326 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 3
Article 7 – paragraph 3
3. Member States shall specify in the air traffic service contract the rights and obligations to be met by the air traffic service providers , designated individually or jointly. The obligations shall include conditions for making available relevant data enabling all aircraft movements to be identified in the airspace under their responsibility.
Amendment 330 #
2013/0186(COD)
Proposal for a regulation
Article 8 – title
Article 8 – title
Amendment 332 #
2013/0186(COD)
Proposal for a regulation
Article 8 – paragraph 1 – introductory part
Article 8 – paragraph 1 – introductory part
1. Where this enables cost-efficiency gains to the benefit of airspace users, aAir traffic service providers may decide toshall procure CNS, AIS, ADS or MET services under market conditions, unless they prove to the National supervisory authorities concerned that the procurement would result in a loss of cost efficiency to the detriment of the airspace users.
Amendment 343 #
2013/0186(COD)
Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 1
Article 8 – paragraph 1 – subparagraph 1
Amendment 358 #
2013/0186(COD)
Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 2
Article 8 – paragraph 1 – subparagraph 2
In addition, where this enables cost- efficiency gains to the benefit of airspace users, Member States mayshall allow airport operators or the national supervisory authority concerned to procure terminal air traffic services for approach control under market conditions.
Amendment 363 #
2013/0186(COD)
Proposal for a regulation
Article 8 – paragraph 2
Article 8 – paragraph 2
2. Procurement of services under market conditions shall be on the basis of equal, non-discriminatory and transparent conditions in accordance with Union law including Treaty rules on competition. The tender procedures for the procurement of the services concerned shall be designed so as to enable the effective participation of competing providers in these procedures including through regular reopening of competition. The period of service allocation following the tender procedure shall not exceed the reference period.
Amendment 386 #
2013/0186(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. Where common information services are provided, the data disseminated shall present the integrity and quality necessary to enable the safe and integrated provision of services for the management of traffic of unmanned aircraft in a way that enables the shared use of the airspace together with manned aircrafts.
Amendment 390 #
2013/0186(COD)
Proposal for a regulation
Article 9 – paragraph 2 – introductory part
Article 9 – paragraph 2 – introductory part
2. The price for common information services shall be based strictly on the fixed and variable costs of providing the service concerned and may, in addition, include a reasonable mark-up reflecting an appropriate risk- return trade-off.
Amendment 395 #
2013/0186(COD)
Proposal for a regulation
Article 9 – paragraph 4 – introductory part
Article 9 – paragraph 4 – introductory part
4. As far as operations in specific volumes of airspace designated by the Member States for unmanned aircraft operations are concernedWhere manned and unmanned operations are expected to take place in specific volumes of airspace, relevant operational data shall be made available in real-time by air navigation service providers. Common information service providers to the U-Space service provider. The providers concerned shall use those data only for operational purposes of the services they provide. Access to relevant operational data shall be granted to common information service providers, on a non- discriminatory basis, without prejudice to security or defence policy interests.
Amendment 398 #
2013/0186(COD)
Proposal for a regulation
Article 9 – paragraph 4 a (new)
Article 9 – paragraph 4 a (new)
4a. The Commission shall lay down, by delegated acts referred to in Article 36, detailed requirements for traffic management of unmanned and manned aircraft operations that supports safe and shared use of the airspace, including making available of and the access to data, and the methodology to set the prices in accordance with paragraphs 2, 3 and 4.
Amendment 470 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1
Article 13 – paragraph 1 – subparagraph 1
The draft performance plans shall be adopted after the setting of Union-wide performance targets and before the start of the reference period concerned. They shall contain performance targets for en route air navigation services in the key performance areas of the environment, capacity and cost-efficiency, consistent with the Union- wide performance targets. Those draft performance plans shall take accountcontribute to the implementation of the European ATM Master Plan. The draft performance plans shall be made publicly available.
Amendment 563 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 11 – subparagraph 1
Article 13 – paragraph 11 – subparagraph 1
The Agency acting as PRB shall issue regular reports, within the time limits referred to in the implementing acts to be adopted in accordance with Article 18, on the monitoring of performance of en route air navigation services and network functions, including regular assessments of the achievement of the en route Union- wide performance targets and of performance targets for en route air navigation services for air traffic service providers and making the results of those assessments publicly available. The designated air traffic service provider shall provide the information and data necessary for the monitoring of the performance of air navigation services. This shall include information and data related to actual costs and revenues. Where performance targets are not reached or the performance plan is not correctly implemented, the Agency acting as PRB shall issue decisions requiring corrective measures, including fines and periodic penalty payments in accordance with Article 42a of this Regulation and Article 84a of Regulation [EASA-PRB], to be implemented by the air traffic service providers. These corrective measures may include, where objectively necessary, a requirement for an air traffic service provider to delegate the provision of the relevant services to another air traffic service provider. Where the performance targets continue to be missed, or where the performance plan continues to be incorrectly implemented or where corrective measures imposed are not or not properly applied, the Agency acting as PRB shall conduct an investigation and provide an opinion to the Commission in accordance with Article 24(2). The Commission may take action in accordance with Article 24(3).
