218 Amendments of Bergur Løkke RASMUSSEN
Amendment 6 #
2023/2501(RSP)
Recital E
E. whereas, when examining the level of protection afforded by a third country, the Commission is obliged to assess the content of the rules applicable in that country deriving from its domestic law or its international commitments, as well as the practice designed to ensure compliance with those rules; Whereas, if the US does not enforce data protection regulation in line with the agreement and if a new US administration decides on new rules that compromise the protection of personal data of EU citizens, the Commission can suspend the adequacy when there is no longer equivalence;
Amendment 32 #
2023/2501(RSP)
Paragraph 3
Amendment 52 #
2023/2501(RSP)
Paragraph 5
5. Points out that the decisions of the Data Protection Review Court (‘DPRC’) will be classified and not made public or available to the complainant; points out that the DPRC is part of the executive branch and not the judiciary; points out that a complainant will be represented by a ‘special advocate’ designated by the DPRC, for whom there is no requirement of independence; points out that the redress process provided by the EO is based on secrecy and does not set up an obligation to notify the complainant that their personal data has been processed, thereby undermining their right to access or rectify their data; notes that the proposed redress process does not provide for an avenue for appeal in a federal court and therefore, among other things, does not provide any possibility for the complainant to claim damages; concludes that the DPRC does not meet the standards of independence and impartiality of Article 47 of the Charter;
Amendment 60 #
2023/2501(RSP)
Paragraph 6
6. Notes that, while the US has provided for a new mechanism for remedy for issues related to public authorities’ access to data, the remedies available for commercial matters under the adequacy decision are insufficienteffective; notes that these issues are largely left to the discretion of companies, which can select alternative remedy avenues such as dispute resolution mechanisms or the use of companies’ privacy programmes;
Amendment 32 #
2023/2059(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas ports play a crucial role for Europe’s economy and energy transition by enabling the production, supply and import of clean energies and technologies, including for hydrogen;
Amendment 56 #
2023/2059(INI)
Motion for a resolution
Recital D
Recital D
D. whereas non-EU entitistate-owned enterprises have strategically increased their stakes in European ports and port infrastructure, which calls for the Commission and the Member States to take action to preserve the competitiveness of the European maritime transport sector;
Amendment 64 #
2023/2059(INI)
Motion for a resolution
Recital E
Recital E
E. whereas the Russian war of aggression against Ukraine has once again demonstrated the unacceptable risks of being dependent on single non-EU countries in strategic sectorsstrategic role of EU ports from infrastructural, military and strategical point of view;
Amendment 82 #
2023/2059(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Calls on the Commission to carry out an assessment on the efficiency and the effectiveness of the existing policy framework to protect critical infrastructure and, if deemed necessary, to present an EU strategic policy framework to reduce and limit influence and operational control by non-EU countries in the EU’s ports and in their processes and hinterland operationto encourage and boost EU companies’ influence and control in EU ports;
Amendment 89 #
2023/2059(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Calls on the Commission and Member States to continuously monitor and report through the Foreign Direct Investment (FDI) screening mechanisms on the influence of non-EU countries in EU portscritical EU port infrastructure, EU terminal management and global container shipping and assess the potential links between the actions of a given non- EU country in these sectors;
Amendment 101 #
2023/2059(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Stresses that limiting foreign investments in an individual port in one Member State can negatively affect the competitive position of that port compared to neighbouring ports that do not have these limitations, which underlines the need for a joint European strategyic approach towards foreign investments in all EU critical infrastructures, including critical port infrastructure;
Amendment 107 #
2023/2059(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Stresses that despite the existence of protective mechanisms at EU level, such as the screening of foreign direct investments and competition rules, these instruments are insufficient for addressing the increasing economic strength of external powers through individual companistate- owned enterprises and depend heavily on implementation by individual Member States;
Amendment 128 #
2023/2059(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Underlines that, in particular, aggregated Chinese presence of Chinese state- owned enterprises in the core network ports and nodes of the Trans- European Transport Network (TEN-T) carries important implications for the resilience of individual nodes and the network as a whole;
Amendment 135 #
2023/2059(INI)
9. Encourages the Commission and the Member States to carry out a risk assessment of China’s involvement in macritimecal infrastructures that includes its impact on labour and the environment, dependencies, an assessment of bottlenecks in the shipping of goods from China to the EU and transhipment;
Amendment 138 #
2023/2059(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Suggests that all Member States introduce laws to retake control of portsmplement measures to limit control of critical port infrastructure, terminals and other macritimecal infrastructure by systemic rivals and develop contingency plans for a major conflict scenario; highlights repeated warnings by intelligence agencies against the risks of economic dependence, espionage and sabotage caused by the economic presence of entities from non- EU countries in our critical infrastructure and strategic sectors, such as ports;
Amendment 151 #
2023/2059(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Calls on the Commission to specifically address the need to prevent and reduce the risks of espionage and sabotage in ports with a military function, such as ports that are used by NATO;
Amendment 156 #
2023/2059(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Calls on the Commission to addresspay attention to the use of trusted technology in maritime logistics and in the functioning of container terminals; expresses its concern about the increasing dependence on non-EU producers for (border) security equipment in ports, as well as ship-to-shore cranes which are able to collect data on the origin and destination of container; therefore, encourages investments in research and development in these areas, so that EU companies would take over the lead in the production and sale of these technologies;
Amendment 161 #
2023/2059(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Emphasises that a high level of cybersecurity of all actorsshould be ensured in our ports is crucialas to prevent espionage and severe disruptions of port systems and operations; encourages Member States to request and address respective calls for cooperation to the European Maritime Safety Agency for technical and operational support on cybersecurity matters;
Amendment 166 #
2023/2059(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Underlines that while data-sharing in logistics contributes to the efficiency, agility and resilience of supply chains, the use of non-EU state-controlled platforms in ports may poses economic and strategic risks for the EU and should in such case be prevented;
Amendment 176 #
2023/2059(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Underlines that EU ports are key entry points for illicitsometimes misused by criminal organisations for trafficking illegal products such as drugs and calls on the Commission to present measures for effective European cooperation to combat drug trafficking, extraction and criminal subversion;
Amendment 186 #
2023/2059(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Stresses the vital role ports play in the energy transition as energy hubs for the conversion, conditioning and storing of energy carriers, for the import of critical raw materials, as servicing stationcarbon capture and storage hubs, as servicing stations and manufacturing hubs for offshore energy facilities and as nodes in transport systems supporting the energy transition;
Amendment 191 #
2023/2059(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Calls on the Commission to analyze and address the need to fast track permitting of port expansions, so the ports will not become a bottleneck in the energy transition;
Amendment 194 #
2023/2059(INI)
Motion for a resolution
Paragraph 16 b (new)
Paragraph 16 b (new)
Amendment 218 #
2023/2059(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Underlines that an energy transition in ports will not be possible without a skilled workforce, easy and swift permitting procedures and adequate public and private funding;
Amendment 222 #
2023/2059(INI)
18a. Stresses the importance of the ‘Just-in-Time Arrival” principle when it comes to the green transition and calls on the Commission to put forward measures to promote the use of the principle;
Amendment 234 #
2023/2059(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Stresses that strengthening the economic position of EU ports and improving their competitiveness in a global economy is crucial for limiting foreign influence and security risks; as well as ensuring stable supply chains ;
Amendment 245 #
2023/2059(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Calls on the Commission to analyse and address the investment needs of portestablish an “Atlas of European Ports” by mapping the European commercial ports, their roles and importance for different sectors, and analyze the availability of electricity and green fuels in ports; considers that such a mapping will help form an overall factual basis for the continues development of EU ports and address the investment needs in order for them to be competitive in theand future-proof and to work towards a more stable investment climate including transparency and predictability in investment assessments;
Amendment 258 #
2023/2059(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
Amendment 16 #
2023/0393(COD)
Proposal for a directive
Recital 1
Recital 1
(1) In order to facilitate the exercise of rights byright to freedom of movement of persons with disabilities when travelling to or visiting another Member State for a short periodstay, Directive …./… [proposal for a Directive]3 established the framework, rules and common conditions, including a common standardised modeland accessible format, for a European Disability Card as proof of recognised disability status for accessing on equal terms and conditions any special conditions or preferential treatment offered by private operators or public authorities in a wide variety of services, activities and facilities, including when not provided for remuneration, and for a European Parking Card for persons with disabilities, as proof of their recognised right to any parking conditions and facilities reserved for persons with disabilities4 . in a Member State other than that of which they are a resident. _________________ 3 COM(2023) 512 final 4 COM(2023) 512 final
Amendment 19 #
2023/0393(COD)
Proposal for a directive
Recital 2
Recital 2
(2) To helpensure that Member States respect and fulfil their national equal treatment, inclusion and non-discrimination obligations under international, Union and national law vis-à-vis persons with disabilities who are third- country nationals legally residing in their territory and not falling within the scope of the Directive [XXXX], and guarantee the recognition of their disability status across Member States, thus facilitating the exercise of their rights to move or travel to other Member States in accordance with Union law and ensuring a more effective participation and inclusion in society of persons with disabilities who are third- country nationals on an equal basis with Union citizens with and without disabilities, it is necessary to extend the rules, rights and obligations laid down in Directive../…. to persons with disabilities who are third country nationals legally residing in the territory of a Member State, whose disability status has been recognised by that Member State, and who are entitled to move or travel to other Member States in accordance with Union law.
Amendment 25 #
2023/0393(COD)
Proposal for a directive
Recital 2 a (new)
Recital 2 a (new)
(2 a) The UNCRPD recognises the difficult conditions faced by persons with disabilities who are subject to multiple or aggravated forms of discrimination on the basis of race, colour, sex, language, religion, political or other opinion, national, ethnic, indigenous or social origin, property, birth, age or other status. In particular, it recognises the principle of gender equality, that women and girls with disabilities are often at greater risk and subject to multiple and intersectional discrimination and that State Parties should take adequate measures to ensure the full and equal enjoyment by them of all human rights and fundamental freedoms. Therefore, the European Disability Card and European Parking Card for persons with disabilities should have a clear intersectional and gender equality perspective including for third country nationals with disabilities, in particular women and girls, who are often at greater risk of such discrimination.
Amendment 30 #
2023/0393(COD)
Proposal for a directive
Recital 3
Recital 3
(3) Therefore, Member States shall take the necessary measures to ensure that the rules governing the eligibility, issuance, renewal or withdrawal and appeal thereof, mutual recognition and data protection of the European Disability Card and the European Parking Card for persons with disabilities as proof respectively of a disability status or of a right to parking conditions and facilities reserved for persons with disabilities, as well as the rights for beneficiaries, including access on equal terms and conditions to any special conditions or preferential treatment with respect to services, activities or facilities, including when provided not for remuneration, or any parking conditions and facilities offered to or reserved for persons with disabilities or any person(s)s accompanying or assisting them including their personal assistant(s)s or assistance animals, set out in Directive ../…., equally apply to third country nationals legally residing in the Union and who are entitled to move or travel to other Member States in accordance with Union law. Both the European Disability Card and the European Parking Card for persons with disabilities should be issued and renewed free of charge to the beneficiary.
Amendment 52 #
2023/0393(COD)
Proposal for a directive
Recital 5
Recital 5
(5) This Directive should not affect the applicable Union rules governing mobility across the Union of third country nationals legally residing in a Member State across the Union, and who are entitled to move or travel to other Member States in accordance with Union law, but should rather facilitates the exercise of their right to move or travel when they already have such a right to mobility.
Amendment 61 #
2023/0393(COD)
Proposal for a directive
Article 1 – paragraph 1
Article 1 – paragraph 1
Member States shall ensure that the rules, rights and obligations laid down in [Directive (EU) XXXXX] apply to third country nationals not falling within the scope of that Directive whose disability status and/or rights to parking conditions and facilities reserved for persons with disabilities have been recognised by the Member State of their residence, as well as to any persons accompanying or assisting them, including personal assistant(s) within the means or assistance animals as defined ing Article 3 points (d) and (h) of that Directive.
Amendment 66 #
2023/0393(COD)
Proposal for a directive
Article 2 – paragraph 1
Article 2 – paragraph 1
This Directive shall not affect the applicable Union rules governing mobility across the Union, of third country nationals legally residing in the territory of a Member State across the Union.
Amendment 81 #
2023/0393(COD)
Proposal for a directive
Article 4 – paragraph 2
Article 4 – paragraph 2
2. Member States shall communicate to the Commission the text of the main provisions of national law which they adopt in the field covered by this Directive.deleted
Amendment 52 #
2023/0265(COD)
Proposal for a directive
Recital 4
Recital 4
(4) To achieve these objectives, the right balance between economic efficiency, environmental sustainability, protection of road infrastructure and road safety aspects should be struck. Furthermore, to ensure legislative coherence and legal certainty, this Directive should be aligned as closely as possible with the CO2 standards for heavy-duty vehicles Regulation and the Combined Transport Directive.
Amendment 52 #
2023/0265(COD)
Proposal for a directive
Recital 4
Recital 4
(4) To achieve these objectives, the right balance between economic efficiency, environmental sustainability, protection of road infrastructure and road safety aspects should be struck. Furthermore, to ensure legislative coherence and legal certainty, this Directive should be aligned as closely as possible with the CO2 standards for heavy-duty vehicles Regulation and the Combined Transport Directive.