Amendment 580 #
2013/0186(COD)
Proposal for a regulation
Article 14 – paragraph 1 – subparagraph 1
Article 14 – paragraph 1 – subparagraph 1
The draft performance plans shall be adopted after the setting of Union-wide performance targets and before the start of the reference period concerned. They shall contain performance targets for terminal air navigation services in the key performance areas of environment, capacity and cost- efficiency, consistent with the Union-wide performance targets. Those draft performance plans shall take accountcontribute to the implementation of the European ATM Master Plan. The draft performance plans shall be made publicly available.
Amendment 639 #
2013/0186(COD)
Proposal for a regulation
Article 14 – paragraph 10 – subparagraph 2
Article 14 – paragraph 10 – subparagraph 2
Where performance targets are not reached or the performance plan is not correctly implemented, the national supervisory authority shall issue decisions requiring corrective measures to be implemented by the air traffic service providers. These corrective measures mayshall include mechanisms, such as fines and periodic penalty payments, and/or, where objectively necessary, a requirement for an air traffic service provider to delegate the provision of the relevant services to another air traffic service provider. Where the performance targets continue to be missed, or where the performance plan continues to be incorrectly implemented, or where corrective measures imposed are not or not properly applied, the national supervisory authority shall request the Agency acting as PRB to conduct an investigation in accordance with Article 24(2), and the Commission may take action in accordance with Article 24(3).
Amendment 650 #
2013/0186(COD)
Proposal for a regulation
Article 15 – paragraph 1
Article 15 – paragraph 1
1. The Agency acting as PRB shall on a regular basis, once per year, establish a Union-wide overview of the performance of terminal air navigation services and of how it relates to Union-wide performance targets.
Amendment 705 #
2013/0186(COD)
Proposal for a regulation
Article 20 – paragraph 6
Article 20 – paragraph 6
6. Designated air traffic service providers shall provide full details of their cost base to the Agency acting as PRB, the national supervisory authorities, and the Commission. To this end, costs shall be broken down in line with the separation of accounts referred to in Article 25(3), and by distinguishing staff costs, operating costs other than staff costs, depreciation costs, cost of capital, costs incurred for fees and charges paid to the Agency acting as PRB, and exceptional costs.
Amendment 737 #
2013/0186(COD)
Proposal for a regulation
Article 22 – paragraph 5
Article 22 – paragraph 5
5. Charges shall be modulated to encourage air navigation service providers, airports and airspace users to support improvements in environmental performance, or service quality such as increased use of sustainable alternative fuels, alternative clean propulsion technologies, or service quality such as increased capacity, reduced delays, more direct-routing and sustainable development, while maintaining an optimum safety level, in particular for implementing the European ATM Master Plan. The modulation shall consist of financial advantages or disadvantages and shall be revenue neutral for air traffic service providers.
Amendment 758 #
2013/0186(COD)
Proposal for a regulation
Article 24 – paragraph 2
Article 24 – paragraph 2
2. At the request of one or more Member States, of a national supervisory authority or of the Commission, the Agency acting as PRB shall carry out an investigation into any allegation of non- compliance as referred to in paragraph 1. Where it has indications of such non- compliance, the Agency acting as PRB mayshall initiate an investigation on its own initiative. It shall conclude the investigation within four months of receipt of a request, after having heard the Member State, the national supervisory authority concerned and the designated air traffic service provider concerned. Without prejudice to Article 41(1), the Agency acting as PRB shall share the results of the investigation with the Member States concerned, the air traffic service providers concerned and the Commission.
Amendment 759 #
2013/0186(COD)
Proposal for a regulation
Article 24 – paragraph 3
Article 24 – paragraph 3
3. The Commission mayshall issue an opinion on whether Articles 10 to 17 and 19 to 22 and the implementing acts referred to in Articles 18 and 23 have been complied with by Member States and/or air traffic service providers and shall notify this opinion to the Member State or Member States and the air traffic service provider concerned.
Amendment 761 #
2013/0186(COD)
Proposal for a regulation
Article 25 – paragraph 1
Article 25 – paragraph 1
1. Air navigation service providers, independently of their system of ownership or legal structures , shall annually draw up and publish their financial accounts. These accounts shall comply with the international accounting standards adopted by the Union . Where, owing to the legal status of the air navigation service provider, full compliance with the international accounting standards is not possible, the provider shall achieve such compliance to the maximum possible extentwithin 1 year from the entry in force of this Regulation. Air navigation service providers shall publish an annual report and regularly undergo an independent audit for the accounts referred to in this paragraph .
Amendment 803 #
2013/0186(COD)
Proposal for a regulation
Article 26 – paragraph 3 – point b
Article 26 – paragraph 3 – point b
(b) management of the delivery of air traffic control capacity in the network as set out in the binding Network Operations Plan (NOP);
Amendment 849 #
2013/0186(COD)
Proposal for a regulation
Article 27 – paragraph 6 – point a
Article 27 – paragraph 6 – point a
(a) decide on individual measures to implement the network functions and to support the effective implementation of the binding Network Operations Plan and the achievement of the binding performance targets;
Amendment 885 #
2013/0186(COD)
Proposal for a regulation
Article 33 – paragraph 3
Article 33 – paragraph 3
3. Where, in particular following the reports submitted by Member States, it becomes necessary to reinforce and harmonise the application of the concept of the flexible use of airspace, the relevant technological airspace infrastructure and technical innovation within the single European sky, the Commission and the Agency shall adopt measures within the context of the common transport policy such as the harmonization of training for air traffic controllers. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 37(3).
Amendment 887 #
2013/0186(COD)
Proposal for a regulation
Article 35 – paragraph 1
Article 35 – paragraph 1
1. The Commission may set up common projects for implementing the essential operational changes identified in the European ATM Master Plan having a network-wide impact. Such projects shall support a timely and synchronised deployment of the priority enablers towards the Digital European Sky and European Green Deal. They shall further support the improvement of the performance of the European aviation system in key areas such as capacity, flight and cost efficiency, the provision of enabling services such as advanced communications, as well as environmental sustainability, within the overriding safety objective.
Amendment 890 #
2013/0186(COD)
Proposal for a regulation
Article 35 – paragraph 2
Article 35 – paragraph 2
2. TIn order to support the priorities set in paragraph 1 of this Article, the Commission may also establish governance mechanisms for common projects and their implementation.
Amendment 898 #
2013/0186(COD)
Proposal for a regulation
Article 35 a (new)
Article 35 a (new)
Article 35a Final Provision The Commission shall adopt delegated acts in accordance with Article 36 concerning the tendering procedure to be followed by the Member States when designating air traffic service providers, in accordance with Directive 2014/24/EU1a and Directive 2014/25/EU2a. __________________ 1aDirective 2014/24/EU of the European Parliament and of the Council of 26 February 2014 on public procurement and repealing Directive 2004/18/EC. 2aDirective 2014/25/EU of the European Parliament and of the Council of 26 February 2014 on procurement by entities operating in the water, energy, transport and postal services sectors and repealing Directive 2004/17/EC.
Amendment 900 #
2013/0186(COD)
Proposal for a regulation
Article 36 – paragraph 2
Article 36 – paragraph 2
2. The delegation of power referred to in Articles 6, 9, 26 and 2642a shall be conferred on the Commission for a period of seven years from [the date of the publication of this Regulation]. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension not later than three months before the end of each period.
Amendment 901 #
2013/0186(COD)
Proposal for a regulation
Article 36 – paragraph 3
Article 36 – paragraph 3
3. The delegation of power referred to in Articles 6, 9, 26 and 2642a may be revoked at any time by the European Parliament or by the Council. A decision of revocation shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.
Amendment 904 #
2013/0186(COD)
Proposal for a regulation
Article 36 – paragraph 5
Article 36 – paragraph 5
5. A delegated act adopted pursuant to Articles 6, 9, 26 and 2642a shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of 2 months of notification of that act to the European Parliament and the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by 2 months at the initiative of the European Parliament or the Council.
Amendment 906 #
2013/0186(COD)
Proposal for a regulation
Article 38 – title
Article 38 – title
Industry Consultation of stakeholdersBody
Amendment 916 #
2013/0186(COD)
Proposal for a regulation
Article 38 a (new)
Article 38 a (new)
Article 38a Industry Consultation Body Without prejudice to the role of the Committee and of Eurocontrol, the Commission shall establish an ‘industry consultation body’, in which air navigation service providers, associations of airspace users, airport operators, the manufacturing industry and professional staff representative bodies shall participate. The role of this body shall solely be to advise the Commission on the implementation of the single European sky.
Amendment 919 #
2013/0186(COD)
Proposal for a regulation
Article 42 – paragraph 1
Article 42 – paragraph 1
Member States shall lay down rules on penalties applicable to infringements of this Regulation, except for the rules on fines and periodic penalty payments when the Agency is acting as referred to in Article 42a, and of the delegated and implementing acts adopted on the basis thereof in particular by airspace users , airport operators and air navigation service providers , and shall take all measures necessary to ensure that they are implemented. The penalties provided for shall be effective, proportionate and dissuasive.
Amendment 921 #
2013/0186(COD)
Proposal for a regulation
Article 42 a (new)
Article 42 a (new)
Amendment 926 #
2013/0186(COD)
Proposal for a regulation
Article 46 – paragraph 2 – introductory part
Article 46 – paragraph 2 – introductory part
2. Article 3(3) shall apply from [OP please insert the date - 4812 months after the entry into force of this Regulation].