Amendment 59 #
2023/0265(COD)
Proposal for a directive
Recital 8
Recital 8
(8) The transport of indivisible loads is an important market segment linked with the strategic areas of renewable energy, civil engineering and infrastructure, oil and gas, heavy industry and power generation sectors. Despite the recognised value of the existing European Best Practice Guidelines for Abnormal Transport, adopted by experts designated by the Member States, very little progress has been made towards the simplification and harmonisation of the rules and procedures to obtain permits for the transport of indivisible loads. Without prejudice to the right of Member States to establish the necessary conditions to ensure the safe transport of indivisible loads in their territories, Member States should cooperate to harmonise, to the extent possible, those requirements to avoid the multiplication of diverging conditions serving the same purpose. Member States should also ensure that national requirements are proportionate and non- discriminatory, refraining from imposing unjustified requirements such as fluency in the national language of the Member State concerned. To reduce administrative burden for operators and to ensure efficient, fair and safe operations, it is crucial to put in place a transparent, harmonised, user-friendly system for obtaining permits that is available in the most representative EU languages and accessible by electronic communication means.
Amendment 59 #
2023/0265(COD)
Proposal for a directive
Recital 8
Recital 8
(8) The transport of indivisible loads is an important market segment linked with the strategic areas of renewable energy, civil engineering and infrastructure, oil and gas, heavy industry and power generation sectors. Despite the recognised value of the existing European Best Practice Guidelines for Abnormal Transport, adopted by experts designated by the Member States, very little progress has been made towards the simplification and harmonisation of the rules and procedures to obtain permits for the transport of indivisible loads. Without prejudice to the right of Member States to establish the necessary conditions to ensure the safe transport of indivisible loads in their territories, Member States should cooperate to harmonise, to the extent possible, those requirements to avoid the multiplication of diverging conditions serving the same purpose. Member States should also ensure that national requirements are proportionate and non- discriminatory, refraining from imposing unjustified requirements such as fluency in the national language of the Member State concerned. To reduce administrative burden for operators and to ensure efficient, fair and safe operations, it is crucial to put in place a transparent, harmonised, user-friendly system for obtaining permits that is available in the most representative EU languages and accessible by electronic communication means.
Amendment 62 #
2023/0265(COD)
Proposal for a directive
Recital 8
Recital 8
(8) The transport of indivisible loads is an important market segment linked with the strategic areas of renewable energy, civil engineering and infrastructure, oil and gas, heavy industry and power generation sectors. Despite the recognised value of the existing European Best Practice Guidelines for Abnormal Transport, adopted by experts designated by the Member States, very little progress has been made towards the simplification and harmonisation of the rules and procedures to obtain permits for the transport of indivisible loads. Without prejudice to the right of Member States to establish the necessary conditions to ensure the safe transport of indivisible loads in their territories, Member States should closely cooperate to harmonise, to the best extent possible, those requirements to avoid the multiplication of diverging conditions serving the same purpose. Member States should also ensure that national requirements are proportionate and non- discriminatory, refraining from imposing unjustified requirements such as fluency in the national language of the Member State concerned. To reduce administrative burden for operators and to ensure efficient, fair and safe operations, it is crucial to put in place a transparent, harmonised, user-friendly system for obtaining permits that is available by electronic communication means.
Amendment 62 #
2023/0265(COD)
Proposal for a directive
Recital 8
Recital 8
(8) The transport of indivisible loads is an important market segment linked with the strategic areas of renewable energy, civil engineering and infrastructure, oil and gas, heavy industry and power generation sectors. Despite the recognised value of the existing European Best Practice Guidelines for Abnormal Transport, adopted by experts designated by the Member States, very little progress has been made towards the simplification and harmonisation of the rules and procedures to obtain permits for the transport of indivisible loads. Without prejudice to the right of Member States to establish the necessary conditions to ensure the safe transport of indivisible loads in their territories, Member States should closely cooperate to harmonise, to the best extent possible, those requirements to avoid the multiplication of diverging conditions serving the same purpose. Member States should also ensure that national requirements are proportionate and non- discriminatory, refraining from imposing unjustified requirements such as fluency in the national language of the Member State concerned. To reduce administrative burden for operators and to ensure efficient, fair and safe operations, it is crucial to put in place a transparent, harmonised, user-friendly system for obtaining permits that is available by electronic communication means.
Amendment 66 #
2023/0265(COD)
Proposal for a directive
Recital 9
Recital 9
(9) European Modular Systems (EMS) have been used and trialled at length and have proven to be an interesting solution to improve the economic and energy efficiency of transport operations, while ensuring road safety and protection of infrastructure, thanks to their confinement to adequate parts of the road networks. Given national specificities, different economic interests, transportation needs and diverse transport infrastructure capacities in Member States, they are best placed to assess and authorise the circulation of EMS on their territories. At the same time, to enlarge the positive socio-economic and environmental impacts of the use of EMS, it is crucial to remove unnecessary barriers to their use in cross- border operations between neighbouring Member States that allow such vehicle combinations on their territories, without limitation in the number of borders crossed as long as they comply with the maximum authorised weights and dimensions for EMS established by Member States within their respective territories. This is to ensure that EMS used in cross-border operations comply with the common lowest weight and dimension limit for EMS applicable in those Member States. In the interests of safety of operations, transparency and legal clarity, common conditions should be established for the circulation of EMS in national and international traffic, including providing clear information on the weights and dimensions limits for EMS and on parts of the road network compatible with specifications of such vehicles, and monitoring the impacts of the use of EMS on road safety, on the road infrastructure, on modal cooperation, as well as the environmental impacts of European Modular Systems on the transport system, including the impacts on modal share. Five years after the adoption of this legislation, in order to facilitate the transition towards decarbonisation in the road transport sector in line with the European Green Deal, the Commission should analyse the data collected from European Modular Systems engaged in international traffic and consider, if appropriate, zero emission objectives for EMS vehicles.
Amendment 66 #
2023/0265(COD)
Proposal for a directive
Recital 9
Recital 9
(9) European Modular Systems (EMS) have been used and trialled at length and have proven to be an interesting solution to improve the economic and energy efficiency of transport operations, while ensuring road safety and protection of infrastructure, thanks to their confinement to adequate parts of the road networks. Given national specificities, different economic interests, transportation needs and diverse transport infrastructure capacities in Member States, they are best placed to assess and authorise the circulation of EMS on their territories. At the same time, to enlarge the positive socio-economic and environmental impacts of the use of EMS, it is crucial to remove unnecessary barriers to their use in cross- border operations between neighbouring Member States that allow such vehicle combinations on their territories, without limitation in the number of borders crossed as long as they comply with the maximum authorised weights and dimensions for EMS established by Member States within their respective territories. This is to ensure that EMS used in cross-border operations comply with the common lowest weight and dimension limit for EMS applicable in those Member States. In the interests of safety of operations, transparency and legal clarity, common conditions should be established for the circulation of EMS in national and international traffic, including providing clear information on the weights and dimensions limits for EMS and on parts of the road network compatible with specifications of such vehicles, and monitoring the impacts of the use of EMS on road safety, on the road infrastructure, on modal cooperation, as well as the environmental impacts of European Modular Systems on the transport system, including the impacts on modal share. Five years after the adoption of this legislation, in order to facilitate the transition towards decarbonisation in the road transport sector in line with the European Green Deal, the Commission should analyse the data collected from European Modular Systems engaged in international traffic and consider, if appropriate, zero emission objectives for EMS vehicles.
Amendment 67 #
2023/0265(COD)
Proposal for a directive
Recital 9
Recital 9
(9) European Modular Systems (EMS) have been used and trialled at length and have proven to be an interesting solution to improve the economic and energy efficiency of transport operations, while ensuring road safety and protection of infrastructure, thanks to their confinement to adequate parts of the road networks. Given national specificities, different economic interests, transportation needs and diverse transport infrastructure capacities in Member States, they are best placed to assess and authorise the circulation of EMS and other high- capacity vehicles combinations on their territories. At the same time, to enlarge the positive socio-economic and environmental impacts of the use of EMS, it is crucial to remove unnecessary barriers to their use in cross- border operations between neighbouring Member States that allow such vehicle combinations as well as vehicle combinations deviating from Annex I on their territories, without limitation in the number of borders crossed as long as they comply with the maximum authorised weights and dimensions for EMS or other high-capacity vehicles combinations established by Member States within their respective territories. This is to ensure that EMS or other high- capacity vehicles combinations used in cross-border operations comply with the common lowest weight and dimension limit for EMS applicable in those Member States. In the interests of safety of operations, transparency and legal clarity, common conditions should be established for the circulation of EMS in national and international traffic, including providing clear information on the weights and dimensions limits for EMS and on parts of the road network compatible with specifications of such vehicles, and monitoring the impacts of the use of EMS on road safety, on the road infrastructure, on modal cooperation, as well as the environmental impacts of European Modular Systems on the transport system, including the impacts on modal share.
Amendment 67 #
2023/0265(COD)
Proposal for a directive
Recital 9
Recital 9
(9) European Modular Systems (EMS) have been used and trialled at length and have proven to be an interesting solution to improve the economic and energy efficiency of transport operations, while ensuring road safety and protection of infrastructure, thanks to their confinement to adequate parts of the road networks. Given national specificities, different economic interests, transportation needs and diverse transport infrastructure capacities in Member States, they are best placed to assess and authorise the circulation of EMS and other high- capacity vehicles combinations on their territories. At the same time, to enlarge the positive socio-economic and environmental impacts of the use of EMS, it is crucial to remove unnecessary barriers to their use in cross- border operations between neighbouring Member States that allow such vehicle combinations as well as vehicle combinations deviating from Annex I on their territories, without limitation in the number of borders crossed as long as they comply with the maximum authorised weights and dimensions for EMS or other high-capacity vehicles combinations established by Member States within their respective territories. This is to ensure that EMS or other high- capacity vehicles combinations used in cross-border operations comply with the common lowest weight and dimension limit for EMS applicable in those Member States. In the interests of safety of operations, transparency and legal clarity, common conditions should be established for the circulation of EMS in national and international traffic, including providing clear information on the weights and dimensions limits for EMS and on parts of the road network compatible with specifications of such vehicles, and monitoring the impacts of the use of EMS on road safety, on the road infrastructure, on modal cooperation, as well as the environmental impacts of European Modular Systems on the transport system, including the impacts on modal share.
Amendment 71 #
2023/0265(COD)
Proposal for a directive
Recital 10
Recital 10
(10) Member States should continue to be allowed to run trials on a temporary basis. Indeed, new technologies allowing for in-motion charging, such as solar panels, pantographs and electric roads, or the progressive introduction of EMS in Member States, may require exceeding the maximum weights and dimensions in a testing environment, including in cross- border sections of the road network. Therefore, Member States should continue to be allowed to conduct such trials and be able to test the compatibility of new technologies and concepts across borders. The temporary and innovative nature of trials needs to be clarified by setting up a maximum period of time to conduct them with a possibility for one-time renewal justified by the Member State to the Commission. At the same time, the number of trials of new technologies and innovative schemes should not be restricted to avoid hampering innovation. Member States should regularly monitor and assess the performance and impacts of testing the new technologies and new concepts on road safety, on the road infrastructure, on modal cooperation, as well as the environmental impacts on the transport system, such as impacts on the modal share.
Amendment 71 #
2023/0265(COD)
Proposal for a directive
Recital 10
Recital 10
(10) Member States should continue to be allowed to run trials on a temporary basis. Indeed, new technologies allowing for in-motion charging, such as solar panels, pantographs and electric roads, or the progressive introduction of EMS in Member States, may require exceeding the maximum weights and dimensions in a testing environment, including in cross- border sections of the road network. Therefore, Member States should continue to be allowed to conduct such trials and be able to test the compatibility of new technologies and concepts across borders. The temporary and innovative nature of trials needs to be clarified by setting up a maximum period of time to conduct them with a possibility for one-time renewal justified by the Member State to the Commission. At the same time, the number of trials of new technologies and innovative schemes should not be restricted to avoid hampering innovation. Member States should regularly monitor and assess the performance and impacts of testing the new technologies and new concepts on road safety, on the road infrastructure, on modal cooperation, as well as the environmental impacts on the transport system, such as impacts on the modal share.
Amendment 75 #
2023/0265(COD)
Proposal for a directive
Recital 11
Recital 11
(11) The transport of indivisible loads carried out by vehicles or vehicle combinations exceeding the maximum weights or dimensions and the use of EMS, given their needs for additional safety features and for suitable infrastructure, require that special attention is given to elements such as transparency of relevant information, legal certainty and harmonisation of the permit processes. It is therefore necessary for Member States to establish a single electronic information and communication system containing all the relevant information regarding the operational and administrative conditions for the transport of indivisible loads and for the use of EMS, in a clear and easily accessible manner. This national system should also enable the operators to obtain the information and submit electronically the application, in a standardised format, for special permits for the carriage of indivisible loads in the Member State concerned. These permits should be issued in electronic format and operators should be allowed to carry out abnormal transports using the electronic document.
Amendment 75 #
2023/0265(COD)
Proposal for a directive
Recital 11
Recital 11
(11) The transport of indivisible loads carried out by vehicles or vehicle combinations exceeding the maximum weights or dimensions and the use of EMS, given their needs for additional safety features and for suitable infrastructure, require that special attention is given to elements such as transparency of relevant information, legal certainty and harmonisation of the permit processes. It is therefore necessary for Member States to establish a single electronic information and communication system containing all the relevant information regarding the operational and administrative conditions for the transport of indivisible loads and for the use of EMS, in a clear and easily accessible manner. This national system should also enable the operators to obtain the information and submit electronically the application, in a standardised format, for special permits for the carriage of indivisible loads in the Member State concerned. These permits should be issued in electronic format and operators should be allowed to carry out abnormal transports using the electronic document.
Amendment 76 #
2023/0265(COD)
Proposal for a directive
Recital 11
Recital 11
(11) The transport of indivisible loads carried out by vehicles or vehicle combinations exceeding the maximum weights or dimensions and the use of EMS, given their needs for additional safety features and for suitable infrastructure, require that special attention is given to elements such as transparency of relevant information, legal certainty and harmonisation of the permit processes. It is therefore necessary for Member States to establish a single electronic information and communication system containing all the relevant information regarding the operational and administrative conditions for the transport of indivisible loads and for the use of EMS, in a clear and easily accessible manner. This national system should also enable the operators to obtain the information and submit electronically the application, in a standardised format, for special permits for the carriage of indivisible loads in the Member State concerned. These permits should be issued in an electronic format and it should be possible to carry out an abnormal transport using this electronic document.
Amendment 76 #
2023/0265(COD)
Proposal for a directive
Recital 11
Recital 11
(11) The transport of indivisible loads carried out by vehicles or vehicle combinations exceeding the maximum weights or dimensions and the use of EMS, given their needs for additional safety features and for suitable infrastructure, require that special attention is given to elements such as transparency of relevant information, legal certainty and harmonisation of the permit processes. It is therefore necessary for Member States to establish a single electronic information and communication system containing all the relevant information regarding the operational and administrative conditions for the transport of indivisible loads and for the use of EMS, in a clear and easily accessible manner. This national system should also enable the operators to obtain the information and submit electronically the application, in a standardised format, for special permits for the carriage of indivisible loads in the Member State concerned. These permits should be issued in an electronic format and it should be possible to carry out an abnormal transport using this electronic document.
Amendment 97 #
2023/0265(COD)
Proposal for a directive
Recital 17
Recital 17
(17) Effective, efficient, and consistent enforcement of the rules is of utmost importance to ensure undistorted competition between operators and eliminate risks to road safety and to road infrastructure posed by vehicles unlawfully exceeding the applicable weights or dimensions. To better target roadside controls at overloaded vehicles, and if they choose to use automatic systems on the road infrastructure, Member States should ensure as a minimum the deployment of such systems in the trans-European road transport network. Moreover, for reliability and consistency of the enforcement across the Union, the mandatory minimum level of controls to be performed by Member States should be established in proportion to the level of traffic on their territories by the vehicles within scope of this Directive, including an appropriate number of controls during night hours. The system in place in the respective Member States, if technically possible, should recognise additional allowed weights or dimensions to abnormal transport if a valid permit has been issued, to avoid unjustified fines for these transports.
Amendment 97 #
2023/0265(COD)
Proposal for a directive
Recital 17
Recital 17
(17) Effective, efficient, and consistent enforcement of the rules is of utmost importance to ensure undistorted competition between operators and eliminate risks to road safety and to road infrastructure posed by vehicles unlawfully exceeding the applicable weights or dimensions. To better target roadside controls at overloaded vehicles, and if they choose to use automatic systems on the road infrastructure, Member States should ensure as a minimum the deployment of such systems in the trans-European road transport network. Moreover, for reliability and consistency of the enforcement across the Union, the mandatory minimum level of controls to be performed by Member States should be established in proportion to the level of traffic on their territories by the vehicles within scope of this Directive, including an appropriate number of controls during night hours. The system in place in the respective Member States, if technically possible, should recognise additional allowed weights or dimensions to abnormal transport if a valid permit has been issued, to avoid unjustified fines for these transports.
Amendment 102 #
2023/0265(COD)
Proposal for a directive
Recital 17
Recital 17
(17) Effective, efficient, and consistent enforcement of the rules is of utmost importance to ensure undistorted competition between operators and eliminate risks to road safety and to road infrastructure posed by vehicles unlawfully exceeding the applicable weights or dimensions. To better target roadside controls at overloaded vehicles, and if they choose to use automatic systems on the road infrastructure, Member States should ensure as a minimum the deployment of such systems in the trans-European road transport network. Moreover, for reliability and consistency of the enforcement across the Union, the mandatory minimum level of controls to be performed by Member States should be established in proportion to the level of traffic on their territories by the vehicles within scope of this Directive, including an appropriate number of controls during night hours. The system in place should recognise additional allowed weights or dimensions to abnormal transport if a valid permit has been issued in order to avoid unjustified fines for such transports.
Amendment 102 #
2023/0265(COD)
Proposal for a directive
Recital 17
Recital 17
(17) Effective, efficient, and consistent enforcement of the rules is of utmost importance to ensure undistorted competition between operators and eliminate risks to road safety and to road infrastructure posed by vehicles unlawfully exceeding the applicable weights or dimensions. To better target roadside controls at overloaded vehicles, and if they choose to use automatic systems on the road infrastructure, Member States should ensure as a minimum the deployment of such systems in the trans-European road transport network. Moreover, for reliability and consistency of the enforcement across the Union, the mandatory minimum level of controls to be performed by Member States should be established in proportion to the level of traffic on their territories by the vehicles within scope of this Directive, including an appropriate number of controls during night hours. The system in place should recognise additional allowed weights or dimensions to abnormal transport if a valid permit has been issued in order to avoid unjustified fines for such transports.
Amendment 110 #
2023/0265(COD)
Proposal for a directive
Recital 22 a (new)
Recital 22 a (new)
(22a) European Modular System vehicles are still relatively novel in the EU, even though they are already in use in some Member States. In order to utilise the insights gained from monitoring and data collection, as well as to share experiences and exchange knowledge on EMS vehicles between different Member States, an EMS Best Practices Forum should be set up, which should meet at least once a year.
Amendment 110 #
2023/0265(COD)
Proposal for a directive
Recital 22 a (new)
Recital 22 a (new)
(22a) European Modular System vehicles are still relatively novel in the EU, even though they are already in use in some Member States. In order to utilise the insights gained from monitoring and data collection, as well as to share experiences and exchange knowledge on EMS vehicles between different Member States, an EMS Best Practices Forum should be set up, which should meet at least once a year.
Amendment 131 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point a
Article 1 – paragraph 1 – point 3 – point a
Directive 96/53/EC
Article 4 – paragraphs 1 – point c
Article 4 – paragraphs 1 – point c
(c) of vehicles or vehicle combinations for the international transport of goods or passengers which are not in conformity with the characteristics set out in Annex I with the exception of cross-border operations with vehicle combinations not complying with the characteristics set out in Annex I, providing there is mutual consent among the Member States concerned and providing that these operations do not significantly affect international competition in the road transport sector as defined by Article 4.4.;
Amendment 131 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point a
Article 1 – paragraph 1 – point 3 – point a
Directive 96/53/EC
Article 4 – paragraphs 1 – point c
Article 4 – paragraphs 1 – point c
(c) of vehicles or vehicle combinations for the international transport of goods or passengers which are not in conformity with the characteristics set out in Annex I with the exception of cross-border operations with vehicle combinations not complying with the characteristics set out in Annex I, providing there is mutual consent among the Member States concerned and providing that these operations do not significantly affect international competition in the road transport sector as defined by Article 4.4.;
Amendment 139 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 3 – third subparagraph
Article 4 – paragraph 3 – third subparagraph
Member States shall guarantee that the conditions under which the permits or similar arrangements related to the transport of indivisible loads are issued are proportionate and non-discriminatory. In particular, Member States shall cooperate to avoid the multiplicity of vehicle markings and signalling, and to favour the use of pictograms over text and to align the rules for escorting abnormal transports . Member States shall not impose language requirements related to the transport of indivisible loads.
Amendment 139 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 3 – third subparagraph
Article 4 – paragraph 3 – third subparagraph
Member States shall guarantee that the conditions under which the permits or similar arrangements related to the transport of indivisible loads are issued are proportionate and non-discriminatory. In particular, Member States shall cooperate to avoid the multiplicity of vehicle markings and signalling, and to favour the use of pictograms over text and to align the rules for escorting abnormal transports . Member States shall not impose language requirements related to the transport of indivisible loads.
Amendment 140 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 3 – third subparagraph
Article 4 – paragraph 3 – third subparagraph
Member States shall guarantee that the conditions under which the permits or similar arrangements related to the transport of indivisible loads are issued are proportionate and non-discriminatory. In particular, Member States shall cooperate to avoid the multiplicity of vehicle markings and signalling, and to favour the use of pictograms over text and to align the rules for escorting abnormal transports. Member States shall not impose language requirements related to the transport of indivisible loads.
Amendment 140 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 3 – third subparagraph
Article 4 – paragraph 3 – third subparagraph
Member States shall guarantee that the conditions under which the permits or similar arrangements related to the transport of indivisible loads are issued are proportionate and non-discriminatory. In particular, Member States shall cooperate to avoid the multiplicity of vehicle markings and signalling, and to favour the use of pictograms over text and to align the rules for escorting abnormal transports. Member States shall not impose language requirements related to the transport of indivisible loads.
Amendment 142 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 4 – first subparagraph
Article 4 – paragraph 4 – first subparagraph
Member States may allow vehicles or vehicle combinations used for transport which carry out certain national or international transport operations that do not significantly affect international competition in the transport sector to circulate in their territory with weights or dimensions deviating from those laid down in points 1.1, 1.2, 1.3, 1.4 to 1.8, 2, 4.1, 4.2 and 4.4 of Annex I.
Amendment 142 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 4 – first subparagraph
Article 4 – paragraph 4 – first subparagraph
Member States may allow vehicles or vehicle combinations used for transport which carry out certain national or international transport operations that do not significantly affect international competition in the transport sector to circulate in their territory with weights or dimensions deviating from those laid down in points 1.1, 1.2, 1.3, 1.4 to 1.8, 2, 4.1, 4.2 and 4.4 of Annex I.
Amendment 144 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 4 – first subparagraph
Article 4 – paragraph 4 – first subparagraph
Member States mayshall allow vehicles or vehicle combinations used for transport which carry out certain national or international transport operations that do not significantly affect international competition in the transport sector to circulate in their territory with weights and dimensions deviating from those laid down in points 1.1, 1.2, 1.3, 1.4 to 1.8, 2, 4.2 and 4.4 of Annex I.
Amendment 144 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 4 – first subparagraph
Article 4 – paragraph 4 – first subparagraph
Member States mayshall allow vehicles or vehicle combinations used for transport which carry out certain national or international transport operations that do not significantly affect international competition in the transport sector to circulate in their territory with weights and dimensions deviating from those laid down in points 1.1, 1.2, 1.3, 1.4 to 1.8, 2, 4.2 and 4.4 of Annex I.
Amendment 148 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 4 – point b
Article 4 – paragraph 4 – point b
(b) the Member State which permits transport operations to be carried out in its territory by vehicles or vehicle combinations with weights or dimensions deviating from those laid down in Annex I also permits the circulation of European Modular Systems pursuant to paragraph 4a, so as to achieve at least the loading length authorised in that Member State, and so that every operator may benefit from equal conditions of competition.
Amendment 148 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 4 – point b
Article 4 – paragraph 4 – point b
(b) the Member State which permits transport operations to be carried out in its territory by vehicles or vehicle combinations with weights or dimensions deviating from those laid down in Annex I also permits the circulation of European Modular Systems pursuant to paragraph 4a, so as to achieve at least the loading length authorised in that Member State, and so that every operator may benefit from equal conditions of competition.
Amendment 167 #
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 – sixth subparagraph
Article 4 – paragraph 4a – sixth subparagraph
Whenever a Member State allows, pursuant to this paragraph, the circulation of European Modular Systems or vehicle combinations deviating from Annex I in national traffic, it may not reject or prohibit the circulation in its territory of European Modular Systems or vehicle combinations deviating from Annex I in international traffic, provided that such systems do not exceed the maximum weights and dimensions set for European Modular Systems or vehicle combinations deviating from Annex I allowed in national traffic.
Amendment 167 #
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 – sixth subparagraph
Article 4 – paragraph 4a – sixth subparagraph
Whenever a Member State allows, pursuant to this paragraph, the circulation of European Modular Systems or vehicle combinations deviating from Annex I in national traffic, it may not reject or prohibit the circulation in its territory of European Modular Systems or vehicle combinations deviating from Annex I in international traffic, provided that such systems do not exceed the maximum weights and dimensions set for European Modular Systems or vehicle combinations deviating from Annex I allowed in national traffic.
Amendment 177 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point d
Article 1 – paragraph 1 – point 3 – point d
Directive 96/53/EC
Article 4 – paragraph 5 – first subparagraph
Article 4 – paragraph 5 – first subparagraph
Member States may allow for a limited period of time trials of vehicles or vehicle combinations incorporating new technologies or new concepts which cannot comply with requirements of this Directive. Such vehicles or vehicle combinations shall be allowed to carry out certain national or international transport operations for the trial period. In particular, trials with European Modular Systems shall be allowed for a maximum of five years and can be renewed once for another five years. If a Member State decides to renew a trial, it shall provide sufficient justification to the Commission. The number of trials shall not be limited. Member States shall inform the Commission thereof.
Amendment 177 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point d
Article 1 – paragraph 1 – point 3 – point d
Directive 96/53/EC
Article 4 – paragraph 5 – first subparagraph
Article 4 – paragraph 5 – first subparagraph
Member States may allow for a limited period of time trials of vehicles or vehicle combinations incorporating new technologies or new concepts which cannot comply with requirements of this Directive. Such vehicles or vehicle combinations shall be allowed to carry out certain national or international transport operations for the trial period. In particular, trials with European Modular Systems shall be allowed for a maximum of five years and can be renewed once for another five years. If a Member State decides to renew a trial, it shall provide sufficient justification to the Commission. The number of trials shall not be limited. Member States shall inform the Commission thereof.
Amendment 180 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point d
Article 1 – paragraph 1 – point 3 – point d
Directive 96/53/EC
Article 4 – paragraph 5– first subparagraph
Article 4 – paragraph 5– first subparagraph
Member States may allow for a limited period of time trials of vehicles or vehicle combinations incorporating new technologies or new concepts which cannot comply with requirements of this Directive. Such vehicles or vehicle combinations shall be allowed to carry out certain national or international transport operations for the trial period. In particular, trials with European Modular Systems shall be allowed for a maximum of five years. The number of trials shall not be limited. Member States shall inform the Commission thereof.
Amendment 180 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point d
Article 1 – paragraph 1 – point 3 – point d
Directive 96/53/EC
Article 4 – paragraph 5– first subparagraph
Article 4 – paragraph 5– first subparagraph
Member States may allow for a limited period of time trials of vehicles or vehicle combinations incorporating new technologies or new concepts which cannot comply with requirements of this Directive. Such vehicles or vehicle combinations shall be allowed to carry out certain national or international transport operations for the trial period. In particular, trials with European Modular Systems shall be allowed for a maximum of five years. The number of trials shall not be limited. Member States shall inform the Commission thereof.
Amendment 186 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Articles 4a – point b
Articles 4a – point b
(b) a single national access point for the applicants to obtain the information on the requirements for applying for special permits or similar arrangements as laid down in Article 4(3) and to the necessary information to plan their routes in a clear, accessible, and transparent manner. Information on height restrictions shall be included;
Amendment 186 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Articles 4a – point b
Articles 4a – point b
(b) a single national access point for the applicants to obtain the information on the requirements for applying for special permits or similar arrangements as laid down in Article 4(3) and to the necessary information to plan their routes in a clear, accessible, and transparent manner. Information on height restrictions shall be included;
Amendment 191 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4a – paragraph 2
Article 4a – paragraph 2
2. The Commission mayshall adopt implementing acts establishing a common standard vehicle registration and permit application form and harmonising the rules and procedures for the issuing of national permits or similar arrangements referred to in paragraph 1 of this Article and in Article 4(3). Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 10i(2).
Amendment 191 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4a – paragraph 2
Article 4a – paragraph 2
2. The Commission mayshall adopt implementing acts establishing a common standard vehicle registration and permit application form and harmonising the rules and procedures for the issuing of national permits or similar arrangements referred to in paragraph 1 of this Article and in Article 4(3). Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 10i(2).
Amendment 192 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4a – paragraph 2
Article 4a – paragraph 2
2. The Commission mayshall adopt implementing acts establishing a common standard vehicle registration and permit application form and harmonising the rules and procedures for the issuing of national permits or similar arrangements referred to in paragraph 1 of this Article and in Article 4(3). Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 10i(2).
Amendment 192 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4a – paragraph 2
Article 4a – paragraph 2
2. The Commission mayshall adopt implementing acts establishing a common standard vehicle registration and permit application form and harmonising the rules and procedures for the issuing of national permits or similar arrangements referred to in paragraph 1 of this Article and in Article 4(3). Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 10i(2).
Amendment 199 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4b – paragraph 1
Article 4b – paragraph 1
1. Whenever aAny Member State, pursuant to Article 4(2), point (a), can set their own weights and dimensions but must allows the circulation within its territory of vehicle combinations with a maximum weight exceeding the limits set out in points 2.2.1 or 2.2.2 of Annex I, itof 60 tonnes on the TEN-T- network and may not reject or prohibit the use in its territory in international traffic of those vehicle combinations complying with the weight values set for the national transport of goods, provided that such vehicle combinations do not have a maximum authorised weight exceeding 4460 tonnes.
Amendment 199 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4b – paragraph 1
Article 4b – paragraph 1
1. Whenever aAny Member State, pursuant to Article 4(2), point (a), can set their own weights and dimensions but must allows the circulation within its territory of vehicle combinations with a maximum weight exceeding the limits set out in points 2.2.1 or 2.2.2 of Annex I, itof 60 tonnes on the TEN-T- network and may not reject or prohibit the use in its territory in international traffic of those vehicle combinations complying with the weight values set for the national transport of goods, provided that such vehicle combinations do not have a maximum authorised weight exceeding 4460 tonnes.
Amendment 201 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4b – paragraph 2
Article 4b – paragraph 2
2. By way of derogation from paragraph 1, the 4460 tonnes-weight limit set out in paragraph 1 may be exceeded in case the Member State allows higher weight values to those vehicle combinations when involved in an intermodal transport operation.
Amendment 201 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4b – paragraph 2
Article 4b – paragraph 2
2. By way of derogation from paragraph 1, the 4460 tonnes-weight limit set out in paragraph 1 may be exceeded in case the Member State allows higher weight values to those vehicle combinations when involved in an intermodal transport operation.
Amendment 208 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4b – paragraph 3
Article 4b – paragraph 3
3. In view of the expected increase in the uptake of zero-emission vehicles, this Article shall apply until 31 Decemberbe evaluated in 20345.’;
Amendment 208 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4b – paragraph 3
Article 4b – paragraph 3
3. In view of the expected increase in the uptake of zero-emission vehicles, this Article shall apply until 31 Decemberbe evaluated in 20345.’;
Amendment 219 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
Directive 96/53/EC
Article 8c – paragraph 1
Article 8c – paragraph 1
Vehicle transporters with open bodies may exceed the maximum lengths laid down in point 1.1 of Annex I while loaded, up to a total of 20,75 meters, using authorised load supports.
Amendment 219 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
Directive 96/53/EC
Article 8c – paragraph 1
Article 8c – paragraph 1
Vehicle transporters with open bodies may exceed the maximum lengths laid down in point 1.1 of Annex I while loaded, up to a total of 20,75 meters, using authorised load supports.
Amendment 226 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 8 – point a
Article 1 – paragraph 1 – point 8 – point a
Directive 96/53/EC
Article 9a – paragraph 1
Article 9a – paragraph 1
1. Vehicles or vehicle combinations which comply with Regulation (EU) 2018/858 may exceed the maximum lengths laid down in point 1.1 of Annex I to this Directive provided that their cabs deliver improved aerodynamic performance, energy efficiency, improved driver comfort and safety performance. Any excess of the maximum lengths allowed under this Article may also be used to install zero-emission technology. Vehicles or vehicle combinations equipped with such cabs shall comply with point 1.5 of Annex I to this Directive and any exceeding of the maximum lengths shall not result in an increase in the load capacity of those vehicles.
Amendment 226 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 8 – point a
Article 1 – paragraph 1 – point 8 – point a
Directive 96/53/EC
Article 9a – paragraph 1
Article 9a – paragraph 1
1. Vehicles or vehicle combinations which comply with Regulation (EU) 2018/858 may exceed the maximum lengths laid down in point 1.1 of Annex I to this Directive provided that their cabs deliver improved aerodynamic performance, energy efficiency, improved driver comfort and safety performance. Any excess of the maximum lengths allowed under this Article may also be used to install zero-emission technology. Vehicles or vehicle combinations equipped with such cabs shall comply with point 1.5 of Annex I to this Directive and any exceeding of the maximum lengths shall not result in an increase in the load capacity of those vehicles.
Amendment 239 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 13 – point a
Article 1 – paragraph 1 – point 13 – point a
Directive 96/53/EC
Article 10d – paragraph 1 – second subparagraph
Article 10d – paragraph 1 – second subparagraph
If a Member State chooses to set up automatic systems on the road infrastructure, it shall ensure as a minimum the deployment of such systems in the trans-European road transport network set out in Regulation (EU) 1315/2013*. Automatic systems shall be able to, if technically possible, identify vehicles or combinations with a special permit and link the conditions laid down in the permit with the maximum authorised weights and dimensions.
Amendment 239 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 13 – point a
Article 1 – paragraph 1 – point 13 – point a
Directive 96/53/EC
Article 10d – paragraph 1 – second subparagraph
Article 10d – paragraph 1 – second subparagraph
If a Member State chooses to set up automatic systems on the road infrastructure, it shall ensure as a minimum the deployment of such systems in the trans-European road transport network set out in Regulation (EU) 1315/2013*. Automatic systems shall be able to, if technically possible, identify vehicles or combinations with a special permit and link the conditions laid down in the permit with the maximum authorised weights and dimensions.
Amendment 247 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Directive 96/53/EC
Article 10da – paragraph 2
Article 10da – paragraph 2
2. When a Member State implements IAP pursuant to paragraph 1, it shall ensure that their IAP schemes comply with Directive 2010/40/EU of the European Parliament and of the Council*. In particular, Member States shall ensure that data related to the IAP scheme and falling within the scope of Directive 2010/40/EU, including weight, length, width or height restrictions, are available in digital machine-readable format and made accessible via the National Access Points established under Delegated Regulation (EU) 2022/670**. Member States shall also ensure that the IAP scheme is able to identify vehicles and combinations with a special permit and link the conditions laid down in the permit with the maximum authorised weights and dimensions.
Amendment 247 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Directive 96/53/EC
Article 10da – paragraph 2
Article 10da – paragraph 2
2. When a Member State implements IAP pursuant to paragraph 1, it shall ensure that their IAP schemes comply with Directive 2010/40/EU of the European Parliament and of the Council*. In particular, Member States shall ensure that data related to the IAP scheme and falling within the scope of Directive 2010/40/EU, including weight, length, width or height restrictions, are available in digital machine-readable format and made accessible via the National Access Points established under Delegated Regulation (EU) 2022/670**. Member States shall also ensure that the IAP scheme is able to identify vehicles and combinations with a special permit and link the conditions laid down in the permit with the maximum authorised weights and dimensions.
Amendment 252 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 16 a (new)
Article 1 – paragraph 1 – point 16 a (new)
Directive 96/53/EC
Article 10 ga (new)
Article 10 ga (new)
(16a) The following Article 10 ga is inserted: Article 10 ga EMS Best Practices Forum 1. An EMS Best Practices Forum shall be set up in order to support dialogue and share experiences and best practices on EMS vehicles in the Union among Member States’ experts and members of the Road Transport Committee. 2. Member States shall delegate as experts to the EMS Best Practices Forum the experts participating in the Road Transport Committee referred to in Article 10i. 3. Stakeholders, representatives of vehicle manufacturers, representatives of transport operators and social partners may be invited to the EMS Best Practices Forum. 4. The EMS Best Practices Forum shall adopt its rules of procedure. 5. The EMS Best Practices Forum shall meet at least once a year.
Amendment 252 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 16 a (new)
Article 1 – paragraph 1 – point 16 a (new)
Directive 96/53/EC
Article 10 ga (new)
Article 10 ga (new)
(16a) The following Article 10 ga is inserted: Article 10 ga EMS Best Practices Forum 1. An EMS Best Practices Forum shall be set up in order to support dialogue and share experiences and best practices on EMS vehicles in the Union among Member States’ experts and members of the Road Transport Committee. 2. Member States shall delegate as experts to the EMS Best Practices Forum the experts participating in the Road Transport Committee referred to in Article 10i. 3. Stakeholders, representatives of vehicle manufacturers, representatives of transport operators and social partners may be invited to the EMS Best Practices Forum. 4. The EMS Best Practices Forum shall adopt its rules of procedure. 5. The EMS Best Practices Forum shall meet at least once a year.
Amendment 259 #
2023/0265(COD)
Proposal for a directive
Article 3 – paragraph 1
Article 3 – paragraph 1
1. Member States shall adopt and publish, by [date-of-adoption+21 years] at the latest, the laws, regulations and administrative provisions necessary to comply with this Directive. They shall forthwith communicate to the Commission the text of those provisions. When Member States adopt those provisions, they shall contain a reference to this Directive or be accompanied by such reference on the occasion of their official publication. Member States shall determine how such reference is to be made.
Amendment 259 #
2023/0265(COD)
Proposal for a directive
Article 3 – paragraph 1
Article 3 – paragraph 1
1. Member States shall adopt and publish, by [date-of-adoption+21 years] at the latest, the laws, regulations and administrative provisions necessary to comply with this Directive. They shall forthwith communicate to the Commission the text of those provisions. When Member States adopt those provisions, they shall contain a reference to this Directive or be accompanied by such reference on the occasion of their official publication. Member States shall determine how such reference is to be made.
Amendment 22 #
2023/0171(COD)
Proposal for a directive
Recital 12
Recital 12
(12) The accompanying measures for cooperation and the reporting obligations of Member States have not been sufficient until now to allow a complete analysis whether polluters face effective, dissuasive and proportionate penalties and that adequate data is made available to the Commission to monitor the implementation of Directive 2005/35/EC. In order to ensure the effective and consistent enforcement of Directive 2005/35/EC, exchange of information and experien, experience and best practices should be facilitated through enhanced cooperation, while at the same time ensuring that adequate data are made available to the Commission in order to allow the proper monitoring of the implementation of Directive 2005/35/EC.
Amendment 25 #
2023/0171(COD)
Proposal for a directive
Recital 13
Recital 13
(13) The existing satellite-based service ‘CleanSeaNet’ which notifies Member States authorities on potential illegal discharges, should be further enhanced to include information on the additional polluting substances under the scope of Directive 2005/35/EC. Information relating to potential or actual discharges reported by Member States in accordance with Directive 2005/35/EC and to other Union maritime safety databases, such as the Union Maritime Information and Exchange System established by Directive 2002/59/EC of the European Parliament and of the Council27 (‘SafeSeaNet’) and the Inspection Database set up by Directive 2009/16/EC of the European Parliament and of the Council28 (‘THETIS’) should be integrated and disseminated in a user- friendly electronic format to the national authorities involved in the enforcement chain in order to facilitate their timely response. Such information, when relating to an actual or potential discharge of Exhaust Gas Cleaning System residue from a ship, should further be automatically disseminated to the dedicated module of THETIS set up by under Commission Implementing Decision 2015/253 (‘THETIS-EU’), in order to facilitate and assist Member States with enforcement actions undertaken in accordance with the provisions of Directive (EU) 2016/802. In order to ensure the effective monitoring of the Directive’s implementation by all Member States, a verification rate of 150% per year of the alerts sent by CleanSeaNet should be ensured by each Member State within the first three years form the transposition of this Directive. Access to this information should be granted to the authorities of other Member States having an interest in it under their roles as port States of the next port of call, coastal States affected by the potential discharge or flag States of the ship in order to facilitate effective and timely cross-border cooperation, minimise the administrative burden of enforcement activities and ultimately effectively penalise offenders for infringements of Directive 2005/35/EC. _________________ 27 Directive 2002/59/EC of the European Parliament and of the Council of 27 June 2002 establishing a Community vessel traffic monitoring and information system and repealing Council Directive 93/75/EEC (OJ L 208, 5.8.2002, p. 10). 28 Directive 2009/16/EC of the European Parliament and of the Council of 23 April 2009 on port State control (recast) (OJ L 131, 28.5.2009, p. 57).
Amendment 27 #
2023/0171(COD)
Proposal for a directive
Recital 14
Recital 14
(14) The Sub-group on Waste from Ships, which was set up under the European Sustainable Shipping Forum, and which brought together a wide range of experts in the field of ship-source pollution and the management of waste from ships, was adjourned in December 2017 in view of the start of interinstitutional negotiations of Directive (EU) 2019/883. Since that temporary Sub-group provided valuable guidance and expertise to the Commission, a similar expert group should be created with a mandate of exchanging experience on the application of this Directive in order to assist Member States in building their capacity to prevent, detect and verify pollution incidents and ensure the effective enforcement of Directive 2005/35/EC.
Amendment 29 #
2023/0171(COD)
Proposal for a directive
Recital 15
Recital 15
(15) The European Maritime Safety Agency (‘EMSA’) established by Regulation (EU) xxxx/xxxx29 should provide the necessary support to the Commission and relevant Member State authorities to ensure the implementation of this Directive. _________________ 29 OJ L xxxx.
Amendment 30 #
2023/0171(COD)
Proposal for a directive
Recital 15 a (new)
Recital 15 a (new)
(15a) Container loss reporting in Europe should improve data and knowledge on ocean container pollution to inform future international, European and national initiatives to reduce it.
Amendment 33 #
2023/0171(COD)
(17) In order to assist Member States with the development of their capacities regarding effective enforcement of Directive 2005/35/EC by the national administrative and judicial authorities, the Commission and the European Maritime Safety Agency should provide Member States with guidance and training relating to, inter alia, best methods and practices for detection, verification and evidence collection, as well as guidance on relevant regulatory developments of Marpol 73/78 and on technological developments available, including new digital tools, in order to facilitate effective, cost-efficient and targeted enforcement activities.
Amendment 54 #
2023/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
2005/35/EC
Article 1 – paragraph 1 a
Article 1 – paragraph 1 a
1a. The present Directive also aims to introduce new reporting obligations on the loss of containers at sea in order to obtain reliable data and ultimately reduce ship-source pollution.
Amendment 62 #
2023/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2005/35/EC
Article 2 – paragraph 3
Article 2 – paragraph 3
3. ‘Exhaust Gas Cleaning System residue’ shall mean any material removed from the washwater or the bleed-off water by a treatment system or discharge water that does not meet the discharge criterion set out in relevant IMO guidelines, or other residue material removed from the exhaust gas cleaning system discharged overboard as a result of the operation of a compliance method for emissions reductions, as defined in Annex VI Regulation 4 to Marpol 73/78, used as an alternative in terms of emissions reductions to the standards set forth in Regulation 14 of Annex VI to Marpol 73/78, taking into account the guidelines developed by the IMO;
Amendment 64 #
2023/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2005/35/EC
Article 2 – paragraph 3 – point a
Article 2 – paragraph 3 – point a
Amendment 66 #
2023/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2005/35/EC
Article 2 – paragraph 3 a (new)
Article 2 – paragraph 3 a (new)
3a. ‘discharge’ shall mean any release howsoever caused from a ship, as referred to in Article 2 of Marpol 73/78;
Amendment 83 #
2023/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 13
Article 1 – paragraph 1 – point 13
Directive 2005/35/EC
Article 8 d – paragraph 1
Article 8 d – paragraph 1
1. In order to ensure that the penalties are effective, proportionate and dissuasive, Member States shall ensure that, when determining and applying the type and level of administrative penalty to a natural or legal person found by competent authorities to be responsible for an infringement within the meaning of Articles 4 and 5(2), the competent authorities take into account all relevant circumstances of the infringement, including:
Amendment 91 #
2023/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Directive 2005/35/EC
Article 10 – paragraph 1 – point d
Article 10 – paragraph 1 – point d
(d) within three years from the date of transposition of this Directive, ensure that competent authorities verify at least 150% of the alerts sent by CleanSeaNet every year.
Amendment 96 #
2023/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15
Article 1 – paragraph 1 – point 15
Directive 2005/35/EC
Article 10
Article 10
The Commission and the European Maritime Safety Agency shall facilitate the development of capacities of Member States by providing, as appropriate, training to the authorities responsible for the detection, verification and enforcement of infringements under the scope of this Directive.
Amendment 100 #
2023/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15
Article 1 – paragraph 1 – point 15
Directive 2005/35/EC
Article 10 c – paragraph 1
Article 10 c – paragraph 1
1. Based on information reported by Member States in accordance with Article 10a, the Commission shall make publicly available a regularly updated Union-wide overview on the implementation and enforcement of this Directive. The overview shall include the information listed in Annex II to this Directive. Information that identifies an individual ship shall only be made publicly available if legal proceedings are finalised.
Amendment 104 #
2023/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 a (new)
Article 1 – paragraph 1 – point 15 a (new)
(15a) Article 10e Reporting of container loss 1. Member States shall require companies to report on a yearly basis on all the losses of containers which occurred when the vessel’s route was in European waters as defined in Article 3(1)(a), (b), (c), and (d). For each loss, the reporting should include the route of the vessel, as well as the cause and the location of the loss if they are known. 2. Member States shall compile the data reported by the companies in accordance to paragraph 1 in a report every year. They shall transmit this report to the European Commission and to EMSA.
Amendment 110 #
2023/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Directive 2005/35/EC
Article 12 a – paragraph 1 – point b a (new)
Article 12 a – paragraph 1 – point b a (new)
(ba) a Member State notification identifying an issue which has an impact on the environmental status of its marine waters connected to ship-source pollution and which cannot be tackled by measures adopted at national level, or which is linked to another EU policy or international agreement, and informing the Commission accordingly by providing a justification; and
Amendment 115 #
2023/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Directive 2005/35/EC
Article 12 a – paragraph 1 – point b b (new)
Article 12 a – paragraph 1 – point b b (new)
(bb) the latest scientific data;
Amendment 121 #
2023/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Directive 2005/35/EC
Article 12 a – paragraph 2
Article 12 a – paragraph 2
2. As part of the review, the Commission shall assess the possibility of modifying the scope of this Directive, if appropriate, in view of among other elements the international standards for the prevention of air pollution from ships subject to regulation by Marpol 73/78, notably sulphur oxide and nitrogen oxide emissions from ships, as well as in view of other standards regulating discharges from ships which have been made subject to regulation by Marpol 73/78, such as black carbon, marine litter, container loss, loss of p. Any modification of the scope shall take into consideration existing international and EU legislation and avoid overlapping with existing EU legislastic pellets and underwater noiseve provisions and enforcement mechanisms.
Amendment 20 #
2023/0081(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) The higher energy prices after the unjustified and unlawful military aggression by the Russian Federation against Ukraine, gave a strong impetus to accelerate the implementation of the European Green Deal and reinforce the resilience of the Energy Union by speeding up the clean energy transition and ending any dependence on fossil fuels exported from the Russian Federation. The REPowerEU plan35 plays a key role in responding to the hardships and global energy market disruption caused by the invasion of Ukraine by the Russian Federation. That plan aims to accelerate the energy transition in the European Union, in order to reduce the Union’s gas and electricity consumption and to boost investments in the deployment of energy efficient and low carbon solutions. That plan sets inter alia the targets to double solar photovoltaic capacity by 2025 and to install 600 GW of solar photovoltaic capacity by 2030; to double the rate of deployment of heat pumps; to produce 10 million tonnes of domestic renewable hydrogen by 2030; and to substantially increase production of biomethane which is essential to decarbonise heavy-duty transport and to get to the Union’s goal of net-zero by 2050. The plan also sets out that achieving the REPowerEU goals will require diversifying the supply of low carbon energy equipment and of critical raw materials, reducing sectoral dependencies, overcoming supply chain bottlenecks and expanding the Union’s clean energy technology manufacturing capacity. As part of its efforts to increase the share of renewable energy in power generation, industry, buildings and transport, the Commission proposes to increase the target in the Renewable Energy Directive to 45% by 2030 and to increase the target in the Energy Efficiency Directive to 13%. This would bring the total renewable energy generation capacities to 1236 GW by 2030, in comparison to 1067 GW by 2030 envisaged under the 2021 proposal and will see increased needs for storage through batteries to deal with intermittency in the electricity grid. Similarly, policies related to the decarbonisation of the road sector, such as Regulation (EU) 2019/631 and Regulation (EU) 2019/1242 will be strong drivers for a further electrification of the road transport sector and thus increasing demand for batteries. _________________ 35 Communication of 18 May 2022 from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee and the Committee of the Regions, REPowerEU Plan, COM/2022/230 final, 18.05.2022.
Amendment 23 #
2023/0081(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) The net-zero transformation is already causing huge industrial, economic, and geopolitical shifts across the globe, which will become ever more pronounced as the world advances in its decarbonisation efforts. The road to net zero translates into strong opportunities for the expansion of Union’s net-zero industry, making use of the strength of the Single Market, by promoting investment in technologies in the field of renewable energy technologies , electricity and heat storage technologies, heat pumps, grid technologies, sustainable aviation and maritime fuel technologies including renewable fuels of non- biological origin technologies, electrolysers and fuel cells, fusion, small modular reactors and related best-in-class fuels, carbon capture, utilisation, and storage technologies, and energy-system related energy efficiency technologies and their supply chains, allowing for the decarbonisation of our economic sectors, from energy supply to transport, buildings, and industry. A strong net zero industry within the European Union can help significantly in reaching the Union’s climate and energy targets effectively, as well as in supporting other Green Deal objectives, while creating jobs and growth.
Amendment 34 #
2023/0081(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) To achieve the 2030 objectives a particular focus is needed on some of the net-zero technologies, also in view their significant contribution towards the path to net zero by 2050. These technologies include solar photovoltaic and solar thermal technologies, onshore and offshore renewable technologies, battery/storage technologies, heat pumps and geothermal energy technologies, electrolysers and fuel cells, sustainable biogas/biomethane, carbon capture and storage technologies and grid, smart grid technologies, and sustainable aviation and maritime fuel technologies. These technologies play a key role in the Union’s open strategic autonomy, ensuring that citizens have access to clean, affordable, secure energy. Given their role, these technologies, including their transportation infrastructure, should benefit from even faster permitting procedures, obtain the status of the highest national significance possible under national law and benefit from additional support to crowd-in investments.
Amendment 38 #
2023/0081(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) A key bottleneck for carbon capture investments that are today increasingly economically viable is the availability of operating CO2 storage sites in Europe, which underpin the incentives from Directive 2003/87/EC. To scale up the technology and expand its leading manufacturing capacities, the EU needs to develop a forward-looking supply of permanent geological CO2 storage sites permitted in accordance with Directive 2009/31/EU36 . By defining a Union target of 570 million tonnes of annual operational CO2 injection capacity by 2030 and at least 300 million tonnes by 2040, in line with the expected capacities needed in 2030, the relevant sectors can coordinate their investments towards a European Net- Zero CO2 transport and storage value chain that industries can use to decarbonise their operations. This initial deployment will also support further CO2 storage in a 2050 perspective. According to the Commission’s estimates, the Union could need to capture up to 550 million tonnes of CO2 annually by 2050 to meet the net zero objective37 , including for carbon removals. Such a first industrial-scale storage capacity will de-risk investments into the capturing of CO2 emissions as important tool to reach climate neutrality. When this regulation is incorporated into the EEA Agreement, the Union target of 50 million tonnes of annual operational CO2 injection capacity by 2030 will be adjusted accordingly. _________________ 36 Directive 2009/31/EC of the European Parliament and of the Council of 23 April 2009 on the geological storage of carbon dioxide and amending Council Directive 85/337/EEC, European Parliament and Council Directives 2000/60/EC, 2001/80/EC, 2004/35/EC, 2006/12/EC, 2008/1/EC and Regulation (EC) No 1013/2006 (Text with EEA relevance), (OJ L 140, 5.6.2009, p. 114). 37 In depth analysis in support of the Commission Communication (2018/773) A Clean Planet for all. A European long-term strategic vision for a prosperous, modern, competitive and climate neutral economy.
Amendment 39 #
2023/0081(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) To address security of supply issues and contribute to supporting the resilience of Union’s energy system and decarbonisation and modernisation efforts, the net-zero technology manufacturing capacity in the Union needs to expand. Union manufacturers of solar photovoltaic (PV) technologies need to increase their competitive edge and improve security of supply perspectives, by aiming to reach at least 30 gigawatt of operational solar PV manufacturing capacity by 2030 across the full PV value chain, in line with the goals set out in the European Solar Photovoltaic Industry Alliance, which is supported under the Union’s Solar Energy Strategy.38 Union manufacturers of wind and heat pump technologies need to consolidate their competitive edge and maintain or expand their current market shares throughout this decade, in line with the Union’s technology deployment projections that meet its 2030 energy and climate targets.39 This translates into a Union manufacturing capacity for wind of at least 36 GW and, respectively, for heat pumps of at least 31 GW in 2030. Union manufacturers of batteries and electrolysers need to consolidate their technology leadership and actively contribute to shaping these markets. For battery technologies this would mean contributing to the objectives of the European Battery Alliance and aim at almost 90% of the Union’s battery annual demand being met by the Union’s battery manufacturers, translating into a Union manufacturing capacity of at least 550 GWh in 2030. For EU electrolyser manufacturers, the REPowerEU plan projects 10 million tonnes of domestic renewable hydrogen production and a further up to 10 million tonnes of renewable hydrogen imports by 2030. To ensure EU’s technological leadership translates into commercial leadership, as supported under the Electrolyser Joint Declaration of the Commission and the European Clean Hydrogen Alliance, EU electrolyser manufacturers should further boost their capacity, such that the overall installed electrolyser capacity being deployed reaches at least 100 GW hydrogen by 2030. Union manufacturers of aviation and maritime fules need to further develop, scale up and produce sustainable fuels in order to reduce the transport sector’s greenhouse gas (GHG) emissions by 90% in 2050, as supported by the Renewable and Low-Carbon Fuels Value Chain Industrial Alliance and the Alliance for Zero-Emission Aviation. _________________ 38 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: EU Solar Energy Strategy, SWD(2022) 148 final, 18.05.2022. 39 As per REPowerEU objectives set out in the REPowerEU Plan, COM/2022/230 final, and accompanying Commission Staff Working Document Implementing the Repower EU Action Plan: Investment Needs, Hydrogen Accelerator and achieving the Bio-Methane Targets Accompanying the Document : Communication from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee and the Committee of the Regions REPowerEU Plan, SWD/2022/230 final, 18.05.2022
Amendment 48 #
2023/0081(COD)
Proposal for a regulation
Recital 41
Recital 41
(41) Where private investment alone is not sufficient, the effective roll-out of net- zero manufacturing projects may require public support in the form of State aid. Such aid must have an incentive effect and be necessary, appropriate and proportionate. The existing State aid guidelines that have recently undergone an in-depth revision in line with the twin transition objectives provide ample possibilities to support investments for projects in the scope of this Regulation subject to certain conditions. Member States can have an important role in easing access to finance for net-zero technologies manufacturing projects by addressing market failures through targeted State aid support. The Temporary Crisis and Transition Framework (TCTF) adopted on 9 March 2023 aims at ensuringshould preserve a level playing field within the internal market, targeted to those sectors where a third- country delocalisation risk has been identified, and proportionate in terms of aid amounts. It would enable Member States to put in place measures to support new investments in production facilities in defined, strategic net-zero sectors, including via tax benefits. The permitted aid amount can be modulated with higher aid intensities and aid amount ceilings if the investment is located in assisted areas, in order to contribute to the goal of convergence between Member States and regions. Appropriate conditions are required to verify the concrete risks of diversion of the investment outside the European Economic Area (EEA) and that there is no risk of relocation within the EEA. To mobilise national resources for that purpose, Member States may use a share of the ETS revenues that Member States have to allocate for climate-related purposes.
Amendment 49 #
2023/0081(COD)
Proposal for a regulation
Recital 42
Recital 42
(42) Several Union funding programmes, such as the Recovery and Resilience Facility, InvestEU, cohesion policy programmes, Connecting Europe Facilities or the Innovation Fund are also available to fund investments in net-zero technology manufacturing projects, which should be seen together with other funding instruments in order to ensure a value chain approach supporting net-zero technologies. Furthermore, the future Hydrogen Bank aims to support the production of hydrogen and the European Commission should monitor its effectiveness and assess the possibility to expand the scope of the Bank to other net- zero technologies, such as solar power and battery production. This should lead to a comprehensive EU financial support instrument combining the different energy funding instruments and thereby creating a better overview of the financial assistance supporting net-zero technologies. Where possible, information on the relevant national funding sources should be easily accessible as well as information on blending EU funding programmes with financial support from the European Investment Bank.
Amendment 56 #
2023/0081(COD)
Proposal for a regulation
Recital 55 a (new)
Recital 55 a (new)
(55a) Accessibility and connectivity of the full range of carbon dioxide (CO2) transportation modalities plays a critical role for the deployment of CCS projects and cross-border transportation. Modalities cover ship, barge, train and truck as well as fixed facilities for connecting and docking, for liquefaction, buffer storage and converters of CO2 in view of its further transportation through pipelines and in dedicated modes of transport.
Amendment 61 #
2023/0081(COD)
Proposal for a regulation
Recital 69
Recital 69
(69) At Union level, a Net-Zero Europe Platform, should be established, composed of the Member States and chaired by the Commission. The Net-Zero Europe Platform may advise and assist the Commission and Member States on specific questions and provide a reference body, in which the Commission and Member States coordinate their action and facilitate the exchange of information on issues relating to this Regulation. The Net- Zero Europe Platform should further perform the tasks outlined in the different Articles of this Regulation, notably in relation to permitting, including one-stop shops, Net-Zero Strategic Projects, coordination of financing, access to markets and skills as well as innovative net-zero technologies regulatory sandboxes. Where necessary, the Platform may establish standing or temporary subgroups an, also composed by stakeholders from the sectors concerned, and should invite third parties, such as experts or representatives from net-zero industries.
Amendment 66 #
2023/0081(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation establishes the framework of measures for innovating and scaling up the manufacturing capacity and deployment of net-zero technologies in the Union to support the Union’s 2030 target of reducing net greenhouse gas emissions by at least 55 % relative to 1990 levels and the Union’s 2050 climate neutrality target, as defined by Regulation (EU) 2021/1119, and to ensure the Union’s access to a secure and sustainable supply of net-zero technologies needed to safeguard the resilience of the Union’s energy system and to contribute to the creation of quality jobs.
Amendment 68 #
2023/0081(COD)
Proposal for a regulation
Article 1 – paragraph 2 – point b a (new)
Article 1 – paragraph 2 – point b a (new)
ba) the corresponding upgrading and adaptation of supply chain and transport connectivity infrastructure as well as maritime and hinterland connections, in view of ensuring the trade flows to and from the manufacturing sites to the Union’s markets.
Amendment 78 #
2023/0081(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point a
Article 3 – paragraph 1 – point a
(a) ‘net-zero technologies’ means renewable energy technologies66 ; electricity and heat storage technologies; heat pumps; grid technologies; renewable fuels of non-biological origin technologies; sustainable alternative fuels technologies67 ; electrolysers and fuel cells; advanced technologies to produce energy from nuclear processes with minimal waste from the fuel cycle, small modular reactors, and related best-in-class fuels; carbon capture, utilisation, and storage technologies and associated CO2 transport infrastructure; and energy-system related energy efficiency technologies. They refer to the final products, specific components and specific machinery primarily used for the production of those products. They shall have reached a technology readiness level of at least 8. _________________ 66 ‘renewable energy' means ‘renewable energy’ as defined in Directive (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 67 ‘sustainable alternative fuels’ means fuels covered by the Proposal for a Regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport, COM/2021/561 final and by the Proposal for a Regulation of the European Parliament and Council on the use of renewable and low-carbon fuels in maritime transport COM/2021/562 final.
Amendment 83 #
2023/0081(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point a
Article 3 – paragraph 1 – point a
(a) ‘net-zero technologies’ means renewable energy technologies66 ; electricity and heat storage technologies; heat pumps; grid technologies; renewable fuels of non-biological origin technologies; sustainable alternaviation and maritivme fuels technologies67 ; electrolysers and fuel cells; advanced technologies to produce energy from nuclear processes with minimal waste from the fuel cycle, small modular reactors, and related best-in-class fuels; carbon capture, utilisation, and storage technologies as well as the related transportation infrastructure; and energy- system related energy efficiency technologies. They refer to the final products, specific components and specific machinery primarily used for the production of those products. They shall have reached a technology readiness level of at least 8 along the value chain. _________________ 66 ‘renewable energy' means ‘renewable energy’ as defined in Directive (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 67 ‘sustainable alternative fuels’ means fuels covered by the Proposal for a Regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport, COM/2021/561 final and by the Proposal for a Regulation of the European Parliament and Council on the use of renewable and low-carbon fuels in maritime transport COM/2021/562 final.
Amendment 85 #
2023/0081(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point a a (new)
Article 3 – paragraph 1 – point a a (new)
(aa) ‘sustainable aviation and maritime fuel technology’ means fuels eligible under Regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport, [XXXX] and by Regulation of the European Parliament and Council on the use of renewable and low-carbon fuels in maritime transport [XXXX].
Amendment 87 #
2023/0081(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point a b (new)
Article 3 – paragraph 1 – point a b (new)
(ab) 'Hydrogen Valley’ means a geographical area – a city, a region, an island or an industrial cluster - where several hydrogen applications are combined into an integrated hydrogen ecosystem, which includes hydrogen production, transportation, storage and use uses in industry, mobility and buildings.
Amendment 88 #
2023/0081(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point b
Article 3 – paragraph 1 – point b
(b) ‘component’ means a small parnufactured element of a net-zero technology that is manufactured and traded by a company starting from processed materials;
Amendment 93 #
2023/0081(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point q
Article 3 – paragraph 1 – point q
(q) ‘CO2 injection capacity’ means the annual amount of CO2 that can be injected in an operational geological storage site, permitted under Directive 2009/31/EC, provided with the means of transporting CO2 to the site, and with the purpose to reduce emissions or increase carbon removals, in particular from large scale industrial installations and which is measured in tonnes per annum;
Amendment 94 #
2023/0081(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
1. By …[3 months after the date of entry into force of this Regulation], Member States shall designate one national competent authority which shall be responsible for facilitating and, coordinating and streamlining the permit-granting process for net-zero technology manufacturing projects, including for net- zero strategic projects, and to provide advice on reducing administrative burden in line with Article 5.
Amendment 105 #
2023/0081(COD)
Proposal for a regulation
Article 6 – paragraph 9 a (new)
Article 6 – paragraph 9 a (new)
9a. The European Commission shall adopt guidelines to define the permit- granting requirements for net-zero technology manufacturing projects.
Amendment 108 #
2023/0081(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
1. When preparing plans, including zoning, spatial plans and land use plans, national, regional and local authorities shall, where appropriate, include in those plans provisions for the development of net-zero technology manufacturing projects, including net-zero strategic projects and the relevant infrastructure. Priority shall be given to artificial and built surfaces, industrial sites, brownfield sites, and, where appropriate, greenfield sites not usable for agriculture and forestry.
Amendment 126 #
2023/0081(COD)
Proposal for a regulation
Article 14 – paragraph 2 – introductory part
Article 14 – paragraph 2 – introductory part
2. Member States mayshall provide administrative support to net-zero strategic projects to facilitate their rapid and effective implementation, including by providing:
Amendment 131 #
2023/0081(COD)
An annual injection capacity of at least 570 million tonnes of CO2 shall be achieved by 2030 and at least 300 million tonnes by 2040, in storage sites located in the territory of the European Union or the European Economic Area or a third State with which the Union has concluded a Net-Zero industrial partnership with relevance for CO2 injection and storage capacities, its exclusive economic zones or on its continental shelf within the meaning of the United Nations Convention on the Law of the Sea (UNCLOS) and which are not combined with Enhanced Hydrocarbon Recovery (EHR).
Amendment 135 #
2023/0081(COD)
Proposal for a regulation
Article 19 – paragraph 1
Article 19 – paragraph 1
1. Contracting authorities or contracting entities shall base the award of contracts for net-zero technology listed in the Annex in a public procurement procedure on the most economically advantageous tender, which shall include the best price-quality ratio, comprising at least the sustainability and resilience contribution of the tender, in compliance with Directives 2014/23/EU, 2014/24/EU, or 2014/25/EU, 2022/1031 or 2022/2555 and applicable sectoral legislation, as well as with the Union’s international commitments, including the GPA and other international agreements by which the Union is bound.
Amendment 136 #
2023/0081(COD)
(b) where an innovative solution needs to be developed, the impact and the quality of the implementation plan, including risk management measures while maintaining the highest assurance of cybersecurity based on an all-hazards approach in accordance with article 7(2) and 21(2) of the NIS2 with the aim of preventing or minimzing the impact of incidents on recipients of their services an on other services based on technical and non- technical risk factors;
Amendment 139 #
2023/0081(COD)
Proposal for a regulation
Article 21 – paragraph 1
Article 21 – paragraph 1
1. Without prejudice to Articles 107 and 108 of the Treaty and Article 4 of Directive 2018/200173 and in line with the Union’s international commitments, when deciding to set up schemes benefitting households or consumers which incentivise the purchase of net-zero technology final products listed in the Annex, Member States, regional or local authorities, bodies governed by public law or associations formed by one or more such authorities or one or more such bodies governed by public law, shall design them in such a way as to promote the purchase by beneficiaries of net-zero technology final products with a high sustainability and resilience contribution as referred in Article 19(2), by providing additional proportionate financial compensation, tax credits, or other forms of State aid. _________________ 73 Directive 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
Amendment 145 #
2023/0081(COD)
Proposal for a regulation
Article 29 – paragraph 6
Article 29 – paragraph 6
6. The Platform may establish standing or temporary sub-groups dealing with specific questions and tasks. The sub- groups shall include the relevant stakeholders from the sectors concerned.
Amendment 147 #
2023/0081(COD)
Proposal for a regulation
Article 31 – paragraph 1 – point b a (new)
Article 31 – paragraph 1 – point b a (new)
(ba) the consistency of the targets for domestic production of batteries with the goals set out in Regulation (EU) 2023/851 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles, including the supply of the needed raw and advanced materials for battery production.
Amendment 148 #
2023/0081(COD)
Proposal for a regulation
Article 31 – paragraph 2 – introductory part
Article 31 – paragraph 2 – introductory part
2. Member States and the national authorities they designate for this purpose shall collect and provide data and other evidence required pursuant to paragraph 1, points (a), (b) and (ba). In particular, they shall collect and report each year to the Commission data on:
Amendment 149 #
2023/0081(COD)
Proposal for a regulation
Article 31 – paragraph 2 – point a a (new)
Article 31 – paragraph 2 – point a a (new)
(aa) the resilience of value chains of net zero technologies including the Union’s production capacity of chemicals, materials, and components for the production and assembly of net-zero technologies, and the competitiveness of the related sectors;
Amendment 253 #
2023/0053(COD)
Proposal for a directive
Recital 30
Recital 30
(30) It should be ensured that drivers who newly acquire their driving licence in a given category do not endanger road safety on account of their inexperience. For those novice drivers a probationary period of two years should be established, during which they should be subjected to stricter rules or sanctions and penalties Union- wide when breaking them, due to the influence of alcohol should apply, without prejudice to the Member States’ competence to regulate drivers’ behaviour. Such stricter rules could include specific training for novice drivers in which they receive further instruction on risk awareness and could reflect on their behaviour. The penalties for such conduct should be effective, proportionate, dissuasive and non-discriminatory and their severity should to the furthest extent possible take into account the Union’s mid- term and long-term goals of halving and nearly eliminating deaths and serious injuries. As regards any other restrictions on novice drivers, Member States should be allowed to freely implement additional rules in their territory to novice drivers to improve road safety.
Amendment 359 #
2023/0053(COD)
Proposal for a directive
Article 7 – paragraph 1 – point d a (new)
Article 7 – paragraph 1 – point d a (new)
(da) 18 years for categories C and CE, D1 and D1E, for holders driving professionally both nationally and internationally, and which hold a Certificate for Professional Competence (CPC) referred to in Article 6(1) of Directive (EU) 2022/2561;
Amendment 468 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 6
Article 10 – paragraph 2 – subparagraph 6
Member States shallmay reduce the periods of administrative validity set out in the first subparagraph to five years or less for driving licences of holders residing on their territory having reached the age of 70at least 70 years, in order to apply an increased frequency of medical checks or other specific measures, including refresher courses. This reduced period of administrative validity shall only be applied upon renewal of the driving licence.
Amendment 473 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 6 – subparagraph 1
Article 10 – paragraph 6 – subparagraph 1
When issuing or renewing driving licences in categories AM, A, A1, A2, B, B1 and BE, Member States may require: (a) an examination applying the minimum standards of physical and mental fitness for driving set out in Annex III instead of the self-assessment laid down in point 3 of that Annex. In that case, the medical examination shall cover all the medical incapacities mentioned in Annex III; or (b) establish a national mechanism for competent health authorities to ensure that significant changes in the physical or mental fitness are reacted upon in order to comply with the minimum standards of physical and mental fitness set out in Annex III.
Amendment 507 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 1
Article 14 – paragraph 1
1. By way of derogation from Article 7(1), points (b) and (d) respectively, Member States shall issue driving licences, in accordance with Article 10(1), for categories B and C and CE, marked with the Union code 98.02 specified in Annex I, Part E, to applicants who have reached the age of 17 years.
Amendment 522 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 2 – point b
Article 14 – paragraph 2 – point b
(b) holds an EU driving licence of the relevant category issued more than five years ago;
Amendment 531 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 2 – point e
Article 14 – paragraph 2 – point e
(e) in the case of a vehicle of category C and CE has the qualification and training provided by Directive (EU) 2022/2561.
Amendment 554 #
2023/0053(COD)
Proposal for a directive
Article 15 – paragraph 2
Article 15 – paragraph 2
2. Member States shall lay down stricter rules on penalties for novice drivers who drive with a blood alcohol level exceeding 0.0g/mLsanctions, or both, for driving under the influence of alcohol and take all measures necessary to ensure that they are implemented. Those penalties or sanctions shall be effective, proportionate, dissuasive and non- discriminatory.
Amendment 598 #
2023/0053(COD)
Proposal for a directive
Article 23 – paragraph 1
Article 23 – paragraph 1
Directive (EU) 2022/2561
Article 5 – paragraph 2
Article 5 – paragraph 2
(c) from the age of 17, a vehicle in licence category C and CE, provided they hold a CPC as referred to in Article 6(1) and only under the conditions laid down in Article 14(2) of Directive [REFERENCE- TO- THIS-DIRECTIVE];
Amendment 645 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point h a (new)
Annex II – Part I – point A – point 4 – point 1 – point h a (new)
(ha) Defensive and eco-driving: distance to the vehicle in front; curve overtaking, change of lane, priority; rules, speed limits;
Amendment 27 #
2023/0042(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector, which is the only sector in the EU in which emissions have been trending upwards since the 1990s. The Green Deal has set the ambitious target of a 90% reduction in transport emissions in order to achieve carbon neutrality in the EU by 2050.
Amendment 28 #
2023/0042(COD)
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5a) While the review of this regulation forms part of efforts to meet the environmental objectives of decarbonising road transport in order to combat climate change, it should also take into account the significant industrial and social consequences of this process to ensure employment and accessible mobility for all.
Amendment 55 #
2023/0042(COD)
Proposal for a regulation
Recital 11 – paragraph 1
Recital 11 – paragraph 1
The updated New Industrial Strategy14 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 is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway takes particular heed of small and medium-sized enterprizses 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 and on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at the European and national level to boost the affordability of zero- emission vehicles are also being addressed in the pathway. This could, for example, include the possibility for Member States to use the proposed Social Climate Fund to assist micro-enterprises in the purchasing of zero-emission trucks and lorries. Particular attention should be also given to the impact that this transition will have on SMEs along the supply chain. __________________ 14 Commission Communication on Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021.
Amendment 58 #
2023/0042(COD)
Proposal for a regulation
Recital 11 – paragraph 1 a (new)
Recital 11 – paragraph 1 a (new)
A rapid roll out of charging and fuelling infrastructure requires availability of qualified installers. Investments in re- and upskilling will be a corner stone in fulfilling the targets of this regulation and will ensure a just transition in the truck manufacturing sector.
Amendment 62 #
2023/0042(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) The Union fleet-wide targets are to be complemented by the necessarydependent on the rapid roll-out of recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16 . __________________ 16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.
Amendment 66 #
2023/0042(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) Minimum requirements on charging infrastructure for heavy-duty vehicles laid down in regulation on the deployment of alternative fuel infrastructure may fall short of what the strengthened CO₂ emission performance standards demand. It is therefore of utmost importance that EU and national funding instruments prioritise support towards further developing alternative fuels infrastructure projects.
Amendment 72 #
2023/0042(COD)
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13a) Certain enabling conditions allowing road hauliers to seamlessly operate zero-emission heavy-duty vehicles are key for early market adoption of such vehicles. Therefore, the state of the most important enabling conditions such as optimal grid capacity, storage, charging and refuelling infrastructure and effective carbon pricing measures should be monitored regularly and taken into account in the review of this regulation.
Amendment 73 #
2023/0042(COD)
Proposal for a regulation
Recital 13 b (new)
Recital 13 b (new)
Amendment 79 #
2023/0042(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as extra heavy duty vehicles and long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occurthe review of this regulation should take into account the technological development of these vehicles in a possible review of the targets.
Amendment 86 #
2023/0042(COD)
Proposal for a regulation
Recital 15 a (new)
Recital 15 a (new)
Amendment 88 #
2023/0042(COD)
Proposal for a regulation
Recital 15 b (new)
Recital 15 b (new)
Amendment 95 #
2023/0042(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) The possibility of assigning the rRevenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(4) of Regulation (EU) 2019/1242, 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 should therefore continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) of Regulation (EU) 2019/1242should be considered as revenue assigned to the Innovation Fund in order to support the development of innovative technologies, which is key for the green transition of the automotive sector.
Amendment 97 #
2023/0042(COD)
Proposal for a regulation
Recital 21 – paragraph 1
Recital 21 – paragraph 1
For vehicles, which are not in the scope of the automotive type-approval legislation, such as agricultural and forestry tractors, vehicles designed and constructed for the use by armed and security forces and track-laying vehicles, the CO2 emissions are not determined and therefore these vehicles do not have to meet the CO2 targets set in this Regulation.
Amendment 103 #
2023/0042(COD)
Proposal for a regulation
Recital 21 – paragraph 5
Recital 21 – paragraph 5
Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. The Commission should follow the technological development of zero- emission vocational vehicles closely with a view to include such vehicles in the scope of this regulation in a future review.
Amendment 150 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g
Article 1 – paragraph 1 – point 3 – point g
Regulation (EU) 2019/1242
Article 3 – point 11 – point a
Article 3 – point 11 – point a
(a) a heavy-duty motor vehicle with not more than 51 g/(t∙km) or 51 g/(p∙km) of CO2 emissions as determined in accordance with Article 9 of Regulation (EU) 2017/2400;
Amendment 173 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point b
Article 3 a – paragraph 1 – point b
(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 450 %,
Amendment 180 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 a – paragraph 1
Article 3 a – paragraph 1
(c) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by 675 %,
Amendment 183 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 a – paragraph 1
Article 3 a – paragraph 1
(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 9100%.
Amendment 258 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 16
Article 1 – paragraph 1 – point 16
Regulation (EU) 2019/1242
Article 13 f – paragraph 4
Article 13 f – paragraph 4
4. The amounts of the administrative fines shall be considered as revenue for the general budget of the Unionassigned to the innovation fund.
Amendment 268 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EU) 2019/1242
Article 15 – paragraph 1
Article 15 – paragraph 1
The Commission shall, inby December 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review.
Amendment 275 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EU) 2019/1242
Article 15 – paragraph 2
Article 15 – paragraph 2
The report shall, where appropriate, include an assessment of key enabling factors and, if these are found not in line with the targets for vehicle manufacturers in Art. 3a and b of this Regulation, the report shall be accompanied by a proposal for amending this Regulation.
Amendment 128 #
2022/0424(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point a
Article 1 – paragraph 1 – point a
(a) the collection by air carriers of advance passenger information (‘API data’) on flights into the Unionextra-EU flights and selected intra-EU flights;
Amendment 134 #
2022/0424(COD)
Proposal for a regulation
Article 2 – paragraph 1
Article 2 – paragraph 1
This Regulation applies to air carriers conducting scheduled or non-scheduled flights into the Unionextra-EU flights or intra-EU flights.
Amendment 139 #
2022/0424(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point b a (new)
Article 3 – paragraph 1 – point b a (new)
(ba) ‘extra-EU flights’ means any flight as defined in Article 3, point (2), of Directive (EU) 2016/681;
Amendment 140 #
2022/0424(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point b b (new)
Article 3 – paragraph 1 – point b b (new)
(bb) ‘intra-EU flight’ means any flight as defined in Article 3, point (3), of Directive (EU) 2016/681;
Amendment 141 #
2022/0424(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point c
Article 3 – paragraph 1 – point c
Amendment 187 #
2022/0424(COD)
Proposal for a regulation
Article 8 – paragraph 2
Article 8 – paragraph 2
2. The competent border authorities shall store, for a time period of 4896 hours from the moment of departure of the flight, the API data relating to that passenger that they received through the router pursuant to Article 11. They shall immediately and permanently delete that API data after the expiry of that time period.
Amendment 61 #
2022/0347(COD)
Proposal for a directive
Recital 4
Recital 4
(4) The Zero Pollution Action Plan also sets out a vision for the year 2050, where air pollution is reduced to levels no longer considered harmful to health and natural ecosystems. To this end, a staged approach towards setting current and future EU air quality standards should be pursued, establishing intermediate air quality standards for the year 2030 and beyond, and developing a perspective forensuring alignment with the WHO Air Quality Guidelines as soon as possible and at the latest by the year 2050 at the latest based on a regular review mechanism to take into account the latest scientific understanding. Given the links between pollution reduction and decarbonisation, the long- term objective to achieve the zero pollution ambition should be pursued hand in hand with reduction of greenhouse gas emissions as set by Regulation (EU) 2021/1119 of the European Parliament and of the Council42 . __________________ 42 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1–17).
Amendment 72 #
2022/0347(COD)
Proposal for a directive
Recital 7
Recital 7
(7) The Commission should regularly review the scientific evidence related to pollutants, their effects on human health and the environment and technological development. Based on the review, the Commission should assess whether applicable air quality standards are still appropriate to achieve the objectives of this Directive. The first review should be carried out by 31/12/2028 to assess whether air quality standards need to be updated based on the latest scientific information. The assessment should take into account the latest scientific knowledge on pollutants of emerging concerns and assess the opportunity to include air quality standards on those pollutants in the regulation.
Amendment 76 #
2022/0347(COD)
Proposal for a directive
Recital 15
Recital 15
(15) In order to protect human health and the environment as a whole, it is particularly important to combat emissions of pollutants at source and to identify and implement the most effective emission reduction measures at local, national and Union level , in particular when it comes to emissions from agriculture, industries, transport and energy generation . Therefore, emissions of harmful air pollutants should be avoided, prevented or reduced and appropriate standards set for ambient air quality taking into account relevant World Health Organization standards, guidelines and programmes. Member States should collect data on measures and technologies to combat emissions of harmful air pollutants and make available information on best practices.
Amendment 78 #
2022/0347(COD)
Proposal for a directive
Recital 15 a (new)
Recital 15 a (new)
(15a) The Commission should assist Member States in carrying out regular transport infrastructure quality checks to identify the areas in need of decongestion and infrastructure optimisation, and take appropriate measures in these areas i.e. with the use of available EU funding opportunities;
Amendment 86 #
2022/0347(COD)
Proposal for a directive
Recital 25 a (new)
Recital 25 a (new)
(25a) Air quality plans should include provisions for the reduction of voluntary idling of vehicles in order to reduce the emissions related to such idling.
Amendment 102 #
2022/0347(COD)
Proposal for a directive
Recital 33
Recital 33
(33) Action plans should be drawn up indicating the measures to be taken in the short term where there is a risk of an exceedance of one or more alert thresholds in order to reduce that risk and to limit its duration. When the risk applies to one or more limit values or target values, Member States may, where appropriate, draw up such short-term action plansShort-term action plans should take into account best practice recommendations from the Commission as referred to in Article 20.
Amendment 104 #
2022/0347(COD)
Proposal for a directive
Recital 35
Recital 35
(35) It is necessary for the Member States and the Commission to collect, exchange and disseminate air quality information in order to understand better the impacts of air pollution and develop appropriate policies. Up-to-date information on concentrations of all regulated pollutants in ambient air as well as air quality plans and short-term action plans should also be readily available to the public. In order for such information to be consistent and reliable, it is essential that Member States have sufficient air quality monitoring infrastructure deployed across the cities and towns. Where such infrastructure is lacking, it should be put in place at the earliest possibility, including with the use of the EU funding opportunities.
Amendment 105 #
2022/0347(COD)
Proposal for a directive
Recital 35
Recital 35
(35) It is necessary for the Member States and the Commission to collect, exchange and disseminate air quality information in order to understand better the impacts of air pollution and develop appropriate policies. Up-to-date information on concentrations of all regulated pollutants in ambient air as well as air quality plans and short-term action plans should also be readily available to the public. In order for such information to be consistent and reliable, it is essential that Member States have sufficient air quality monitoring infrastructure deployed across the cities and towns.
Amendment 116 #
2022/0347(COD)
Proposal for a directive
Article 1 – paragraph 3
Article 1 – paragraph 3
3. Furthermore, this Directive contributes to achieving: a) the Union’s pollution-reduction, biodiversity and ecosystem objectives in accordance with the 8th Environment Action Programme, as set out in Decision (EU) 2022/591 of the European Parliament and of the Council55 . b) enhanced synergies between the Union's air quality policy and other relevant Union policies, in particular climate and energy policies. __________________ 55 Decision (EU) 2022/591 of the European Parliament and of the Council of 6 April 2022 on a General Union Environment Action Programme to 2030 (OJ L 114, 12.4.2022, p. 22).
Amendment 120 #
2022/0347(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 4
Article 2 – paragraph 1 – point 4
4. measures ensuring that the information on ambient air quality is made available to the publicand the sources of air pollutants is made available to the public, as well as relevant mitigation measures taken to reduce air pollution;
Amendment 128 #
2022/0347(COD)
Proposal for a directive
Article 4 – paragraph 1 – point 3
Article 4 – paragraph 1 – point 3
(3) ‘level’ means the measured or modelled concentration of a pollutant in ambient air or the deposition thereof on surfaces in a given time;
Amendment 137 #
2022/0347(COD)
Proposal for a directive
Article 5 – paragraph 1 – point a a (new)
Article 5 – paragraph 1 – point a a (new)
(aa) provision of hourly updated air quality index and other related and relevant health information;
Amendment 139 #
2022/0347(COD)
Proposal for a directive
Article 5 – paragraph 1 – point d
Article 5 – paragraph 1 – point d
(d) ensuring the accuracy of air quality modelling applications;
Amendment 150 #
2022/0347(COD)
Proposal for a directive
Article 12 – paragraph 2
Article 12 – paragraph 2
2. In zones in which ozone levels are below the ozone target value Member States shall take necessary measures to maintain those levels below the ozone target value and endeavomake sure to attain the long-term objectives specified in Section 2 of Annex I , in so far as factors including the transboundary nature of ozone pollution and meteorological conditions so permit, and provided that any necessary measures do not entail a disproportionate cost.
Amendment 168 #
2022/0347(COD)
Proposal for a directive
Article 19 – paragraph 5 – subparagraph 2
Article 19 – paragraph 5 – subparagraph 2
Member States shall consider including measures referred to in Article 20(2) and shall include specific measures aiming at the protection of sensitive population and vulnerable groups , including children in their air quality plans .
Amendment 169 #
2022/0347(COD)
Proposal for a directive
Article 19 – paragraph 5 – subparagraph 2 a (new)
Article 19 – paragraph 5 – subparagraph 2 a (new)
Member States shall consider adopting measures to address and reduce voluntary engine idling, so as to reduce the impact of idling-related emissions which is particularly damaging in the areas of schools, hospitals and densely populated areas.
Amendment 170 #
2022/0347(COD)
Proposal for a directive
Article 19 – paragraph 6 – subparagraph 2
Article 19 – paragraph 6 – subparagraph 2
When preparing air quality plans, Member States shall ensure that stakeholders whose activities contribute to the exceedance situation are encouraged to propose measures they are able to take to help end the exceedances and that non- governmental organisations, such as environmental organisations, consumer organisations, organisations representing the interests of sensitive population and vulnerable groups, other relevant health- care bodies and the relevant industrial federations are allowed to take part in those consultations. Member States shall make sure that relevant stakeholders and citizens are duly informed about the specific sources and air pollutants affecting air quality and the relevant air pollution mitigation measures that exist and are available on the market.
Amendment 173 #
2022/0347(COD)
Proposal for a directive
Article 20 – paragraph 5 a (new)
Article 20 – paragraph 5 a (new)
5a. Within one year after the entry into force of this directive, the Commission shall publish examples of best practice actions to take within transport, residential and industrial sectors for the drawing-up of short-term action plans.
Amendment 177 #
2022/0347(COD)
Proposal for a directive
Article 22 – paragraph 1 – point d a (new)
Article 22 – paragraph 1 – point d a (new)
(da) air pollution sources and air pollutants affecting air quality
Amendment 178 #
2022/0347(COD)
Proposal for a directive
Article 22 – paragraph 1 – point d b (new)
Article 22 – paragraph 1 – point d b (new)
(db) best practice mitigation measures and technologies available to reduce pollutant emissions
Amendment 180 #
2022/0347(COD)
Proposal for a directive
Article 22 – paragraph 2
Article 22 – paragraph 2
2. Member States shall establish an air quality index covering sulphur dioxide, nitrogen dioxide, particulate matter (PM10 and PM2.5) and ozone, and make itdata available in a coherent and easily understandable manner through a public source providing an hourly update. TIn order to ensure harmonized and comparable data across Europe, the air quality index shall consider thebe aligned with the latest recommendations by the WHO and build on the air quality indices at European scale provided by the European Environmental Agency.
Amendment 203 #
2022/0347(COD)
Proposal for a directive
Annex IV – Part C – paragraph 1 – point b
Annex IV – Part C – paragraph 1 – point b
(b) in general, the sampling point inlet shall be between 0,5 m (the breathing zone) and 4 m above the ground. Higher siting (up to 8m) may be appropriate if the sampling point is representative of a large area (a background location) or in other specific circumstances and any derogations shall be fully documented;
Amendment 240 #
2022/0347(COD)
Proposal for a directive
Annex VIII – Part B – point 2 – point e
Annex VIII – Part B – point 2 – point e
(e) measures to encourage a shift towards less polluting forms of transport and to support changes in mobility behaviour;
Amendment 247 #
2022/0347(COD)
Proposal for a directive
Annex VIII – Part B – point 2 – point i a (new)
Annex VIII – Part B – point 2 – point i a (new)
(ia) measures by health authorities to encourage behavioural changes.
Amendment 54 #
2022/0288(COD)
Proposal for a regulation
Article 6 – paragraph 1
Article 6 – paragraph 1
1. Firearms or their essential components shall be imported provided that they are marked prior to their placement on the market in accordance with Article 4 of Directive (EU) 2021/555.
Amendment 67 #
2022/0288(COD)
Proposal for a regulation
Article 14 – paragraph 2
Article 14 – paragraph 2
2. Competent authorities may only grant export authorisations for firearms of categories A and B of Annex I if the application for such authorisation is accompanied by an end-userxport certificate delivered by the authorities of the country of final destination. Annex IV establishes the content of the end-userxport certificate.
Amendment 68 #
2022/0288(COD)
Proposal for a regulation
Article 14 – paragraph 3
Article 14 – paragraph 3
3. The Commission shall adopt an implementing act to establish an uniform end-userxport certificate. Those implementing acts shall be adopted in accordance with the advisory procedure referred to in Article 37(2).
Amendment 70 #
2022/0288(COD)
Proposal for a regulation
Article 16 – paragraph 3
Article 16 – paragraph 3
Amendment 85 #
2022/0288(COD)
Proposal for a regulation
Article 21 – paragraph 1
Article 21 – paragraph 1
1. The Commission and competent authorities granting the export authorisation, in case of suspicion, shall carry out post-shipment checks to ensure that the exported firearms, their essential components and ammunition are in line with the commitments made in the end- userxport certificate as set out in Annex IV.
Amendment 131 #
Amendment 132 #
2022/0288(COD)
Proposal for a regulation
Annex IV – paragraph 1 – introductory part
Annex IV – paragraph 1 – introductory part
The end-userxport certificate is to include at least the following information:
Amendment 133 #
2022/0288(COD)
Proposal for a regulation
Annex IV – paragraph 1 – point b
Annex IV – paragraph 1 – point b
(b) details of the end-usimporter (including name, address, business name and, if available, company registration number). In the case of export to a private company that resells the goods on a local market, that company will be regarded as the end- usimporter for the purposes of this Regulation. This shall not prevent Member States from evaluating licence applications that concern exports to resellers differently from licence applications concerning exports to end-usother importers;
Amendment 134 #
2022/0288(COD)
Proposal for a regulation
Annex IV – paragraph 1 – point f
Annex IV – paragraph 1 – point f
(f) signature, name and title of the end- usimporter;
Amendment 135 #
2022/0288(COD)
Proposal for a regulation
Annex IV – paragraph 1 – point i
Annex IV – paragraph 1 – point i
(i) the date of issue of the end-userxport certificate;
Amendment 136 #
2022/0288(COD)
Proposal for a regulation
Annex IV – paragraph 1 – point j
Annex IV – paragraph 1 – point j
(j) if applicable, a unique identifying number or contract number relating to the end-userxport certificate;